The ZR1 engine already produces more than a thousand horsepower; now, it meets an uprated hybrid system from the E-Ray.
Credit:
Chevrolet
To rein in that speed, a massive set of continuous-weave carbon-ceramic brake rotors from Alcon (option code J59) measure 16.5 inches (420 mm) in diameter, front and rear, clamped down by GM’s first-ever 10-piston calipers. At the Nurburgring’s Tiergarten corner, those brakes managed to haul down the ZR1X at a peak of 1.9 G decel from 180 to 120 mph (290 to 193 km/h).
The AWD isn’t all about straightline speed, however, and the ZR1X can reportedly handle 1 G of lateral and longitudinal acceleration while cornering—simultaneously. Yet the ZR1X should add around the same weight as the E-Ray versus the Z51 Stingray, which rounded out to just shy of 500 pounds (227 kg). For comparison, the ZR1’s official dry weight is 3,670 pounds (1,665 kg) but with 13 radiators supporting a massively capable cooling system, the wet weight likely approaches 4,000 lbs (1,814 kg).
Similarly, the ZR1X will also be available as both a removable hardtop coupe and a powered hardtop convertible—meaning that in its heaviest guise, this American hypercar might push up to nearly 5,000 pounds (2,268 kg).
Even without confirmed pricing, the ZR1X clearly takes a swing at Ferrari’s F80, McLaren’s W1, and Porsche’s highly anticipated but as-yet-unconfirmed next-gen hypercar—and likely at a mere fraction of the cost, given the ZR1’s $174,995 MSRP. However, even though Chief Engineer Josh Holder called this “the most intelligent Corvette ever,” he also owned up to the challenges of cramming 2.5 times the horsepower of the Z51 Stingray into the same chassis.
Huge brake discs fill the 20-inch wheels.
Credit:
Chevrolet
Developing the ZR1X therefore required refinements to the E-Ray’s software, welcome news after that earlier hybrid variant exhibited some strange behavior almost akin to reverse torque steer due to the front-axle regen programming, plus difficulties handling high-performance loads in anything less than perfect conditions—which occasionally even resulted in the computer fully disconnecting the front axle and switching off the front motor.
