2027 Corvette Grand Sport X: The Legend Is Back in a Very Dangerous Form

Summary

2027 Corvette Grand Sport X brings the legendary Grand Sport name back with a modern twist.

6.7L naturally aspirated LS6 V8 makes 535 hp, paired with a 186-hp front electric motor for a combined 721 hp.

All-wheel drive and an 8-speed dual-clutch transmission deliver a 2.4-second 0–60 mph and 10.4-second quarter-mile.

The hybrid system isn't about saving fuel—it's about adding performance and traction.

Standard carbon-ceramic Brembo brakes and Magnetic Ride Control help handle all that power.

Starting at $109,700, the Grand Sport X offers exotic-level performance without an exotic-car price.

Like the original Grand Sports, it's not about being the most powerful Corvette—it's about being one of the best all-around performers.

Chevrolet took the Grand Sport formula and made it faster, smarter, and more capable than ever.

How To Bring the Grand Sport Back To Life

There are many ways Chevrolet could have brought the Corvette Grand Sport name back for 2027. They could have simply put some Grand Sport badges on the C8, added some wider bodywork, upgraded the suspension, and called it a day. Honestly, nobody would have been too surprised if that was the formula.

But that would have been too easy.

Instead, Chevrolet took one of the most respected names in Corvette history and gave it something that none of the previous Grand Sports ever had — an electric motor driving the front wheels. The result is the 2027 Corvette Grand Sport X, and if you thought the Grand Sport was always supposed to be the Corvette sitting in that sweet spot between everyday Corvette and full-blown track monster, well, that's exactly what Chevrolet did again. 





This isn't just another Corvette with a bigger number on the horsepower chart. The Grand Sport X has a 535-horsepower naturally aspirated 6.7-liter V8 with an electric front-axle motor producing 186 horsepower for a combined all-wheel-drive setup horsepower rating of 721 ponies. An 8-speed dual-clutch transmission takes care of shifting, and the Vette has a launch-controlled 0-60 time of only 2.4 seconds. Chevrolet says it can cover the quarter-mile in 10.4 seconds at 131 mph.

That's serious business.

Like in the past, Grand Sport isn't trying to be the Corvette ZR1. It doesn't need to. The Grand Sport has always had a different job, and that job is taking everything that makes the standard Corvette great and adding the things necessary to make it much more capable when the road gets serious.

The Grand Sport Formula Has Always Been Different

If you have followed gmpowerhouses.com for a while, you may remember my earlier look at the 1996 Corvette Grand Sport: Throw Back to the '63 Corvette Grand Sport. Back then, Chevrolet was trying to give the fourth-generation Corvette something special before the C4 disappeared. The 1996 Grand Sport received the LT4 V8, which produced 330 horsepower, along with wider tires and other performance upgrades.

Chevrolet built only 1,000 of them, and the Admiral Blue paint, white center stripe, and red hash marks made sure nobody would mistake it for an ordinary Corvette.

That Grand Sport was special because Chevrolet didn't simply try to make it the most powerful Corvette. It made it different. And that's really the secret behind the Grand Sport name.

Go all the way back to 1963, and the story stays the same. Zora Arkus-Duntov wanted a lightweight Corvette that could go racing against some of the best sports cars in the world—not the fastest Corvette in the lineup, but the most capable. The original plan called for 125 cars to be built, but only five original 1963 Corvette Grand Sports were completed before the program was shut down.

Those five cars have since become some of the most valuable and recognizable Corvettes ever built.

I recently wrote about just how crazy the market has become for these original cars and how you could own A '63 Corvette Grand Sport Without Paying Millions by cloning one.

Obviously, Chevrolet isn't trying to duplicate a 1963 race car in 2027. But the philosophy is still there. Build a Corvette that isn't satisfied with simply being fast. Build one that is engineered to be better everywhere that matters.

That's what the Grand Sport has always been about.

