Corvette ZR1X review: the Corvette that thinks it’s a hypercar

Wait… how fast?

Yes, this is a standard production Corvette with 1,250bhp. It combines the 5.5-litre twin-turbocharged V8 with 1,064bhp from the ‘standard’ ZR1 with the front e-axle of the hybrid E-Ray model. The result is the most powerful US production car ever and a Corvette that, on paper at least, can stand toe-to-toe with the Ferrari 849 Testarossa or Lamborghini Revuelto.

All for $207,395…. which amounts to some optional fancy paint, fitted luggage and carbon fibre goodies on Italy’s finest. Talk about bang per buck.

But what does it really cost?

Okay, so you might need to spend a bit more to get the full experience, but the ZR1X remains the performance bargain of, erm, all time?

The big ticket items are the Carbon Fibre Aero Package ($10,495) and the ZTK Track Performance Package, which adds stiffer springs, revised magnetic damper calibration and Michelin Pilot Sport Cup 2R tyres for $4,395. That’s the spec that allowed the ZR1X to lap the ‘Ring in 6.49.275s. Faster than a GT3 RS or Mustang GTD. As well as just about every other supercar you might care to mention.

Can it put 1,250bhp to good use?

Corvette’s mid-engined ‘C8’ generation chassis does seem remarkably adept at deploying big power. The base Stingray has 495bhp, but subsequent models have upped the ante yet retained a level of composure that’s really impressive.

First came E-Ray (655bhp) and Z06 (670bhp), then the mighty ZR1 with 1,064bhp sent just to the rear wheels. The ZR1X works its rear tyres just as hard but has an additional 186bhp and 145lb ft going to the front wheels via a single electric motor. A small 1.9kWh battery is located in the centre spine of the car between the front seats.

It’s a simpler system than something like the Revuelto but there’s no denying its effectiveness. However, what torque vectoring there is on the front axle is done by braking, rather than with a motor per wheel.

Even so, the result is pretty staggering. The engineering team on hand talked a lot about ‘digs’ out of corners, and how shockingly effective the ZR1X is in traction zones. And they’re right. Despite the massive power, it really does fire out of turns with very little traction control intervention and proper face-squishing, stomach-testing Gs. Those Cup 2R tyres are very extreme, but offer up brain-scrambling acceleration on a racetrack or dry road.

The ultimate demonstration of the ZR1X’s ability to turn 1,250bhp into forward motion is demonstrated on Sonoma Raceway’s dragstrip. On the standard PS4 S tyres and despite an extremely cold day, we managed 0-60mph in 1.9 seconds, 0-100mph in four seconds flat and the quarter-mile in 9.026s. This was on a ‘prepped’ surface, admittedly, but when the ZR1X hooks-up it’s absolutely brutal.

In Corvette’s own testing and in ideal conditions it managed 0-60mph in 1.68-seconds and blitzed the quarter--mile in 8.675 seconds at 159mph. The front axle disengages at 160mph so expect a similar top speed to the ZR1 – 233mph without the wings, more like 224mph towing all that carbon through the air.

That’s cool. But can it do corners?

Well, it managed the ‘Ring pretty well, didn’t it? And the big wing, ZTK package car is mighty at Sonoma, too. The ZR1X might fly on a dragstrip but it’s a properly engineered car with stunning racetrack capability. The Magneride dampers have been tuned to provide the same ride frequency as the excellent ZR1 and despite the added weight (up to 1,779kg dry), the hybrid has a similar sense of balance and endurance.

It’s a shade less agile on corner entry and feels a little heavier when the chassis is fully-loaded in fast turns, but it demonstrates superb wheel and body control through direction changes and over kerbs, and feels incredibly secure despite the massive forces at work.

Special mention to the VAST new brakes – 10-piston front, six-piston rear, supplied by Alcon and gripping 420mm carbon ceramic discs at each corner – which show no signs of fade after several fast laps and provide real confidence. The pedal feel isn’t as immediate as a Porsche 911 GT3 RS, but in terms of power they really do deliver. It’s just another layer to the confidence that the ZR1X brings. The standard ZR1 is intuitive for a car so powerful, but the X treatment really does make the car incredibly friendly.  

The ZR1X has lots and lots of modes – Weather, Tour, Sport, Track, plus My Mode (configurable, latches to ignition, so you can start-up with your preferred settings) and one final Z Mode, which is selected via a button on the steering wheel. The advantage of Z Mode is you can also memorise your ideal PTM (Performance Traction Management) setting within it. PTM is a great system with presets marked Wet, Dry, Sport, Race 1, Race 2 and Pro, which means all traction and stability programmes are disabled. The ‘Ring lap time was set using Race 2 (no ESC, very light-touch traction control).

