---
title: '2027 Corvette Grand Sport: Faster Than a GT3?'
source: 'https://youtube.com/watch?v=NTnioM4L58c'
video_id: 'NTnioM4L58c'
date: 2026-07-27
duration_sec: 1568
---

# 2027 Corvette Grand Sport: Faster Than a GT3?

> Source: [2027 Corvette Grand Sport: Faster Than a GT3?](https://youtube.com/watch?v=NTnioM4L58c)

## Summary

The 2027 Corvette Grand Sport combines the widebody chassis with a new 535-horsepower LS6 V8, delivering balanced performance at a starting price of $88,000. This video explores its driving dynamics, lap times, and compares it to the Z06 and Porsche GT3. Engineers discuss the engine, chassis controls, and suspension tuning that make this the best-driving Corvette yet.

### Key Points

- **Introduction to C8 Grand Sport** [00:11] — Starting price of $88,000, 535 horsepower LS6 engine.
- **LS6 Engine Torque and Power Band** [01:36] — Naturally aspirated V8 provides smooth, predictable power; 5-7 mph slower on straights than Z06 but more approachable.
- **Braking Feel** [02:29] — Due to lower power and weight, brake pedal feel is improved over Z06, with less extreme limits.
- **Best Corvette Driving Experience** [03:21] — Mark calls it the best balanced and easiest to drive Corvette they've ever driven.
- **Speed Comparison** [04:00] — Grand Sport hits ~130 mph on straight, ZR1 148 mph; everything happens slower, making it less scary.
- **Lap Time Achievement** [06:29] — Brit Casey set a 1:26.51 lap at Autobahn Country Club, faster than the ZSX (likely a variant), attributed to rubbered track.
- **Price Positioning** [08:01] — Grand Sport at $113,000 is in same ballpark as a Porsche 911 GT3.
- **Software Development Benefit** [08:14] — Learned from ZR1 development; electronics tuning made Grand Sport even better.
- **PTM Modes Explained** [11:38] — Five PTM modes help drivers learn; PTM Pro removes corner exit control.
- **Grand Sport in Corvette Lineup** [13:53] — 5 seconds faster than Stingray Z-51, close to Z06, behind ZR1 and ZR1X.
- **Suspension Stiffness** [15:30] — Z-52 package provides 40% front, 15% rear ride increase over Z-51; similar to base ZR1.
- **LS6 Engine Specifications** [18:55] — 6.7L, 13:1 compression, 535 hp, 520 lb-ft; new cylinder block, cooling, forged internals.
- **Final Verdict** [22:57] — Best balanced current Corvette; 20-30k less than Z06; great value; cons include steering feel and brake feedback.

### Conclusion

The 2027 Corvette Grand Sport offers exceptional balance and everyday usability at a compelling price, making it a serious contender against more expensive rivals like the Porsche GT3.

