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Motor 1
5 days ago
- Automotive
- Motor 1
'America's Hypercar:' The New Chevy Corvette ZR1X Aims to Take Down Ferrari
The 2025 Corvette ZR1 may already be the fastest rear-wheel-drive car to touch down on our planet: A record-stomping track monster that crushes 60 miles per hour in 2.2 seconds, and whose 233-mph top speed reads like an AI hallucination. Bucket-list ZR1 laps in May at Circuit of the Americas—the kind of Texas-sized corral this raging bull needs to properly fling itself about—find me chasing the very Corvette engineers who've been setting production-car lap records in their spare time; smoking a $1.2-million McLaren Senna, shaming a Porsche 911 GT3 RS. Our Interview With Chevy The ZR1X Is the Fastest Corvette Ever. Chevy Tells Us How It Happened Stretching its jacked legs on COTA's back straight, my ZR1 reaches 175 mph, then 178 the next lap. 180 mph feels tantalizingly within reach. The 5.5-liter LT7 screams its titanium-hardened lungs out, flexing more turbo horsepower than the F1 cars that fly past and fill these grandstands. This 'Vette grips harder than Schwarzenegger on the campaign trail, and it's not the Terminator you might imagine: It's communicative, (reasonably) accommodating, and daily drivable, still a Corvette at heart. And it all costs $178,195 to start, including a $3,000 gas-guzzler tax for a ZR1 that can inhale two gallons of premium unleaded per minute at full power. The drinking problem is real, but you can barely buy a 911 GTS for this much cash; the 532-hp Porsche, with precisely half the ZR1's 1,064 horses, starts from $167,000. While I sneak in 15 memorable bonus laps—I'll never understand auto journos who prefer lunch or 'work' to additional track time—a thought wells up. How is Chevrolet, or any automaker, going to top this? To my sincere surprise, I quickly find out. The Most Powerful Corvette Ever Photo by: Chevrolet That evening, still basking in post-COTA bliss, I'm escorted down a flashily lit hallway, Goodfellas style, to an Austin hotel rooftop for an audience with the 2026 Corvette ZR1X. The coupe and convertible, in the flesh, no camouflage, no rumors. And no "Zora," badge, either. Sorry. That name, honoring Russian-born Corvette patriarch Zora Arkus-Duntov, was always more media wishful thinking than reality, a familiar game of Corvette Telephone that now proves garbled. Chevy executives say the "X" signature—while not as romantic and evocative as Z-in-Zora—underscores this as a natural evolution of the ZR1 family, rather than a standalone model. Or, just spitballing here, a standalone, more-desirable, more-collectible model. Wouldn't want to hurt the standard ZR1's feelings, or those of buyers. Photo by: Chevrolet Photo by: Chevrolet Yet speculators and sharp-lensed spy photographers got a lot right, if not the ZR1X's earlier-than-expected arrival, with deliveries set to begin before year-end. This is the range-topping, AWD hybrid Corvette that has haunted the dreams of collectors and the nightmares of seven-figure European rivals. "America's Hypercar," Chevrolet is calling it. What once would have been eye-rolling GM performance puffery, in the days of Fieros or Solstices, now seems legit. Forget garden-variety 911s that put a chip on the Corvette's shoulder since about, oh, 1963. The ZR1X directly targets the rare birds typically spotted in Goodwood or Pebble Beach, and then never again outside of YouTube crash videos: The $3.9-million Ferrari F80, a $2.1-million McLaren W1, a $2.7-million Mercedes-AMG One. Sure, it's 'only' a Chevy. But here's the crazy part. Blue-collar badge aside, the X no longer comes across as the performance underdog. Not with a track record of track records for its rear-drive sibling. And not with a gonzo, fully competitive 1,250 hp and roughly 973 pound-feet of torque. Versus an X-less ZR1, a jump of 186 hp and about 145 lb-ft is entirely due to a Frankenstein jolt from an electrified front axle, an upgraded version of the Corvette E-Ray's hybrid system. The extra