Accurate Miniatures 1/24 Corvette Grand Sport GS Build Review
By Phil Cooley, Front Range Auto Modelers (FRAM)
|Date of Review||May||Manufacturer||Accurate Miniatures|
|Subject||Corvette Grand Sport GS||Scale||1/24|
|Kit Number||Primary Media||Styrene, Photo-Etched|
|Pros||Unique subject, beautiful details||Cons||Minor fit and mold challenges|
|Skill Level||Intermediate||MSRP (USD)||Out of Production|
The five Corvette Grand Sports were a response to the Ford Cobras and “European” racing cars of the early 60s. Although they appeared very similar to production Corvette Stingrays, in reality, there were very few production parts in the Grand Sports. In effect, these were hand-built and purpose-built race cars.
The factory’s goal was to make them as light as possible and they accomplished this in many ways. For instance, the body was lightweight. It used a different construction technique, allowing for a thinner fiberglass body, plus was not gel-coated (to save weight), which resulted in it being translucent.
As another weight-saving measure, most of the production stamped steel, cast iron and steel forgings were replaced with aluminum components. And then there was the chassis. The heavy production model was replaced by a light, mandrel-bent, thin-walled chassis, while the suspension components were special built or lightened with a series of holes. So, what they ended up with was a car that was definitely a Corvette Stingray, but one that was around half a ton lighter than the production model.
Building The Kit
Accurate Miniatures (AM) has done an excellent job engineering their 1/24^th scale Grand Sport Corvette models. However, it is definitely not an easy to build kit. It is a highly detailed model and not for the faint of heart. The instructions are OK, but don’t always give enough information. If you want to build one of these models, I’d recommend you check out the http://www.racingicons.com/gs/
website. It is invaluable, as it has a several articles on restoring the Grand Sports, complete with many pictures. Using those articles and being patient will allow you to build a very nice model of one of the rarest Corvettes, ever.
The guys from our local model club, FRAM (Front Range Auto Modelers), took this kit on as a club challenge. Ken Kitchen built the chassis; Bill MacKirdy did the engine, Jeff Conrad massaged, painted, and decaled the body, while I did the interior and the final installation.
Engine: The engine block is molded in two pieces which requires filling and sanding the oil-pan to get rid of the joint. Once that is done, it builds up rather nicely. It includes four Weber sidedraft carburetors complete with a delicate, but nice looking carburetor linkage. The instructions call for the linkage to be bent slightly for an accurate installation. I was not able to do this without breaking the linkage. However, it was easy to repair. The only other challenge I had with the engine was with the headers. They have mounting pins to facilitate correct installation, however the heads do not have corresponding holes. I corrected this by sanding off the mounting pins. A second challenge with the headers was fitting them around the chassis rails. On this sample, the angle was too shallow—I had to open each one up slightly. Like the carburetor linkage, this was difficult to do without breaking them.
Chassis: The chassis and suspension are probably the most difficult part of the model to build. And, the chassis has the most glaring problem of this model. It is molded with voids in the bottom of the tubing. These must be filled to provide an accurate representation. Another challenge with the chassis is how to mount the suspension components and the radiator hoses. I had difficulty figuring out which radiator hose was which—don’t separate them from the sprue before you install one or you may end up reshaping them both, as I did. My advice is to, once again, check out “Racing Icons” website. There just isn’t enough detail in the instructions to accurately position the various components.
Tires: The instructions call for the tread of the tires to be sanded to look like they are race-worn tires. I did this, but it wasn’t as easy as I had thought it would be, as the tires are made in a two piece mold and, in the case of my sample, the mold marks were clearly evident. This was compounded by the tires not being flat across the tread. At any rate, I was able to complete the task and the tires definitely do look better when the tread is not “shiny and new”.
Interior: The interior went together very nicely. It includes a clear instrument panel which I detailed with matte black, silver, and red paint. There is a black decal for the back of the clear panel—once assembled it looks fairly realistic. There were two sticky points in regard to the interior. First was the gas tank; I wasn’t sure how to mount the gas tank, but after looking at it more closely I found an arch which corresponds to the hump for the transmission. The second headache or more accurately “eye straining” part was the photo-etched pieces for the driver’s seat belts. I had a dickens of a time with them as they are very small—too small to be held in your fingers. I was finally able to thread a piece of ribbon through them using a pair of forceps and tweezers. Then I had to figure out how to mount them (the seatbelts). The instructions weren’t any help and I couldn’t find a picture of the seatbelts on the seats. I finally made a command decision--since the Grand Sports were built in the early 60s, I decided to depict a lapbelt only.