The LS6 Is The Heart Of This Corvette

One of the things I really like about this new Corvette is that Chevrolet didn't abandon the naturally aspirated V8. In a world where manufacturers are adding turbos, electric motors, and increasingly complicated powertrains, there is still something special about a big naturally aspirated Corvette V8.

The LS6 is a 6.7-liter V8 with a 100mm stroke and a 13.0:1 compression ratio. That 13.0:1 compression ratio is the highest ever used in a Corvette V8, and the engine also uses a continuously variable oil pump designed to maintain the proper oil pressure across different operating conditions.

Then there is the transmission. The Grand Sport X gets an 8-speed dual-clutch transmission, and that combination is important because the Grand Sport X isn't supposed to feel like a V8 with an electric motor attached to it. The engine, transmission, and electric front axle are all working together. The result is one powertrain that makes it feel like a true American muscle car, not a small, snobby, gas-saving hybrid.

The Electric Motor Isn't Here To Save Fuel

This is one of the most interesting things about the Grand Sport X. When most people hear "hybrid," they immediately think about fuel economy, emissions, and being responsible. That's not what Chevrolet is doing here.

The electric motor is being used as a performance weapon.

The front-mounted electric drive unit can deliver power directly to the front wheels, while the naturally aspirated V8 sends its power to the rear wheels. That means the Grand Sport X can use electric torque to help launch the car while the V8 continues doing what Corvette V8s have been doing for generations: Make Power And Lots Of It.

The system is built around a 1.9-kWh battery, but this electric motor isn't an attempt to turn the Grand Sport into a long-distance electric vehicle. Instead, the battery is there to provide short bursts of performance and capture regenerative energy.

That makes a lot of sense for a sports car. You don't need a massive battery if the goal isn't to drive 50 miles on electricity. You need a battery that can deliver power quickly, and that's exactly what the Grand Sport X is designed to do.

It's a hybrid system, but it's a very different kind of hybrid system. 

Chevrolet says the 2027 Corvette Grand Sport X can hit 60 mph in 2.4 seconds. That's faster than the original E-Ray's published 2.5-second 0-60 time, and it puts the Grand Sport X firmly into the kind of acceleration territory where Corvette starts making some very expensive European sports cars nervous.

The quarter-mile is just as impressive. Chevrolet lists a 10.4-second quarter-mile at 131 mph. Think about that for a second. We're talking about a Grand Sport here. Not the ultimate Corvette. Not the ZR1X. The Grand Sport.

That's where the new Vette becomes really interesting. The Grand Sport isn't supposed to be the most extreme Corvette. The ZR1 and ZR1X already occupy that territory. Instead, the Grand Sport X is showing how much performance Chevrolet can build into the middle of the Corvette lineup. And that's exactly what the Grand Sport has always done.

Corvette Technology Is Getting Smarter

The C8 Corvette already changed the game when Chevrolet moved the engine behind the driver. Now the Grand Sport X is taking another step.

The computer-controlled relationship between the rear-mounted V8 and front electric motor allows Chevrolet to use the electric system in situations where an ordinary rear-wheel-drive Corvette would be fighting for traction. Launching from a stop is the obvious example, but it goes beyond that.

The electric motor can provide torque to the front wheels while the rear tires are putting down V8 power. That gives the driver an additional layer of control and, more importantly, gives Chevrolet another tool for making the car faster around corners, not just in a straight line. 

The Grand Sport X gets performance strategies designed to manage the electric energy during serious driving. There is a Charge+ function designed to maintain the battery's state of charge for repeated performance use, along with specialized performance modes designed around qualifying-style performance and maximum power. And then there is Stealth Mode, which can allow the Corvette to operate on electric power alone at low speeds.

That Stealth feature is almost funny when you think about it.

A 721-horsepower Corvette can quietly sneak around town on electric power. Then you put your foot down and wake up a 6.7-liter V8. That's a pretty good definition of having your cake and eating it too.