oarsmen up front relieve a brutal burden on the ZR1X's rear tires, helping them lay down power and maintain grip, including on optional Michelin Pilot Sport Cup 2R tires. Especially for standard Pilot Sport 4S rubber, AWD will make the ZR1X more confident in slippery street conditions, which translates to more opportunities for fun without jangling nerves. Photo by: Chevrolet Neutral handling and driver confidence were development watchwords. Leveraging the front axle, says Corvette vehicle chief engineer Josh Holder, "is the most approachable way to achieve maximum capability and predictable, repeatable performance." Keith Badgley, ZR1X lead development engineer, says plotting performance curves shows the lighter ZR1 a touch quicker through the middle of many corners. But for corner entry or exit, it's game over. The four-wheeling freak can use regenerative braking to help slow and balance the car. From there, the ZR1X leaps like a cheetah with a taste for gazelle. "You'll feel that coming out of every corner, the car clawing you out," Badgley promises. "This thing accelerates like crazy, like nothing you're used to. The two powertrains play together in a harmonious and advantageous way that's beyond what you'd expect from just adding them together." Naturally, the ZR1X is no slouch in a straight line, despite those electrified parts pushing it past 4,000 pounds, even in base coupe form. The ZR1X can maintain an unholy 1.3 g's of longitudinal acceleration throughout first and second gears, and nearly through third gear. In more familiar terms, that's a wormhole trip from 0-60 mph in less than 2.0 seconds. Photo by: Chevrolet Chevy confirmed that on a prepped surface at a Michigan drag strip, along with a quarter-mile in less than 9.0 seconds. Chalk up two more all-time Corvette records. That suggests a Corvette that might (blessedly) out-drag YouTube stars like the Lucid Air Sapphire or Tesla Model S Plaid to 60 mph, then wave goodbye and stretch its lead over those far-heavier EVs. Engineers are still tinkering, looking to unlock even more speed. And though GM President Mark Reuss hasn't done a 233-mph run in this baby—a stunt that Reuss told me left his spouse anxious and none-too-pleased—the Corvette team is confident in simulations that show the ZR1X matching that terminal velocity. But that's all moot, innit, in a boundaried world where a standard ZR1 runs out of room at COTA at around 180 mph. Batteries Included Photo by: Chevrolet Recall that the E-Ray's oft-quoted 1.1 kilowatt-hour battery, neatly ensconced in the cabin's center tunnel, is only the useable portion of 1.9 kilowatt hours of lithium-ion pouch cells. So, engineers managed to squeeze 26 percent more energy from the same-size battery, which suggests well over 1.3 kWh of usable juice. (Chevy has not cited a total.) Expanded voltage allowed engineers to push more power into the drive unit, which gains 26 horsepower and 20 pound-feet versus the E-Ray. That single motor was redesigned to handle increased loads, including new bearings. As on the E-Ray, the hybrid battery is designed for hyper-fast discharge and charge events, versus EV-style propulsive stamina. So there's plenty of buffer to ensure consistent performance and battery life. On the street, it's impossible to deplete the E-Ray's battery to where it can't provide boost—and oh, how I've tried—no matter how hard you drive. Push a Charge+ button, included on the ZR1X, and the Corvette boosts motor resistance to fully recharge within a few miles of normal driving. As Tadge Juechter, the now-retired Corvette chief engineer told me, the no-hassle hybrid system is designed to convince Corvette refuseniks—of which he admits there are many—that electricity can be their performance friend, and is nothing to fear. That front axle can contribute power at up to 160 mph before disconnecting, versus 150 mph for the E-Ray. Intelligent strategies, heavy on the algorithms, reserve electricity for when it's truly needed. Photo by: Chevrolet "We want to be razor sharp in how we use that finite