## Transcript

since the [music] sixth generation of Corvette. With a starting price of $88,000, the new 535 horsepower [music] C8 generation Grand Sport promises to deliver on that reputation. In this video, we set out to see if the Grand
a [music] lap time, talking about the allnew LS6 engine, and discussing the details with the engineers behind the car.
Autobon Country Club South, Mark. Grand Sport Corvette LS6. It says floor it.
"Oh, this is the last one." They said it's the last one. Oh my god. Ready? it's the last one. Oh my god. Ready? You're going [laughter] to start. You're going [laughter] to start. Oh, I think I just leaked. [laughter]
All right. Oh god. So, the first thing I'm going to talk about, Mark, is the I'm going to talk about, Mark, is the LS6. I know you're not a push rod V8 man like I am, but tell me tell me what you think of the torques.
>> The torque it's it's uh a nice addition coming from the Z06 that I have to be punished with all the time from you. You definitely feel it when you're exiting. >> it it really make propels this car in a smooth way. And I think because it's
naturally aspirated, >> it all of that is so smooth and predictable. But what you do notice versus the Z06 is the lack of B's, but the lack of the top end. Anywhere on this track, any of the
big straights, you're somewhere between five and 7 mph slower, but I think it's a lot more approachable power band. And you can be so greedy with the throttle in the higher speed corners of this car where it isn't constantly upsetting.
When it comes to braking, because you're not carrying so much of the communication through [music] the brake pedal, it's easier to have a good idea of what's actually happening while you're driving this car, which I I
talked to the engineers about this, and I said that because this car has the optimal power to weight ratio, the right amount of torque, the right amount of right amount of tire, they're not running away from their mech
in the ZR1 and ZR1X. where you've reached the limit of what they can do by giving you any like feel in the brakes. This car doesn't hit those extreme limits. So, the brake pedal feel or lack
thereof isn't a problem here. It's also not as big of an issue with the steering, right? I mean, you don't feel like you're constantly chasing this car around. So, that super light, light, quick, darty steering doesn't affect me
as much here. This car is perfectly optimized for the [music] for the Corvette experience I've ever had. And I came into this like, "Oh god, they're milking this. Here's another Corvette." Jack's promising me they're just milking
it. This is by far the best experience driving a Corvette I've ever had. It is this car. >> Yeah. No, no. It's like the because it's a little softer, as you're going to hear from Andrew [music] in the shop, than
the Z06. The ride quality is very, very good. The car is less scary than a ZR1. In this straight, you'll hit maybe just under 130. When the ZR1, you're hitting
under 130. When the ZR1, you're hitting 148. So, everything happens slower and >> It's also a car that I think they've Z06 has, which is one of the reasons I like that car, but it's also sometimes
frustrating to drive. Unlike the Z06, [music] it feels less willing to break away under trail braing. So, it's just a less nervous feeling vehicle. we're on the call 2 hours. They're they're pretty used at this point. But
this car, you're not chasing the back end. You get to focus more on your driving and your precision of driving. You're doing less guesswork as you're you want to light up the rears like you're you're doing, you can force it to
over steer, but the balance of this car is just exceptional. A lot of that has to do with the linearity of the power. Not that the the turbocharged cars have much torque down low. >> Yeah. it it pulls you out, but it
doesn't upset the car, right? Like you're not fighting the power. You can lean into it or you can lean into it a lot of bit and it's still super stable. again, you're not up against the wall of the brake limits of these brake this
brake setup, the brake by wear setup or the older calipers. Like I could always try the Alcon on this car, which I know they're not doing. But to me, that's the only thing. I wish there was a little bit more brake, but this this is again,
I'd buy. >> Oh, man. You just said it, Mark. >> Oh, man. You just said it, Mark. [laughter]
sponsor of this video, Open Track. Track days are the very best way for you to particularly in the parameters of the law. However, they are not without their [music] You could run into mechanical
failures, hit oil, hit sand or coolant on track. You could just run out of talent and put your car into a wall and thousands of dollars of damage to your damage to the racetrack that you're also responsible for. And your regular car
road will not cover you in that [music] case. Thus, Open Track Open Track is a give you that peace of mind. They essentially function as a regular you're looking to insure, the value of the vehicle, what deductible you're
looking for, and of course, what kind of policy coverage you want. Do you want it to be a day, an event, or the entire year. So, with that, let's get back to year. So, with that, let's get back to talking about some Corvettes.
controls engineer with the Corvette team. Before we talk about the car, very clearly a 126, which is very, very quick. And if you look at our leaderboard, it is somehow faster than the ZSX, which we're going to talk about
where the order of the car sit at MRC. And the testing conditions for this test, the track was very rubbered in, which helped it, but it was very warm. It was like 87 or 80° when Brit ran on sticker tires, the Cup 2R, which is your
track package tire. How do how do you deal with lap times when you're regularly testing? Can you walk us through that? Yeah, it's uh there's a have a good lap time. Um track conditions are are key. So, like you