And Don't Forget The Brakes And Suspension

You can't build a Corvette capable of 10.4-second quarter-mile times and high-speed corner cutting and then forget about stopping.

The 2027 Corvette Grand Sport X gets some serious brakes—carbon-ceramic as standard:

• Front: 15.7 × 1.5 in (398 × 38 mm)
• Rear: 15.4 × 1.3 in (390 × 34 mm)
• Calipers: Brembo monobloc, 4-piston front and 4-piston rear
• System: eBoost-assisted carbon-ceramic discs

Chevrolet confirms the X gets the J57 carbon-ceramic brake package as standard, unlike the regular Grand Sport.

That's a very substantial setup, especially considering the Grand Sport X is around 3,800 lb. The carbon-ceramics also help with heat management and repeated hard stops

The suspension is badass as well, coming with Corvette's Magnetic Ride Control adaptive dampers and a Touring suspension as standard. It uses the C8's independent SLA/double-wishbone suspension front and rear.

A few key points:

• Adaptive dampers: Magnetic Ride Control continuously adjusts damping electronically.
• Standard setup: Touring calibration, with relatively softer springs/damper tuning aimed at road comfort and long-distance drivability.
• Sport Performance option: A Z52 Sport Performance Package is available, adding stiffer springs and a more aggressive Magnetic Ride Control calibration, along with Michelin Pilot Sport 4S summer tires.
• Hardware: Independent SLA/double-wishbone suspension front and rear, with monotube shocks and Magnetic Ride Control.

A fast Corvette isn't impressive because it can accelerate. It's impressive when it can accelerate, brake, turn, and do it repeatedly without falling apart.

That's something I've always liked about Corvette engineering. GM has historically understood that adding horsepower isn't enough. You have to build the rest of the car to handle it.

This Is Where The Grand Sport Becomes A Real Problem For Other Sports Cars

For years, one of Corvette's biggest advantages has been its ability to give buyers serious performance without requiring them to spend exotic-car money.

I've written about this several times on gmpowerhouses.com. Back when I covered the C6 ZR1, I talked about how that Corvette could produce 638 horsepower, run to 60 mph in 3.4 seconds and reach a 200-mph top speed while carrying a price tag that was dramatically lower than comparable European supercars.

That same philosophy is still alive, except Corvette has now gotten much faster. The 2027 Grand Sport X starts at $109,700, according to Chevrolet's current listing, before options and destination charges. For a 721-horsepower, all-wheel-drive, mid-engine sports car capable of a 2.4-second 0-60 time, that's a pretty remarkable number. And this is where Corvette continues to make other sports-car manufacturers uncomfortable.

You don't have to spend Ferrari money to get Ferrari-level acceleration. You don't have to spend Porsche money to get Porsche-level performance. And you certainly don't need to buy a European exotic just because you want a car that can dominate a road course. That's been part of the Corvette story for decades.

So, Like Always, I Think We Can All Admit, Chevrolet Has Done It Again!

I have written before about Corvettes that seemed impossible for their time.

The 2009 ZR1 was one of them.

The C7 ZR1 was another.

The C8's move to a mid-engine layout was another huge step.

And now Chevrolet has taken the Grand Sport name and done something that would have sounded completely crazy when I was writing about the 1996 version back in 2017.

They added an electric motor to the front of a naturally aspirated V8 Corvette.

And instead of using that technology to make the Corvette quieter and slower, they used it to make the car 

FASTER. MUCH FASTER!

This combination is one that is very difficult for other sports-car manufacturers to ignore.

• Not because it is the most powerful.
• Not because it is the most expensive.

• But because, just like the Grand Sports that came before it, it gives you a Corvette with the best all-around performance for the money.

And that's exactly what a Grand Sport is supposed to do.