Body: The body is nicely proportioned, with fairly clean moldings. I was surprised that the mold seams are so large for a kit that hasn’t been re-released before. The largest seams to deal with are near the rear of the side window and near the rear wheel well arch. The biggest challenge with body prep are the sink holes in the hood. There are 2 holes in the front and some “waves” in the back part of the hood that need to be addressed before painting. Overall it took about 3 hours of body prep on this model.
Photo-etch: You'll need to be careful with the oil cooler cover – the bend lines are scored so deep in the metal that it is very easy to break this piece, especially on the hose side. Once broken it is very hard to fix (I know, it happened to me.) I finally used the plastic piece, thinning it down until it looked more realistic. The P/E scripts are excellent and easy to use (make sure you sand off the Corvette script in the back before painting.) If you’ve used P/E before there won’t be any surprises here. If not – get some experience before attempting the oil cooler cover.
Decals: The decals are very thin, and they respond well to Micro scale products. The white is opaque and the numbers and contingencies are well registered. I used Micro Set and Micro Sol to get the roundels and numbers to conform to the curves of the body. When done the decals look like paint. One downside – there is no Goodyear decal for the doors, so I had to grab one from the spares box to match the car as run in Nassau in
Paint: I used Nassau Blue Metallic from the Model Master custom lacquer system (#) over a coat of Tamiya fine white primer. After getting the paint smooth I applied 3 coats of Model Master Ultra Gloss Clearcoat (again from the custom lacquer system) until I got a nice, medium shiny gloss (not too glassy, as it is a race car.)
Glass: nicely molded, no distortion either. Easily installed without problems.
Final assembly was quite a bit more “fiddly” than the usual kits I assemble, mainly because of the close tolerances it was molded to. The interior is wider than the bottom of the body—as the instructions say, gently spread the sides of the body and slide the interior to the front until the mounting tabs in the back snap into place. I used the photo-etched brake booster bracket (which mounts on the firewall) and this got in the way of one of the carburetors when I installed the chassis. I had to (gently) push the engine to one side as I pushed the chassis into place. Then I glued on the exhaust assemblies and the tires.
One of the last things I did was install the front turn signals. These are tiny and AM wisely provided four of them, even though only two are needed. (I lost one of them during installation). Once I separated them from the sprue, I found they were almost too small to pick up. I got around that by wetting my finger and using “surface tension” to pick them up. I fastened them using “Elmer’s Glue” which gave me time to position them correctly and prevented them from hazing over.
As you can see from the pictures, once everything is assembled, it really looks like the real thing. I think I speak for everyone in our club when I say we highly recommend this kit. Just keep in mind that it is not one for the beginner or even the intermediate builder. It is a challenge to build cleanly, but be patient--your efforts will definitely be rewarded!
My sincere thanks to Accurate Miniatures for the review sample.
More Available Order Allocations
As one of the top national Corvette dealers in America, we have more order allocations available than the vast majority of dealerships. You found this page because you want to build it yourself, which means you'll need a dealership that has plenty of open orders to fill. While we can't guarantee order availability, we can guarantee a better chance of getting your order in when you buy through us.
With the introduction of new features and models, we expect the demand for the new Corvettes to be just as high - if not higher - than they were when the C7 was first introduced. If another dealership is dragging their feet on placing your order, or has put your order "on hold" for months, stop wasting your time and call us right now.
Over 40 Years In The Business
Corvette owners are no-nonsense, meticulous, and all about the bottom-line when it comes to buying your next Vette. We're not here to waste your time. We have a Corvette Team with decades of experience when it comes to buying, selling, ordering, and delivering Chevy Corvettes. We host Corvette shows, club events, and are a well-known and trusted name throughout the national Corvette community.
You won't find a more knowledgeable team of specialists to handle your Corvette purchase. Don't settle for the "other guys" that have NO idea how to properly treat these vehicles; we build them, we sell them, we drive them, we live them. We're the best in the business at what we do, period.