said, the track had a lot of rubber in it. Um and talking with you, the Z06 lap know from our development when we go on development trips that from the day the the time we get there to the time we leave, we improve lap time just based on
laying down Michelin rubber that works super well with our tire. Um we didn't rubbered up. Um, >> I don't want to take away from the lap did the same testing conditions that Porsche does and all the other OEMs
on warmers. Brit who's >> driving Jesus goes out and sets a lap time. So, it is really impressive what you've done. But people are going to ask why the hell is this thing faster than a Z06? And a lot of that again is due to
the testing conditions because the the max speeds you see in the straits in this are [music] 5 to 10 miles an hour lower than a Z06 and like 20 miles an >> Yeah. >> But again, a 12651 for those who aren't
>> But again, a 12651 for those who aren't paying attention. This car is 113,000 a GT3 costs >> and basically in the same ballpark as >> Yeah. I think the biggest thing that the Grand Sport in general benefits from is
software development work that was done to improve the ZR1 cuz it needed it with to improve the ZR1 cuz it needed it with 1,00 horsepower. Um, and then that was just made the Grand Sport even better from from the beginning. So, we were
[music] hardware from uh various widebody programs and then kind of put that together and then really just go after the electrons and really dial this really perfect the Grand Sport in general.
really? You have the dampers, springs, bushings, wheels and tires and the diff. >> Yep. And then chassis controls which is uh for on [music] brake. Anything on brake we that's open. Um and the steering cal definitely is a little bit
different than DR1. So yeah, everything that's electronbased, we can go in and that's electronbased, we can go in and attack. That's what kind of engineer you are. So walk us through what controls are and
front of the car. >> Yeah. So I'm personally responsible on the integration side for um brake controls. So ABS, TCS, ESC, and PTM um on this car particularly. And so that's kind of the chassis controls that we're
talking about. And then there's also the the diff and we have a specific diff integrator that works specifically on the diff with a diff calibrator. Um and So >> if you touch one thing, something else
>> Yeah. And we're very cognizant of, hey, if we're going to make a diff change, throughout the whole corner? What's that going to change to uh the brakes brake control on corner entry and PTM on corner exit? So, we're in a very very
time we're on track, giving each other feedback, and our ultimate goal is to make the best Corvette possible. Um, so, and part of that, um, was like the the first development trip that we had, we this car didn't have a 5.56 in it. Um,
and a couple of us that got to drive it that first development trip thought that a 5.56 would make the car more engaging and then make fifth gear a lot more usable um, with this engine. And so we went, as soon as we got home, we engaged
was it was >> had a less aggressive final drive ratio >> Yeah. Had to carry over um LT2 final drive ratio. And so then when we went to drive ratio. And so then when we went to the we got home, sharpened our pencils,
ran down all the the lines for getting a 5.56 in and immediately jumped on it, in, got it on MRC, and we're like, this was the right decision. And from that moment forward, we moved the direction to the 5.56. and it is definitely a big
enabler of engagement um and making fifth gear more usable on track. >> How did you change a complaint we've had and I know your team has heard it to death from us is brake feel and brake cal. How has that evolved? Obviously
car with PTM. What did you change? >> Yeah, so on brakes um we were able to take more advantage of rear brake in this car on this platform spec specifically the Grand Sport. Um and then so just again it's an evolution of
learning. So, we we didn't stop and just take Z06, right? We started Z06 evolved into ZR1, Z1X, and we were able to take all those learnings um and pile that into this car. And we hear that feedback all the time. So, we hone in on it and
we really try to go on track and target that stuff to make it better because we where you guys are coming from sometimes. So, we try to go after that and improve the car all around to make it a better experience for everybody. um
of customers that drive this car. >> How does PTM evolve? Is it more just honing in your new MW that you have with have you changed that? >> Yeah, it's more um moving the the
targets around to complement the LS6 and makes torque in a different way um than the ZR1s and than the LT2. So, we spent a lot of time just comp make making sure PTM complements the car and the behaviors. And PTM um is a really good
tool that I think a lot of people don't utilize enough, especially if you're new to the car. It's there's five different PTM modes and you can work through that to help the car teach you how to drive um in a way of if you go out in PTM3
you're new new to a track new driver uh you can start in a lower PTM and drive and controls might you might think that they're in your way but I think the these controls doing and why are they coming in and how can I change my
driving maybe to not have them intervene as much and then you move up to the next PTM level and you have less support. Um, and then you keep going all the way up to PTM Pro that is that is no um corner exit control.
>> You're on your own. [laughter] And and a lot of us, that's where we do a lot of base chassis in PTM Pro. I go through all the PTM modes cuz that's what I'm responsible for. And again, it's designed to help everybody have a better
>> They're not a band-aid because you're tuning around everything off, right? putting your $100,000 car in. >> Yeah. Yeah. talk there's there's people >> Yeah. Yeah. talk there's there's people that are like timid of PTM because they
