2027 Chevrolet Corvette Grand Sport X First Test: Daily Drivable Hybrid Dynamite

When the first-ever hybrid and all-wheel-drive Chevrolet Corvette arrived in the form of the E-Ray— a play on the Sting Ray or Stingray names used since the C2 generation—we called it “basically a discount Z06 with better fuel economy.” Then we took it to the track as part of our Performance Vehicle of the Year competition (dear reader, please tell our bosses you want us to do another one) and discovered that the at-the-limit benefits of the system were minimal.

Now, the same basic formula has returned to power the 2027 Chevrolet Grand Sport X, which has taken up the mantle of the since-discontinued E-Ray in the Bow Tie’s sports car lineup. We got our first taste of the new Grand Sport X at Atlanta Motorsports Park, and now we’ve had the chance to thoroughly evaluate a convertible example painted in an arrest-me shade of Torch Red within the bounds of our testing facility and out in the real world.

Traditionally, Grand Sport models have been hailed as a favored choice among Corvette enthusiasts. Will those same buyers warm to the latest iteration of the mid-engine ’Vette’s hybrid-boosted, AWD layout?

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“Baby ZR1X” Is Pretty Accurate, Sort Of

Chevy’s own team has dubbed the Grand Sport X “Baby ZR1X,” and while it’s a bit of a stretch, they aren’t all that far off when they compare it to the hypercar-baiting Corvette ZR1X. Bear in mind, the also hybrid and AWD ZR1X is twin-turbocharged, makes an insane 1,250 hp, and is shod with Michelin’s Cup 2 R tires. That it’s even mentioned in the same breath as the ZR1X is a testament to its own blistering performance capabilities, but as we found out, what the Grand Sport X has to offer is far more nuanced than a simple nickname can convey.

What isn’t nuanced is its 0–60-mph sprint, which takes just 2.4 seconds, besting the last E-Ray we tested by 0.2 second. That’s also only three-tenths off from the ZR1X’s 60-mph time, with launches forceful enough that you or your passenger won’t know the difference in the seat of your pants. The Grand Sport X’s launch control has improved over that of the pre-refresh C8 Corvette, supplying consistency and precision.

As for the quarter mile, it passes in 10.4 seconds at 129.2 mph. That’s quicker than the E-Ray, which needed 10.6 seconds at 128.0 mph. But this is where the “baby” in the Grand Sport X’s nickname comes in; the ZR1X simply obliterates it through the quarter with a time of just 9.2 seconds at 153.3 mph.

The Grand Sport X’s extra accelerative performance over the E-Ray is partly due to the use of the Corvette’s new LS6 6.7-liter V-8 engine, which develops 535 hp and 520 lb-ft of torque on its own. Add the electric motor’s 186 hp output, and the total system power climbs to 721 hp. That tops the E-Ray’s 655 hp by 66 ponies.

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The 2027 Chevrolet Corvette Grand Sport X is more than its powertrain, of course. It gets its own specially tuned MagneRide dampers and an electronically controlled limited-slip differential, and its Tremec eight-speed dual-clutch automatic transmission has a new final drive ratio of 5.56:1, which is intended to improve off-the-line acceleration. It also comes shod with Michelin Pilot Sport 4S tires as opposed to the far stickier Cup 2 R’s the ZR1X gets standard.

Even without Cup 2 R tires, the Grand Sport X laid down an impressive time around our figure-eight test track, though its overall numbers weren’t as dynamic as those of the E-Ray. It ripped around our short circuit in 23.0 seconds with an average g-vector of 0.93, managing a lateral-g average of 1.06 on the skidpad. The E-Ray got around our test circuit in 22.5 seconds at 0.95 g, and its lateral acceleration was higher, too, at an average of 1.10 g.

Compared to the ZR1X, the Grand Sport X is again something of a cooing baby; the top-level Corvette needed just 21.9 seconds to complete a lap at an average of 1.08 g, and its skidpad performance is an incredible 1.14 g.