Need for Speed Payback Build of the Week #6 – Chevrolet Corvette Grand Sport
Week #6 of Build of the Week has been revealed, showcasing a new look at the Chevrolet Corvette Grand Sport, which debuted in the Cops Trailer and is seen in the BMW M5 race that were shown at Gamescom.
Down Below you can find images of an Chevrolet Corvette Grand Sport that has been extremely modified - featuring an orange and white toned livery, wide fenders, custom splitter and canards, mismatched lurid blue Vorsteiner rims, lowered suspension, topped off with a massive carbon spoiler - as well as this builds current modifications and its performance stats. Additionally, if you want your own custom viewing angle of the Corvette Grand Sport, the Corvette Grand Sport Build of the Week post over on EA’s website includes a ° view around the car.
The Corvette Grand Sport continues Chevrolets racing spirit with subtle changes from it’s sibling, the Stingray. This particular car is built ready to take on the Outlaw’s Rush, built as a race car with aerodynamic add-ons such as the front splitter and canards. The rear is set apart with a big carbon rear spoiler and diffuser. It’s been given a set of mismatched Vorsteiner rims finished in a lurid blue colour to go with the equally attention grabbing wrap. This American powerhouse is ready to run with the best of them!
This build shows how big of an impact customization can have on your cars in Need for Speed Payback, turning it from stock to an extreme work of art. What car are you hoping to see revealed on the next Build of the Week in a crazily modified fashion? Let us know down in the comments, and if you missed any of the previous builds, be sure to check them out down below!
Previous Builds of the Week:
#5 - Aston Martin Vulcan
#4 - Mitsubishi Lancer Evolution IX
#3 - Nissan Skyline GT-R V-SPEC
#2 - Nissan Fairlady ZG
#1 - Chevrolet Bel Air
Grand Sport Custom Build Options
If you are interested in one of our Grand Sports first decide what package you are interested in, whether it be a kit, or turnkey vehicle. Then, below, you will see the three packages our vehicles come in, if you are interested in a Turnkey Minus package, there are options below for you to customize it. If you dont see what you are looking for or have questions, give us a call and one of our experienced sales representatives will contact you and generate a quote for the package that is ideal.
Send us an email or give us a call. +Contact us today to learn more!
Build Your Dream Car
Choose components to make your Corvette as unique as you. Select from the options to the left.
Choose Your Kit:
Grand Sport Turnkey Minus Package
Starting At $84,
The turnkey minus package comes complete ready for installation of your motor and transmission starting at $84, depending on options chosen. Drivetrain, performance and appearance upgrades can be installed for an additional charge completing your build to be driven away.
Grand Sport Deluxe Package
Call For Pricing
Deluxe Package Components:
- >Fiberglass Coupe/Roadster Body (mounted on frame)
- >Frame engineered by Altair Engineering
- >Tubular frame (primed only, painted optional)
- >Coil over set
- >Complete stainless steel brake line kit
- >Doors hinged and latched (with manual strap Lexan windows installed coupe only)
- > Inner/outer door handles installed
- >Choice of either vented or louvered hood hinged with prop rod
- >Front and side grills installed
- >Cowl vents installed
- >Deck lid hinged
- >Rear window (Lexan) with gasket provided, not installed (coupe only)
- >Windshield gasket provided, not installed
- >Aluminum radiator core support with fiberglass fan shroud mounted (no radiator)
- >Master cylinder bracket and door installed
- >Aluminum fuel tank and sending unit installed
- >Gas tank door assembly installed
- >Fuel hose cover provided
- >Headlights, bezels and covers made of Lexan installed
- >Sockets and lenses for tail lights and parking lights installed
- >Shifter bezel provided
- >Fiberglass dashboard with gauge cluster and glove box provided
- >Fiberglass seat shells minus seat tracks provided
- >Pedal assembly bracket installed (uses 90 to 96 Corvette pedals not installed nor included)
- >Rocker moldings and sill plates installed
- >Fiberglass trunk liner installed
- >Fiberglass headliner installed
Build corvette grand sport
How To: Build Your Own Corvette Grand Sport
The early ’60s were a turning point for the high performance world when engineers at Chevrolet, Ford and Chrysler hustled horsepower to maintain track dominance.