but I on one lap I talked to a bunch of customers and encourage them to try encourage them to utilize ABS because as a controls engineer I'm in ABS on the track all the time um I 100% rely on it intentionally I can drive in and out of
>> obviously your open wheel background your car does not have ABS your car does not have ABS >> right so yeah it's we're there it's not it's a safety net at times but it's also a performance enhancement at times. So,
utilize the ABS in big hard braking zones. Utilize the PTM if you're new to a track. Um the tires start to degrade over over a tank of fuel and you want a little bit more [music] support there. That's what PTM's for. It's it's not
meant to be um a hindrance to the driving experience. >> Um where does this stack in our lap times? Very clearly this I don't want to take anything away from you, but this was the miracle lap performed by Brit.
but an at MRC, where does it stack? So, you have the Stingray Z-51, which is your slowest of your track capable Corvettes >> versus the Stingray and the Z06. Where does this sit in the lap times?
>> Yeah, this is like your lap times will show. This is really close to the the Z06. So, it's about on our uh internal track uh MRC mil for road course. Uh the Grand Sport is about 5 seconds faster than the Stingray Z-51 Stingray and
on real push laps. >> And then where does the Grand Sport X, it's less track focused, but it does make a lot of power. >> Yeah. U is is tire based [music] and it's just behind uh the Grand Sport tire
>> And obviously the 01 and 01X are just on another echelon due to the power. Yeah. another echelon due to the power. Yeah. Um, so suspension tuning. There are three packages for this car. You have a base and the two variants of your, I
walk me through how that's different than a Stingray? >> Yeah, so the Stingray um, from using that as the base when you go to the base Grand Sport, which is, um, all season tire focused around not really not track
brakes. That's about a 3% ride from a Z-51. And then when you get to the Z-52 sport package and Z-52 track package, that's all the same hard parts uh
between the two. And it's an assault on all the electrons uh based on tire. And from there, those from a Z-51 [music] is about a 40% ride increase on the front and a 15% ride increase on the rear. And those numbers for reference in
a widebody world are relatively the same as a base [music] ZR1 and about 3% lower than a Z06. >> Wow. And then a Z07 of course Z06 is >> Yeah, that's about 8% higher. >> Um brakes, you did mention that. How are
the standard Grand Sport brakes different [music] than the track pack cars? So, the uh iron brake package that you can get on the Z-52 sport package, it's the same caliper. Uh but this brake package on the base car is a different
rotor and different brake [music] uh brake pad. It's admits lower brake dust, so it keeps your wheels cleaner um and just a slightly lower entry cost. >> Yeah. Yeah. If you're not interested in in tracking, um this is a great car.
It's it's all around. you get all the widebody benefits um with just a a little bit cheaper inexpensive brake package that keeps the dust out. >> And then going to the Z-52 track package car that were underneath with a big
the brake pads off of the Z06. >> Yes. Yes. >> And then in typical Corvette fashion, each one of your packages has unique [music] cal tuning for your PTM modes, your ABS feedback, and your steering.
>> Yes, absolutely. Yeah, we uh we go full assault on [music] um optimizing the car And in the [music] >> in the Z-52 sport package, you can get the iron brake uh brake package or the carbon ceramics in that.
money if you want to. Yes. >> Um one of the things I noticed, frequency versus the Z06 that I spent a lot of time in at this point, little easier to drive. And it's not just due to horsepower, it's due to some
What are you doing to get this car to feel even easier to drive than the Z06, a little little less twitchy? >> Yeah. So, in ZR1, there was a lot of uh software and algorithm updates to the differential um and the ELSD. And so, a
dampening. And ironically, it's to help the car feel a little bit more analog um and a little bit more natural to the driver. And so all those benefits we Grand Sport which just makes it an all-around performer and and handle
>> The benefit of this car now being around for this is now the seventh model year you've got to learn constantly through the evolution of this car. brings is all the learnings from C8 and it brings it all together and all that
it brings it all together and all that passion that the Zo Z06 team ZR1 team like that lives in this car that is this car um at a more attainable price point >> 113 has tested and realistically it's like 120 for a 2LT [music] car is what
20 to $40,000 less than a Z6. Yes, you lose the engine. Y overall. >> Yeah. Yeah. And you do lose the engine, this. And this car sounds awesome. So, like it's it's a different sound, but
it's a it's a really nice V8 sound that >> a lot of fourth order noise. Yes. We're going to talk to Jordan's team on the small block side of things. [music]
program, and I've worked on a lot of engine programs over my career. uh 44 engine programs over my career. uh 44 years uh all in engines and uh we've introduced some spectacular small block engines. The LS6 is the new engine in
the Grand Sport. Uh but the LS6 engine uh we've done a lot to make make that engine optimized for performance in the Grand Sport. And there are some key differences with the LS6 compared to the Gen 5 um LT2 that it replaces. Uh the
cylinder block u is long longer stroke uh accommodates a longer stroke 100 millm stroke. So it's a 6.7 L displacement. a lot of modifications to the cooling system. Uh we used to have what we refer to as UFlow cooling. We