On top of that are the three protocols for the electric boost. ‘Qualifying’ is the default setting and will burn through all the battery power in one lap of a ‘normal’ track. Press the little battery symbol on the ‘wheel for Endurance mode. This will give strong, consistent performance over a full tank of fuel. Either mode also allows a ‘Push to Pass’ system, which is operated by thumbing the cruise control toggle upwards and deploys maximum power until you lift from full throttle. Again, if you want to replicate that ‘Ring time, you’ll need Endurance mode and some very timely Push to Pass strategies.

How does it compare to European rivals?

What are the rivals? It’s hard to say as the ZR1X is considerably cheaper than a Porsche GT3 in its home market but its twin-turbocharged V8 alone produces more power than the V12-plus-three-electric-motors of the Revuelto or the similarly assisted V8 in the 849 Testarossa. The value proposition is wild.

It’s not as sharp as the 849 Testarossa and doesn’t quite zing with the same energy. Nor is it as special as a Revuelto… which is probably what you’d expect. The steering isn’t as beautifully responsive as a Porsche GT3 and the chassis and aero isn’t eye-widening like the latest RS. There’s just a slightly more damped feeling to everything and it’s a physically big car – probably about half way between Testarossa and Revuelto, but much taller than either.    

However, the engine is simply superb, full of character and has all the monster turbo violence for which you could ever wish. The eight-speed dual-clutch ‘box is also fast and precise and the plasma-gun sound effects as the front axle kicks in are really quite fun, too.

Best of all is that the e-4WD system is mostly invisible. You notice the added traction, certainly, but in terms of mid-corner balance the ZR1X is really predictable, nicely neutral and there’s no steering corruption at all.

Click the PTM to Race 2 and you can power oversteer out of any turn without the front tugging around and trying to correct things too aggressively. Ultimately, you have 1,064bhp going to the rear tyres and the balance feels very much like a rear-drive car with some added traction. Only if you try to indulge in big, lurid slides does the driven front axle start to feel a little less natural.

Incidentally, if you drain the battery in Qualifying mode, the ZR1X always keeps enough charge to drive the front-wheels in the corner for handling consistency, but you won’t benefit from the boost down the straights.

Is it worth the outlay over a ZR1?

That’s the big question. So much is similar. The look. The interior – which is now much improved but doesn’t feel enveloping like a McLaren 750S or as coolly pared-back as the Ferrari – and, on most tracks, the lap time, too. They’re separated by 1.5 seconds at the ‘Ring and it would be give and take at most other circuits, too. So, it depends how much you prize straight line performance, if you must have the ultimate version and if you plan to drive your Corvette in inclement weather regularly.

For me, the ZR1 just gets the nod as lighter and less complex seem very good things indeed, but I’d completely understand those who would want to feel that addictive hit of power and traction offered by the ZR1X.

How does it perform on the road?

Our time is short on the road and California was doing its best impression of Yorkshire, with fog and rain rolling in. But, the ZR1X is so easygoing. The ride (non ZTK) is very good in Tour and Sport modes, the steering is a bit heavier than that of the ZR1 and isn’t exactly buzzing with feedback, but it’s precise enough and feels well-matched to the chassis.

Overall there’s a sense of cohesion, compliance and big, almost scary power just simmering away. It’s such a wickedly potent package, but the car doesn’t feel overwhelmed or stretched beyond its comfort zone even when you start to drive with enthusiasm on a wet, narrow road. That’s the beauty of the ZR1X – it offers hypercar performance combined with OEM-style usability and durability testing.

What’s the verdict?

The ZR1X is something pretty special. I’ve used a lot of words like ‘controlled’, ‘cohesive’ and ‘secure’ but don’t let that persuade you that this isn’t a truly deranged car. It might be a shade on the porky side compared to some European track specials, but 1,250bhp is still TWELVE HUNDRED AND FIFTY HORSEPOWER. The new ultimate Corvette is shockingly, hilariously, unbelievably fast.

And on those Cup 2R tyres the mechanical grip and traction is superb and the fluency of the package is a credit to the teams behind it. Forget the price for a minute. The ZR1X is a hell of an achievement, period. To use the local vernacular.

Held to the very highest standards it cedes some feel, feedback and sharpness to cars like the GT3 RS, 296 Speciale or McLaren 750S. Nor does it feel quite as intense and alive as the 849 Testarossa or Revuelto. The ZR1X has a more heavyweight, super-powered feeling. Massively impressive but not quite so overflowing with raw excitement.

But, when you consider outright dynamic capability, everyday usability, pure performance and the price of entry, it’s hard not to conclude that the ZR1X is the most remarkable supercar on sale right now. Crazy, but true.

Photography: Greg Pajo