IVESTMENT: 2002 Camaro SS 35th Anniversary Edition

 

Summary

• Final F-body Camaro: 2002 was the last year of the fourth-generation Camaro before production ended, making the 35th Anniversary SS a true farewell edition.
• LS1 V8: 5.7L LS1 producing 325 hp and 350 lb-ft, with SLP upgrades including functional ram-air induction and freer-flowing exhaust.
• Performance: Available with a T56 6-speed manual or 4L60E automatic; manual cars could run low-13-second quarter-miles.
• Signature appearance: Every 35th Anniversary SS wore Bright Rallye Red with silver checkered stripes running over the hood and onto the rear spoiler, plus silver SS wheels and anniversary badging.
• Coupe or convertible: Coupes featured T-tops, while convertibles had a black soft top. Inside were black leather seats with 35th Anniversary embroidery.
• Collector appeal: The combination of limited production, final-year status, LS1 performance, and SLP hardware makes these especially desirable—particularly low-mileage T-top coupes and 6-speed convertibles.
• Why it matters: It wasn't just another special-edition Camaro—it represented the ultimate evolution of the fourth-gen F-body before the Camaro disappeared for nearly eight years.
• Bottom line: A factory-fast, highly tunable early-2000s muscle car that has become increasingly collectible while still being capable of serious street and drag-strip performance.

In one sentence: The 2002 Camaro SS 35th Anniversary Edition was Chevrolet's red-and-silver, 325-hp LS1-powered goodbye to the fourth-generation Camaro—and one heck of a way to end the F-body era.

The year 2002 marked the end of an era for the fourth-generation Chevrolet Camaro. After decades of tire-smoking performance, aggressive styling, and fierce rivalry with the Pontiac Firebird and Ford Mustang, Chevrolet sent the Camaro off with a special tribute model —the 2002 Camaro SS 35th Anniversary Edition. It celebrated 35 years of Camaro history while also serving as a farewell to the legendary F-body platform before production stopped later that year.

For Camaro enthusiasts, the 35th Anniversary SS represented everything the fourth-generation car had evolved into: bold styling, strong LS1 V8 power, and unmistakable street presence. The car combined the already potent SS package with unique anniversary-only appearance upgrades that made it one of the most recognizable Camaros ever built.

Today, the 2002 Camaro SS 35th Anniversary Edition has become one of the most collectible modern Camaros, especially among fans of late-model muscle cars and LS-powered performance machines.

Engine – Powertrain

Under the hood sat Chevrolet’s legendary 5.7-liter LS1 V8 engine. By 2002, the LS1 had already earned a reputation for durability, easy aftermarket tuning, and impressive real-world performance. In SS trim, the engine produced a factory-rated 325 horsepower and 350 lb-ft of torque.

The SS package itself was engineered through SLP Engineering, which added performance upgrades beyond the standard Z28 Camaro. Functional forced-air induction helped feed cooler air into the LS1, while a freer-flowing exhaust system improved both performance and sound. The result was a Camaro capable of low-13-second quarter-mile times right off the showroom floor.

Transmission choices included the BorgWarner T56 six-speed manual or the 4L60e four-speed automatic transmission. Enthusiasts typically favored the six-speed because it unlocked the car’s full tire-burning potential and delivered a more engaging driving experience.

The suspension setup remained true to the F-body formula with rear-wheel drive, four-wheel disc brakes, and available traction control. Even by today’s standards, the 35th Anniversary SS remains a surprisingly quick and capable muscle car.

Special Edition Designs Inside and Out

What truly separated the 35th Anniversary Edition from a regular Camaro SS was its unique appearance package. Chevrolet gave the car exclusive styling treatments that made it instantly recognizable.

Every official 35th Anniversary SS was finished in Bright Rallye Red paint with silver checkered-stripe graphics stretching from the front fascia across the hood and onto the rear spoiler. The graphics paid tribute to Chevrolet’s racing heritage and gave the car a factory custom look unlike anything else on the road.

Coupe models came with removable T-tops and a body-color roof halo, while convertibles featured a black soft top. Special “35th Anniversary” badging appeared throughout the exterior, helping distinguish the package from ordinary SS models. Silver-painted SS wheels further added to the aggressive appearance.