Carbon-ceramic brakes are yet another standard feature equipped on the Grand Sport X. Pedal feel is relatively soft for a performance car, but stopping distances are solid. We recorded 103 feet in our 60–0-mph test, the same as the E-Ray. The ZR1X shaved 5 feet from that result.

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An Everyday Supercar

Although the 2027 Chevrolet Corvette Grand Sport X doesn’t outperform the E-Ray in every performance metric we measure, its acceleration gains are more than enough to make it a compelling upgrade, and frankly, the deficit in grip over the E-Ray is so slight that you won’t miss it on the road. Cars do not typically lay down 721 system horsepower this easily. What’s more, once you’re sailing along a curvy road, the sheer grip and braking capability from the standard carbon-ceramic stoppers give you the tools to keep up the pace.

Its steering feel is slightly more muted than that of the rear-drive, non-hybrid Corvette Grand Sport we also tested, but there’s enough heft and feedback from the tiller to place the X where you want it. We complained about fake electric motor noises in the E-Ray, but you can hardly hear those now over the roar of the LS6, especially with the optional quad center-exit exhaust.

And while we were disappointed that it didn’t have Cup 2 R tires at the track, the more streetable quality of the Pilot Sport 4S compound and tread made for agreeable on-road driving. Tramlining isn’t so much of an issue, and road noise is a lot better compared to the Grand Sport equipped with Cup 2 R tires we tested back to back with the X.

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The ride is excellent for a vehicle that’s low enough for your head to be just above the tires of much of the surrounding traffic. Chalk that up in part to its MagneRide adaptive dampers. Transmission tuning is well-suited for traffic, though its dual-clutch automatic tends to hold first gear right after startup and lurches into second after the initial warmup process is complete. It’s a weird hiccup for an otherwise impeccably tuned car.

On the varied road surfaces of Los Angeles, we found the Grand Sport X’s drive modes to be spaced out well to enough to address a plethora of driving situations. A new metal switch that replaces the old and somewhat cheap-feeling knob clicks up and down to choose the drive mode. The standard Touring mode is positively sedate, while Sport mode is balanced for more enthusiastic street driving. Track mode heightens the Corvette’s settings to their most aggressive profile, and Weather calms things down for use in snow and rain, another huge advantage to those that want to drive their super sports car in all types of conditions.

You can also set both My Mode and the Z button on the steering wheel to customize setups for suspension firmness, steering feel, exhaust volume, and brake feel with four degrees of intensity for each aspect of the driving experience. When you fire up the Corvette, it remembers which mode you previously selected. I set our test car up in something of a Sport Lite configuration for My Mode, with the softest suspension setup, slightly firmer steering feel, exhaust volume at 75 percent of the maximum, and relaxed brake feel. Then I had Z mode cranked up to the max for on-demand performance readiness if the road got twisty. These facets make daily driving the 2027 Chevrolet Grand Sport X highly satisfying because you can tune the settings to your taste and even adjust the profiles on the fly to fit the exact driving situation.

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The Ultimate Freedom Machine

Then there’s the convertible aspect of our Grand Sport X test car. It’s an extrovert’s machine with its bright paint, red brake calipers, Carbon Flash nacelles and roof, and Blade Silver Grand Sport Heritage Center Stripe. Dropping the top invites even more attention.

Lowering the roof also lets the glorious sound of the LS6 into the cabin, something we found ourselves doing whenever the California summer sun relented. Torsional rigidity remains excellent when the top is dropped, imparting the sports car stiffness you want to drive enthusiastically while exposed to the wind and noise. Should you need to quickly raise the roof, the folding process only takes just 12 seconds and can be done at speeds of up to 30 mph.

There are other practical aspects of the Grand Sport X that make it a delight day to day. An available lift kit raises the front in a matter of seconds and can be programmed to remember locations with the GPS. The front and rear trunks, both with soft-close capability, offer a shocking amount of storage for a vehicle with supercar performance. We’re talking a carry-on up front and golf clubs in the rear.