cooling, which keeps the cylinder head in the combustion chamber cooler to allow a higher compression ratio. Um we have a forge piston which is new uh and also um forge connecting rods. Um so a lot of the internals been hardened and
there was also a redesign of the lubrication system in particular the way bearings and then the targeted cooling too which allowed us to keep the combustion chambers cool enough to tolerate 13 to1 compression ratio. Um uh
other changes new intake manifold a high flow uh more air flow for more power high flow intake manifold and also new exhaust manifolds a try exhaust manifold which replaces the four and a one that was in the LT2. So um very unique a lot
of optimization uh the 13 to1 the compression ratio is really a big deal. that because uh in an internal combustion engine a gas engine uh compression ratio is one of those magic attributes that improve everything. It
better fuel economy and better emissions. Uh so as long as we can tolerate that without uh detonation or pre-ignition with pump gas, uh it's just a great attribute which contributes to the high torque and high power and it's
a big key enabler to why the engine makes 535 horsepower and 520 footlbs of makes 535 horsepower and 520 footlbs of torque. Sport. First off, we have a lot of people to thank. Uh, Savage Geese Media
is a very, very small organization or team. [music] There's effectively three of us with Brit being our part-time pro driver, Chris, our PA, and Mark and I editing. [music] So, without all of our partners, none of this would be
possible. So, first off, huge thanks to our friends at Chevrolet, [music] and Alex have gone a long way in comes to all these projects. Thanks to the Corvette engineers who are wonderful
passionate about their cars and open to feedback, [music] which is very rare in this space. And of course, thanks to the small block team led by Jordan Lee. They are a very passionate group of engine engineers who again love this
stuff, which you don't always see from every OEM. Thanks to Autobon Country Club for giving us a home to make videos like this. Without them, none of these you want to learn from drivers who are as talented [music] as Brit Casey, head
to their driving academy. They have a GR Academy where you get to drive GR cars. instructors. You can attend a track day there. You can rent the track, become a you're an OEM looking to rent a track,
of course, thanks to our two title sponsors. First, Bridgestone Tires. They're our longest sponsor. And of course, they are a tire manufacturer. channel, buy some Bridgestone tires. I have the ultra sticky RE71RZ on my
personal C8 Z06. I run the Potential Sport on some of my cars. They make great all-terrain tires, allseason tires, winter tires. [music] you have a car and you need tires, which one day you will, go buy some
Bridgestones. And of course, thanks to our technology partner, Falcon Northwest, they're a boutique PC [music] manufacturer. They build everything from gaming PCs to workstations to gaming or workbased laptops. We use both their
customize to your heart's content to run our simulator. [music] and they offer a very easy, well-manufactured, well-cooled, well engineered product for you if you want to [music] build the very, very best PC for gaming. And of
course, all of our editing, everything else is done on their workstation as well. So, what about the car? Well, very clearly Mark and I love this thing. I clearly Mark and I love this thing. I think this is the best balanced, in many
ways, easiest to drive Corvette currently sold at a tremendous value. The value is hard to argue with. It's effectively 20 to $30,000 less than the equivalently optioned Z06. And it is a fraction of the price of a brand new
992.2 GT3 and at least around our track runs so close to the similar same lap different tracks, different [music] conditions do change that. The car is
approachable. The LS6 is the best standard Corvette engine we've driven in a regular Corvette versus like an LS3, an LS1, and an LT1 or LT2. This car has
some of the emotionality of a Z06 with their new optional center exit exhaust. It's very, very well cooled in our very hot track conditions. It never broke hot track conditions. It never broke past like 230, 220. And it has that low
down torque to make it feel special in the landscape of force induction based engines. Now, compared to a Z06, as Andrew and I tried to explain, despite our leaderboard, it is a slower car. If you put the data of our our test run on
the Z06 a couple years ago on a non- rubber track, the Z06 is like 5 to 7 mph course, a Z1's like 20 mph faster. But what you're getting is a really balanced car, something very easy to drive,
highly emotional, and again, for a lot less money than a Z06. The cons of this car are the same cons you see in all the C8s. though less noticeable because doesn't have the edgginess of a Z06 or a ZR1. The steering, while it is very
communication. And of course, the interior space is rather claustrophobic if you're a taller driver. And the brake pedal, while in this car's case, there's the fact that, you know, you don't get into ABS that often, but the brake pedal
itself is still not something you get a lot of direct feedback out of. And the chassis itself, not something you get a lot of direct feedback out of. However, very, very balanced. One of the
questions I've gotten a lot is, would you buy one of these or a Z06? New to new, that 20 $30,000 price delta makes it not that comparable if I'm going to be honest. That's a lot of money. It's effectively like 20 or 30% of the entire
a Z06 that you're paying a Delta. However, used cars do exist and the used the brand new prices of a Grand Sport. And I'm going to say the Z06 is a more
think the engineers would tell you the same thing. But then you're playing the new versus used game, which again is going to be up to you, your budget, and though, I think this is one of the very, very best sports cars currently sold and
a tremendous car. So that thanks for watching. Hope to see you again soon.