Inside, Chevrolet continued the anniversary theme with embroidered 35th Anniversary logos stitched into the seatbacks. The black leather interior gave the car a clean and sporty atmosphere, while power accessories and upgraded audio systems made the Camaro comfortable enough for daily driving.

The interior design of the fourth-generation Camaro has always been somewhat controversial, but the anniversary touches helped elevate the cabin beyond the standard layout. Collectors especially appreciate original cars that still retain their factory floor mats, anniversary embroidery, and untouched trim pieces.

What Else Made the 35th Anniversary Edition Different?

Beyond the appearance package, the 2002 model year itself made these cars historically important. It was the final production year for the Camaro before Chevrolet discontinued the model until its return in 2010. The last fourth-generation Camaro rolled off the assembly line in August of 2002, closing the chapter on the F-body platform.

Because of that, the 35th Anniversary SS became more than just another special edition—it became a sendoff car.

The limited production numbers also increased collectibility. Certain combinations, especially six-speed manual convertibles and low-mileage T-top coupes, are now highly desirable among collectors and LS enthusiasts alike. Some ultra-rare versions even received additional tuning packages through SLP or specialty performance companies such as GMMG.

Another major factor in the car’s popularity is the LS1 platform itself. The engine responds extremely well to modifications, making these Camaros favorites at drag strips, car shows, and street performance events. Even simple bolt-on upgrades can wake the car up considerably, which helped cement the fourth-generation SS as one of the best bang-for-the-buck performance cars of the early 2000s.

Leaving Its Mark

The 2002 Chevrolet Camaro SS 35th Anniversary Edition perfectly captured the spirit of the Camaro legacy as the fourth-generation era came to a close. It combined proven LS1 performance, aggressive SLP styling, and exclusive anniversary details into one unforgettable package.

More than two decades later, these cars still command attention everywhere they go. The Bright Rallye Red paint, silver anniversary stripes, and rumbling LS1 V8 remain unmistakable symbols of early-2000s American muscle. For many enthusiasts, the 35th Anniversary SS represents the final true evolution of the original F-body Camaro formula before the model disappeared from showrooms for nearly a decade.

Whether preserved as a collector piece or driven hard like Chevrolet intended, the 2002 Camaro SS 35th Anniversary Edition remains one of the most iconic farewell models in muscle car history.

First 1967 Camaro Commercial Broadcast In 1966

 

Back in 1966, the American people were introduced to a sports car that would see five decades of success. That sports car was the Camaro, and to this day has just as much power and influence in the high-performance auto motor industry as the day it first went on sale on Sept. 29, 1966.

After the Mustang was introduced in 1964, Chevrolet had to come up with a sportier, tougher two-door sports car than its current two-door sports car at the time, the Corvair. So under the code name XP-836 and then soon after named the Panther for temporary identification, Chevy went to work.

For the year 1967, Chevy decided to name the soon-to-be iconic sports car, the "Camaro". This obscure word comes from the French-English dictionary meaning "friend". They added eight different engine setups including a SS 350 option and a stout 427 option. Even though the Z/28 did not come along till the next year, on the day of September 29th, 1966, the Camaro hit the road for the first time. Five decades later, this sports car is still a noticeable piece of automobile history no matter what year or model you are driving. 

1966 Chevrolet Corvair Yenko Stinger: Rare And Cool

 

Everyone should know about the iconic late 60s and earlier 70s Yenko drag cars that donated the tracks—Camaro, Nova, and Chevelle. But would you be alarmed to know that Don Yenko was working his high-performance magic long before those muscle cars came along? 

Don Yenko had his eyes on a different type of racing before he built horsepower heavy-drag cars. In the late 50s to the mid-60s, he was into road course racing. He first was racing Corvettes professionally but was getting beat pretty consistently by the Shebly. Don realized the reason was the Corvettes had become just too heavy to compete. 