energy," Badgley says. To humiliate mere supercars, a "push to pass" function unleashes the full tag team of gasoline and electric thrust. That's accessed via a repurposed steering-wheel cruise-control button. A Qualifying Mode provides maximum jolt up to the front axle's speed limit. An Endurance Mode monitors state-of-charge to sustain all-wheel advantages through a full tank of fuel. Aside from ZR1X badges on the flanks, steering wheel, and interior waterfall panel, you'll need to squint to spot exterior differences. Or crouch to see the E-Ray's telltale, additional front radiator on the driver's side. Both cars offer the bewinged aero package and carbon-fiber handling aids. Both offer optional carbon-fiber wheels. 'We want to be razor sharp in how we use that finite energy.' To rein in the thrust, the ZR1X does introduce standard carbon-ceramic brakes that are the largest in GM history, including 16.5-inch front rotors clamped by 10-piston calipers. For 2026, that 'J59' brake package will become an option on the ZR1. These bros love to share. Whatever your preference on rear-drive versus AWD, the ZR1X has one clear edge: The redesigned interior of all 2026 Corvettes, which is more visually appealing and functionally coherent. That includes enlarged screens, a useful 6.6-inch auxiliary driver's screen, and a passenger grab handle that replaces the former try-hard waterfall switches. Tactile HVAC controls migrate below the main display. A smartly redesigned console adds a drive-mode controller that no longer feels like carpal tunnel waiting to happen. How Much Will It Cost? Photo by: Chevrolet Chevrolet isn't ready to talk pricing, so allow me. An E-Ray costs about $37,000 more than a base Stingray. That's a clue, but it may not be apples-to-apples versus the ZR1s. Chevrolet may see an opportunity to establish the ZR1X as its crowning achievement; "America's hypercar" with a price to match. That said, Corvette fans aren't known as price-no-object types. Tony Roma, the new executive chief engineer, notes there are no production limits on the ZR1X. If you order one, a process set to begin soon, Chevy will get it in the pipeline. It hopes to build as many as fans demand. Considering how Chevy loves to sandbag on Corvette pricing, I expect them to impress the world again with the ZR1X's value proposition. The C8's booming sales, including record international sales, have largely defied an industry-wide downturn in sports cars, but they've shown cracks of late. Pricing the ZR1X too high could be self-defeating, limiting even this niche audience. So with a ZR1 coupe starting around $178,000, or $188,000 for a convertible, I'm going to peg a ZR1X coupe at $210,000 to start, $220,000 for a droptop, and loaded 3LZ convertibles topping $275,000. And if Chevrolet decides to blow people away with a $199,995 starting price, I wouldn't be surprised. Some old-school Corvette fans will choke on the price. But so will people who pay $1 million or more for highfalutin' hypercars. Even they'll know a (relative) bargain when they see it. 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Daily Mail
14-06-2025
- Automotive
- Daily Mail
BREAKING NEWS McLaren pours cold water on bizarre claim that Donald Trump is set to drive one of its F1 cars in secret Austin test
McLaren has poured cold water on a bizarre report that Donald Trump will drive one of its Formula 1 cars in Austin next week. News of the rumor began to spread around the F1 paddock on Saturday afternoon when Canal+ claimed the President was set for an unprecedented drive at the Circuit of the Americas, home of the United States Grand Prix. In a tweet to its 384,000 followers on X, the French broadcaster reported: 'Donald Trump will drive an F1 car next week! 'Info Julien Febreau: The American President will be driving an F1 car in Austin.' When asked by the Daily Mail at the Canadian Grand Prix, a McLaren spokesperson quickly denied there was any truth to the baffling report. Canal+'s post was quickly removed after being widely shared around social media.