It was also a time when legendary engineer Zora Arkus-Duntov secretly developed the C2 Corvette as a cutting-edge racecar—the Grand Sport (GS). The GS featured a ci V-8 and an aluminum, tubular space frame for a wicked power-to-weight ratio. Known as the ‘Lightweight,’ GM, sadly, cancelled the project after only five, of a proposed , GSs were built making them one of the rarest Corvettes ever. GM ordered the cars destroyed but Zora put away the first two cars, and sent , & to John Mecom of Houston, Texas. John sold the three cars to Texans Alan Sevadjian, Delmo Johnson, and Jim Hall respectively.
In the 80s, people were still racing original Grand Sports but they have now become too valuable.
Meanwhile, year-old Charlie Ranfos of Candia, NH was working at his uncle Angie’s Chevron station in Manchester. The station was a hotbed of activity behind which Dave Parris ran small shop hopping-up muscle cars. Sharing the same enthusiasm for Chevrolet performance, Charlie wasted no time in getting into the game once he got his license.
Eventually, Charlie opened Auto Trim, Inc., in Candia, focusing on custom upholstery for classics and muscle cars and C2 Corvettes in particular. His first full restoration was a big-block Mosport Green ’66 roadster followed by a ’67 big-block roadster for his wife Marleen. For himself, he decided to build a GS based on an original Corvette.
Charlie’s search for a C2 donor led to a rolling basket case ’66 coupe sans engine and trans. The chassis was disassembled, blasted and brought to Ron Gagnon at New England Rod Shop in Bedford where it was fully TIG-welded and gusseted for extra strength. Gagnon also crafted a fresh rear crossmember for the updated C3 IRS with gears, a composite monoleaf and Vette Brakes & Products’ tube shocks. Also added were rear offset trailing arms from Vansteel, Inc. and a factory sway bar.
Up front a manual steering box works flawlessly with updated upper and lower control arms as well as a composite monoleaf and tube shocks along with a factory sway bar. Plenty of braking performance is supplied by C3 Corvette discs and calipers all round. Linking it all to the street you’ll find PS Engineering Grand Sport wheels complete with custom machined hubs with knock-off spinners and safety pins plus BFGoodrich Euro T/A rubber.
Under the highly sculpted hood resides a ci block massaged by R&L Engines of Northwood. It’s fitted with a stock, forged-steel crank and refreshed factory rods topped with forged aluminum Speed Pro pistons. A Comp Cams Street Roller stick sets a heavy beat. A set of World Products’ Merlin iron heads are fitted with Manley Race-Series stainless valves. Up top a cfm Stage 3 Holley by the Carb Shop feeds a Weiand dual-plane intake. Ignition is Accel and spent gasses are dumped through a set of Hooker Super Competition headers into 4-inch matching side pipes. The trans is a rebuilt Muncie M22 by Old School 4-Speeds of Springfield, VT.
Mid-America Industries supplied Charlie their GS-2 Grand Sport kit, however, these components from Nevada Classic, LLC are shown for reference only.
When sourcing restyling parts Charlie contacted Mid-America Industries, Inc. for one of their GS-2 Grand Sport conversions who offered nearly everything needed for the visual transformation. Working with good friend Joe Gillooly, the pair started by carefully removing the front and rear clips. To give the car a very distinctive look Charlie had Ron Gagnon work his magic on the hood by adding custom stainless louvers. The doors, trunk, and hood were then fitted and all gaps were dialed in to make sure everything was perfectly balanced. This included modifying the original doors with updated door handle recess panels, installing the fuel filler and glass. From there the pair made the body razor sharp and prepped it for paint by Ron Lavoie at Eastern Auto Body in Manchester. Ron laid down an immaculate coating of PPG Glenn Green accented by a Gold Sand Poly stripe.
The cockpit is all business starting with a custom dash from Mid-America, filled with factory gauges including a stock speedo recalibrated to mph. An original Corvette 3-spoke steering wheel carves the course while a Hurst Competition-Plus shifter pulls gears. For comfort, Charlie covered a pair of ’68 Corvette buckets in saddle leather and equipped them with Simpson Racing 5-point harnesses. Inside you’ll also find custom aluminum panels by Mike Curley along with a 4-point rollcage and ATI fuel cell with custom fabbed mounting straps and fill tube by Ron Gagnon.
Throughout the build Mike MacCallister added plenty of mechanical expertise to various areas and Jay Doerfler of Auto Body Specialists in Manchester dialed the car in upon completion to make it road ready. The build spanned more than 1, hours over a year journey to create a visually striking C2 Corvette paying homage to the original Grand Sports. Seeing, hearing and watching it in action proves it’s as real a deal as can be.