Enter The Corvair Corsa

The Corvair Corsa weighed 500 pounds less than the Corvette, making it a very viable candidate for some of Yenko's genius power upgrades. So in true Don Yenko fashion, he went to the drawing board and came up with the blueprint needed to retrieve the success he was looking for. 

Yenko Upgrades For The Corvair

• Forged Pistons
• Ported Cylinder Heads
• High-Performance Distributor
• Stiffer Suspension
• Cadillac Dual Master Cylinders for Brakes
• Light Weight Flywheel
• Four Speed Manual
• Limited-Slip Differential (3.89 rear gears)
• Added Oil Cooler
• Quicker Steering Ratio
• Removed Rear Seats (making it eligible to be labeled a sports car and save on weight)
• Front Spoiler
• Rear Fiber Glass Engine Cover w/Spoiler
• Aftermarket Steering Wheel

Time To Get In Sync With SCCA Regulations 

It turns out that the SCCA didn't have too much of a problem with the new Corvair race car entering the competition. Instead of giving Don Yenko a hard time, the SCCA's two biggest requests to give the car the SCCA homologation (stamp of approval) were to have at least 100 road-capable Yenko Stingers produced and to have the car painted in white and blue. White and blue were the American colors used to identify American cars on the race course, as every country had its own color codes to follow. 

Needing to have all 100 cars done by January 1st, 1966 to compete in 1966—already being late November gave Don one month to complete the project. Don and his men worked long hours, seven days a week, all through December with the expectation of one day, and that was Christmas. Despite the grips and grimes of the overworked workers, they proudly finished the quota in time.  

Four Separate Power Levels

All Stingers came with a 165 cu.-in. (2.7-liter) flat-six engine setup with four carburetors that offered four different Yenko power options. The base Yenko option came with roughly 160 horsepower, from there it went up a level to 190 horsepower, then leveled up to 220 horsepower, and for the big dog of them all, you could get one with 240 horsepower. The different options were mainly so the Yenko Stinger could qualify to race in all road course classes. 

Interesting Fact 

Yenko's daughter received a Stinger to drive when she first got her driver's license. Two weeks into driving, she had an unfortunate accident that sent her headfirst into a utility poll. Because of the engine being in the rear and the spare tire being in the front trunk, the Corvair basically bounced off the poll instead of crushing the front end and sending the engine into the front seat. For the car that has been dubbed "unsafe at all speeds," Yenko's daughter calls it the car that is "safe at all speeds." 

2009 Corvette ZR1: The Era’s Most Pinnacle American Sports Car

 

Corvette ZR1 Comeback

Corvette has always made a big splash with their Z-Series sports cars. Badass Vettes such as the ZO6, ZR1, and ZL1 would receive more power and torque, handling capabilities, and all-around upgrades for better track performance than any other vehicle General Motors was pushing on the market at the time (expectation 14 and 15 Camaro Z28). 

Chatter started around 2007 about a new version of the ZR1, a ZR1 that would be so performance-packed it would give it a supercar status that would have its name mentioned in the likes of Ferrari, Porsche, and Lamborghini. 

This first 2009 ZR1 was auctioned off for a Million bucks to Dave Ressler. He is also the owner of the oldest known Corvette in existence, #003. 

2009 ZR1 Motor and Transmission

A 6.2-liter LS9 aluminum V8 with a Twin Vortices Series supercharger and a top-loaded intercooler powers the ZR1. Hand-built in Wixom, Mi., this powerhouse motor puts out 638 horsepower at 6500 rpm and 604-lb.ft. of torque at 3800 RPMs.

Sure, nowadays there are some stout performers that make more horsepower and torque, but not 13 years ago. 

Controlling all this power is easy with a close-ratio six-speed manual gearbox and a high-capacity, high-performance clutch that makes anyone sitting in the driver's seat feel like they are driving a professionally-built race car. 