Forbes
02-06-2025
- Automotive
- Forbes
I Took The Maserati GT2 Stradale On The Track. I'm Still Grinning
The Maserati GT2 Stradale on the track Lorenzo Marcinno for Maserati It's nice to see Maserati get its pulse back. An Italian racing original whose DNA is still seen in top performance cars on the road, its return the track started five years ago with the introduction of the MC20 and now, in a surprisingly powerful hypercar that the brand calls barely street legal, the GT2 Stradale. Built on the platform of the MC20—MC for Maserati Corse, the brand's racing arm—the GT2 Stradale carries the refined lines of a classically beautiful hypercar: Toned haunches, a swooping roofline and scissor doors, each exterior line aerodynamic, elegant, muscular. Inside it has carbon sport seats, ultra suede upholstery, classic steering column-mounted paddle shifters and buttons on the carbon and suede steering wheel to power the car on and ignite launch mode. The Maserati GT2 Stradale is powered by a six-cylinder twin turbo Nettuno engine, which at might seem small for a hypercar, but don't let that fool you. It delivers an astounding performance; its power is only part of the story. I just got off the track at Circuit of the Americas where I drove the GT2 Stradale and my adrenaline is shot. On a 'drive as many laps as you'd like' day, Maserati rolled out the GT2 Stradale for journalists, dealers and customers to put it to the task, lapping the track's 3.4 miles of F1 designated-design including 20 incredibly tight turns. Without the right power, balance and precision, a driver can flail embarrassingly off course. Focus is key on this track, but so is the right car. And the GT2 Stradale didn't disappoint. Throughout the day I was able to drive other cars, too, and still, the GT2 Stradale shines. So does hitting more than 150 MPH on the back straight, a nice achievement for a non-pro driver. The rear end of the Maserati GT2 Stradale Lorenzo Marcinno for Maserati If it seems like hypercars are ever-more hyper, you're not wrong. With brands like Ferrari, Lamborghini and Corvette delivering models that generate more than 1,000 hp, a 631 hp V6 turbo might look like an also-ran in the hypercar category. Press the starter button, however, and your mind will change quickly. Then, pull the left paddle to put it in drive—you can tap the 'D' button if you must, but pulling the paddle is the Italian way—and head out on the road, or better, on the track. The Nettuno engine, the foundation for all of Maserati's performance cars, will gurgle with insistence, anxious for you to throttle up. As you floor the accelerator you'll feel it, the engine screaming behind you in its glass-covered bay, the road blurring beside you, the next turn coming up as fast as you can move your foot to the brake. And when you do, the GT2 Stradale calms quickly and turns tightly, ready to deliver another heady hurtle toward the next turn. Speed is satisfying, but it's not your friend when it comes to tight turns on a track. And that's where the GT2 Stradale excels; tight steering, a 40/60 weight balance that gives the rear end nice grip, carbon-ceramic brakes, all wheel drive and sport mode allow its agility. A steering wheel that's flat on top and bottom and an adjustable sport seat allowed me maximum visibility, another detail I greatly appreciated; there's nothing like flying up to a tight turn and having the steering wheel and side pillar block your view. Still, considering the GT2 Stadale's six-cylinder engine and 631 hp, versus more cylinders and more hp of many of its competitors, you might think the GT2 Stradale would strain to reach top speeds on the straightaways. But its light weight, thanks in part to its carbon fiber structure and other weight strategies, and tweaking of its turbo chargers, allows it all the power it needs to reach frighteningly fast speeds. The interior of the Maserati GT2 Stradale Maserati Italian for 'grand touring' and 'street,' the GT2 Stradale is intended for all the daily routines that can benefit from a blast of fun: a run to dinner, a sunset cruise, an excuse to blow out the day's stress on your favorite curvy road. Practical, it's not; there is barely a place to put a phone or a key fob and forget about your coffee; drink it at the shop, not in the car. With a price tag of $312,000 (that's to start), the focus of this car is this car: customizing it, driving it, tracking it, allowing it to quicken your pulse. It certainly quickened Maserati's.
Edmunds
30-05-2025
- Automotive
- Edmunds
The 2025 Chevy Corvette ZR1 Is a 1,064-HP, $200K Bargain
That incredible power makes the ZR1 brutally quick, of course. For context, in a Z06, we recorded 0-60 mph in 3.2 seconds and a quarter-mile time of 10.6 seconds. For the ZR1, Chevy is claiming 2.3 seconds to 60 mph and 9.6 seconds through the quarter mile, but that's with rollout, a drag-racing relic that reduces the time but doesn't make much sense in the real world. Much more startling and significant is the Corvette ZR1's performance in third and fourth gear, where its 828 lb-ft of torque is felt most keenly. The Circuit of the Americas is a huge, flowing racetrack designed for Formula 1, and this tends to minimize the sensation of speed. Thankfully, the Corvette's built-in data recorder doesn't lie. At the end of the main straightaway, I'm braking from 177 mph. At the end of the start-finish straight, which includes a sharp incline, I'm cresting 155 mph. Last time I drove this circuit, I was at the wheel of a McLaren 720S and the Chevy feels appreciably faster in a straight line. If you're going to enjoy this car as its engineers intended, you're going to need to join the track day community. To extract the best from the ZR1, you need a lot of circuit to match a lot of car.