Vehicle: Corvette C2 Coupe
Owner: Charlie Ranfos
• Engine: ci block
• Builder: R&L Engines, Northwood
• Cam: Comp Cams Street Roller
• Pistons: Speed Pro forged aluminum
• Heads: World Products Merlin iron
• Valves: Manley Race-Series stainless
• Carbs: cfm Stage 3 Holley by the Carb Shop
• Intake: Weiand dual-plane
• Ignition: Accel
• Headers: Hooker Super Competition
• Trans: Muncie M22 by Old School 4-Speeds, Springfield, VT
• Shifter: Hurst Competition Plus
• Clutch: inch Hays
• Master cylinder: GM dual
• Brakes: Corvette C3 discs and calipers
• Rear suspension: Updated C3 IRS with gears
• Shocks: Vette Brakes & Products
• Interior aluminum: Mike Curley
• Upholstery: Auto Trim, Inc., Candia, NH
• Steering wheel: Stock Corvette 3-poke
• Seats: ’68 Corvette buckets
• Harness: Simpson Racing 5-point
• Roll cage: Ron Gagnon
• Body panels: Mid-America Industries
• Fuel cell: ATI
• Painter: Ron Lavoie, Eastern Auto Body, Manchester
• Color: PPG Glenn Green accented by a Gold Sand Poly stripe
• Wheels: PS Engineering Grand Sport 15x8 (front), 15xinch (rear)
• Tires: BFGoodrich Euro T/A P/50R15 (front), P/50R15 (rear)
Grand Sport 2dr Coupe
Chevrolet Corvette Pricing
$65,MSRP / Window Sticker Price
Additional or Replacing Features:
- @ 6, rpm Horsepower
- @ 4, rpm Torque
- 19" painted aluminum Wheels
- @ 6, rpm Horsepower
- @ 4, rpm Torque
- 18" silver aluminum Wheels
- L V-8 Engine
- 7-spd man w/OD Transmission
- rear-wheel Drive type
- ABS and driveline Traction control
- 1st row removable manual targa composite Sunroof
- front air conditioning, dual zone automatic
- SiriusXM AM/FM/Satellite, seek-scan Radio
- 2 - 1st row LCD monitor
- keyfob (all doors) Remote keyless entry
- Heated mirrors
- leather Seat trim
Grand Sport 2dr Coupe
Long Beach Red Metallic Tintcoat
Watkins Glen Gray Metallic
Blade Silver Metallic
Corvette Racing Yellow Tintcoat
Black Rose Metallic
Sterling Blue Metallic
Admiral Blue Metallic
Gray w/Mulan Perforated Leather Seating Surfaces
Jet Black w/Mulan Perforated Leather Seating Surfaces
Adrenaline Red w/Mulan Perforated Leather Seating Surfaces
Jet Black w/Leather Seat Surfaces w/Sueded Microfiber Inserts
Chevrolet Corvette Grand Sport 2dr Coupe
Depreciation$19,Fees & Taxes$4,Fuel$9,Insurance$5,Interest$6,Maintenance$5,Opportunity$1,Repairs$3,Total$55,
Fees & Taxes
Total Cost to Own
See the cheapest Performance Vehicles to Own
Hi! We notice you're using an ad blocker. Please consider allowing Autoblog.
We get it. Ads can be annoying. But ads are also how we keep the garage doors open and the lights on here at Autoblog - and keep our stories free for you and for everyone. And free is good, right? If you'd be so kind as to allow our site, we promise to keep bringing you great content. Thanks for that. And thanks for reading Autoblog.
Here's how to disable adblocking on our site.
- Click on the icon for your Adblocker in your browser. A drop down menu will appear.
- Select the option to run ads for autoblog.com, by clicking either "turn off for this site", "don't run on pages on this domain", "allow this site" or similar. The exact text will differ depending on the actual application you have running.
- Refresh the Autoblog page you were viewing. Done!
You still haven't turned off your adblocker or allowed our site. It only takes a few seconds.
You must be logged in to perform that action.
- Botw master trial
- Genesee county sheriff
- Juvenile myoclonic epilepsy
- Certainty synonym
- Plano tool organizer
- Old loki comics
- Live outage map