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The interior of the Grand Sport X is also the best it’s ever been thanks to the latest updates made to the C8-generation Corvette for the 2026 model year. We’re fond of the redesigned center console, which includes a second wireless phone charger that cinches your device into place with soft rubber teeth. The larger displays—a 12.7-inch digital instrument cluster and a 14.0-inch infotainment touchscreen—feel as though they’re the appropriate size for the cabin and are easy to navigate.

Our test car sported the 3LT package. This comes with features such as blind-spot-monitoring front cameras, 14-speaker audio from Bose, a performance data and video recorder, and sueded microfiber-wrapped upper interior trim. Extra style in our test car can be attributed to ultra-supportive competition sport bucket seats, seat belts matching the exterior’s Torch Red paint, and further red exterior accents. We could do without the microsuede steering wheel; it’s only useful if you’re using driving gloves, and it requires more upkeep than leather.

Consider When Purchasing

There are a couple things holding the Grand Sport X back from instant recommendation. Efficiency isn’t amazing; the hybrid powertrain is more for launching than sipping fuel. The Grand Sport X gets an EPA rating of 15/24/18 mpg city/highway/combined, and the rear-drive model scores 15/23/17 mpg. The gas-only Grand Sport coupe starts at $88,495 while the convertible begins at $95,495. Going for the Grand Sport X takes coupe pricing up to $112,195, and the convertible’s sticker soars to $119,195. This example is optioned to $146,470, though many of its extras are cosmetic flourishes you could probably live without. (We doubt the extended front splitter ground effects had much of an impact on performance.) And while the Grand Sport X is spectacular as an everyday supercar, the regular Grand Sport accomplishes most of the same feats while providing better driver engagement for a lower price tag.

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On the flip side, there’s the “Baby ZR1X” aspect of the Grand Sport X’s value proposition. The ZR1X begins at $229,995 for the coupe or $239,995 for the convertible, which makes a car with this level of performance feel like a downright bargain, especially given the extra ceiling for personalization. Make of that what you will—or perhaps use it as leverage when convincing your significant other that it’s time to upgrade from the E-Ray.

The bottom line: If acceleration that’s even more brutal than what the Grand Sport can provide is what you seek and/or you’re the rare Corvette buyer who wants all-weather capability, then the Grand Sport X is a wholly defensible purchase. We didn’t think much about pricing when we were behind the wheel; feeling cool and enjoying spectacular driving characteristics took precedent. We suspect those who end up with a Grand Sport X in their garages will see things the same way.

Photography byWilliam Walker

Deputy Director of Photography

Like many of my coworkers, my love for cars was cemented at a young age, thanks in part to Hot Wheels, car magazines, and every car poster I could afford when the book fair set up shop in my elementary school library. While most kids went straight for Where’s Waldo? and Goosebumps, I was torn between the poster of the Lamborghini Countach and the ’32 Ford hot rod with airbrushed flames on the cowling. In high school, I worked at Bergstrom's Antique Autos, a historic garage in Port Townsend, Washington. Surrounded by nearly a century of automotive history, I immersed myself in cleaning, sorting, and selling car parts and memorabilia. I also spent countless hours flipping through vintage car magazines and can comfortably say that I've looked through every Motor Trend, Car & Driver, Hot Rod, and Sports Car Graphic up until the early 1980s. Around the same time, I picked up photography—naturally, with cars as my main subject. Despite my high school photography teacher's advice to branch out, I stuck to my passion and attended every car show I could find. This led me to the Brooks Institute of Photography in Santa Barbara, California, where I earned a bachelor’s degree with a focus on automotive photography. I began my career at Motor Trend as a photography intern. After freelancing for a few years, I joined the Motor Trend team full-time in late 2010. My passion for cars and photography continues to fuel my work, and I hope it shines through in every shot.

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