Forbes
07-05-2025
- Automotive
- Forbes
Kaitlyn Vincie And An Epic Journey With Nascar On Fox
Kaitlyn Vincie is a pit reporter for Nascar on Fox, and is also one of the three voices on Kevin's ... More Harvick's Happy Hour podcast. Kaitlyn Vincie Kaitlyn Vincie is a voice every Nascar fan now recognizes. For 14 years, Vincie has diligently worked her way to become one of Nascar on Fox's most reliable and recognized reporters. The 2025 Nascar on Fox season proved to be her greatest yet, and it's not even over yet. She held her head up high as a pit reporter during a Cup Series race for the first time at Circuit of the Americas, showcasing the knowledge she's accumulated over the years. Vincie has become a trustworthy source for drivers, teams and fans, and her work is just getting started. 'This was all I ever wanted to do with my life once I was old enough to figure out a career path, I was dedicated to doing this, and it's been exactly what I had hoped for,' Vincie said. 'Fox has allowed me to do a little bit of everything at this point. I've done pit reporting, I've done pre-race hosting, I've done hosting of the daily shows. I've done awards show and red carpets features. So I've worked across all the different series that we've had.' Vincie often co-hosts a podcast with 2014 Cup Series champion Kevin Harvick, called 'Kevin's Harvick's Happy Hour.' 'With Kevin, it's been incredible,' Vincie said. "He's a true character I just admire so much how he's gone about his career, his life, his family, the way he gives back to the sport. So that show has been really fun. It was such a pleasant surprise to be a part of it. And I love the laid back format too. That allows you to show a little more personality and to see his personality, too. Kaitlyn Vincie started her career as a reporter at Langley Speedway. Kaitlyn Vincie 'The storytelling that's come out from that show, I think is really cool when he reflects back on different moments with his family, or race wins or certain things that happened to him at various racetracks. I always find that to be the best part is when he starts to really, dig back in the memory bank and share stuff that maybe people have never heard before. So it's been awesome working with with the Happy Hour group.' Vincie started reporting from Langley Speedway in her early days. Her ascent to the top of Nascar broadcasts came with the SPEED Channel, which shortly thereafter became Fox Sports 1 and 2. 'Sometimes, it feels like it's just a pipe dream when you're working the trenches on Saturday night short track racing, which I still absolutely love,' she explaining. "But it's crazy to see what is has kind of happened." When Vincie first found out she'd be a pit reporter for a Cup Series race, filling in for Jamie Little at Circuit of the Americas earlier this year, she shed tears of joy. 'It's the Sunday show,' she said. 'It was Circuit of the Americas. It was on Fox. I did take a moment before we got going with the pre-race show, I just walked the length of the grid to take it in, take that moment in and think about where I came from and where I've gotten and I'm very proud of my journey.' Going forward, Vincie has modest goals for her growth as a leader in the Nascar media realm. She is an inspiration for many young women who want to have a career in Nascar, frequently giving advice to people looking to break into the industry. As the Nascar on Fox portion of the Cup Series schedule comes to a close in just a few weeks, Vincie wants to play a bigger role for years to come. 'I would love to be a regular fixture on the Sunday show in some capacity, whether it's pit road or a pre-race type role,' she said. Vincie, away from the track, is a creative business owner. She owns cabins in Lake Lureand Black Mountain, N.C. Vincie concluded: 'We've had people go there to celebrate birthdays, anniversaries, weddings. We've had people go there to mourn a loss in their family. And you read about all these experiences they're having, and you're realizing that you're creating a positive memory for them. "You know your cabin space is creating a lifetime memory, potentially for a family or a group of friends or whatever it is, and that's really neat. It's neat to know that you created something because I designed and decorated them all myself. It's not like we had company come in and do it. It was strictly done by myself and my business partner.'