Performance Stats

This General Motors engine and transmission combination is responsible for the staggering numbers that it puts down while going in a straight line. This ZR1 gets from 0-60 in 3.4 seconds while reaching 100 mph in a matter of 7 seconds. The Corvette has no problem covering the quarter-mile in 11.3 seconds at 131 mph. With a top speed of 200 mph, without a doubt, this was the most capable, powerful Corvette put into production.  

Frame and Suspension

The ZR1 comes standard with an aluminum frame structure that weighs in at a mere 138 pounds. The frame was the exact frame used on the C6.R race car, giving it a power-to-weight ratio of 5.2 pounds per horsepower. 

The aluminum frame rides on a Magnetic Selective Ride Control suspension. The Magnetic Ride Control was the most sophisticated suspension of its kind. This ride-control system gives the driver two different driving modes to select—Sport ride-control, ideal for the racetrack, and Touring mode, which is ideal for everyday driving. These modes can be easily switched back and forth in the cockpit by the driver with a push of a button. This may not seem like much of a wow factor today, but back in 2009, this convenience was just starting to become a top technology on American vehicles. 

Tires

With all that power and such a capable suspension, you have to have some way of keeping the tires and wheels sticking to the ground, and in this department, GM spares no expense. When testing the Corvette at the Virginia International Raceway, the stock Michelin tires were eventually replaced with a set of Michelin Pilot Sport Cup tires. With this change, the ZR1 was able to shred a considerable amount of time off of each lap. And that’s when the decision was made, the Michelins that performed the best would come on the best Corvette ever produced.

Braking

You can't have a vehicle with all that power and ability without having an effective way of stopping it. So massive Brembo Carbon Ceramic 15-inch front and 15.5-inch rear vented cross-drilled rotors were added. These rotors can withstand heat of 1000 degrees Celsius before warping. The brake system includes six-piston calipers in the front and four-piston calipers in the rear. When this system all works together, it creates the stopping power you would need for a 200 mph supercar.

The Looks Of A Supercar

With a wider stance than the average Vette, the ZR1 is designed to take corners better and get around the track faster. Sporting 19x10-inch wheels in the front and 20x12-inch wheels in the back, the look of the ZR1 says nothing but supercar. All buyers would have had the option to choose the color of the wheels, which include a bright silver coated finish, a deep black coated finish, or a chrome finish. All three colors look great, depending on the look you are trying to achieve. There are nine color options for the exterior finish, all of which are in an exotic tint, helping give the ZR1 the supercar look that Corvette is ultimately after. The spoiler on the back is both functional and proportional-looking, and the see-through carbon fiber hood really makes a supercar statement.

Interior Options For The ZR1

When it comes to the interior, the ZR1 came with an abundance of options and colors. The buyer was able to request almost everything from the steering wheel to the door panels be wrapped in rich leather. They would also have the option of different model-specific badges to be placed on the inside of the vehicle.

Power-adjustable heated leather seats with microfiber inserts could be purchased for a better day-to-day driving experience. Corvette also offered a package called the 3ZR. This package included a nine-speaker Bose system, Bluetooth wireless technology, a head-up display, and a SiriusXM satellite radio, making sure that ultimate convenience and comfort could be achieved.

Price Tag And Gas Mileage

With supercar looks, power, and track times to match, this ZR1 puts otherworldly supercars to shame when you compare price tags to performance. When brand new, the MSRP price tag was $112,000.00, which was much cheaper than a higher-powered Farria, Lambo, or Porsche at the time. The ZR1 also rated very high in gas mileage for a 2009 sports car. With an EPA-estimated 14 city/20 highway mpg, the Corvette did better than most vehicles with that size engine. 

The best thing about the ZR1 is for the first time ever, Americans who were in the market for a supercar could finally buy an American-built supercar, minus the outrageous cost of maintenance, luxury tax, and everything else that comes along with owning an overseas supercar.  

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