Track Review: Corvette ZR1 Proves 1,000 HP Doesn’t Need A Seven-Figure Price
Only one place made sense for Chevrolet to debut the new Corvette ZR1, the most powerful car ever from any major American automaker that’s on sale today and the most powerful internal-combustion car in the world priced under $1 million. Perhaps I shouldn’t have been surprised, then, that Chevy invited me to join select media for a day at Circuit of the Americas, the home of Formula 1’s United States Grand Prix, where every last drop of the new ZR1’s unbelievable 1,064 horsepower might actually come in handy.
At COTA, Chevrolet’s engineering team explained that the ZR1 fit into the plan for an eighth-generation Corvette from the get-go. Sure, switching to a mid-engine layout helped the C8 compete with other supercars by improving balance, traction, and handling. But the wider engine bay also allowed for the sheer physical space to bolt in a 5.5-liter V8 with a massive 76-millimeter turbocharger on each side. By contrast, the previous generation’s front engine bay was simply too narrow, which dictated the use of the more compact supercharged LT5 V8 that produced “only” 755 horsepower.
That former top-spec ’Vette earned a reputation for being an untamable beast, so during the C8’s development process, the original goal was for the ZR1 to hit “just” 850 horsepower. But soon enough, four figures came into sight, and the engineers clearly went power mad. How can a major automaker reliably produce so much from just 5.5 liters of displacement? First of all, the LT7 engine clearly resembles the naturally aspirated Z06’s screaming LT6 with its flat-plane crank, but now features revised air routing to handle more intake and exhaust from the cylinders. Those turbos are also the largest ever fitted to a production vehicle, capable of pushing 24-25 psi of max boost right up as close to the limit of rotational velocity as possible before the internal vanes would simply shear off and detonate the engine.
In testing, Chevy even broke a couple of dynos before eventually reaching the final output of 1,064 horsepower, which allows for a claimed 0-to-60 time of just 2.3 seconds. That figure bordered on the edge of believability, though, due to the ZR1’s rear-wheel-drive layout, until real-world testing proved that the car might be even quicker thanks to the prodigious grip of the massive 345-millimeter-wide rear tires.
The rest of the ZR1’s recipe follows in similar fashion, with more cooling and aero to complement the prodigious power. At COTA, the track setup looked somewhat like the naturally aspirated Z06, but with every dial turned up to 11. So much so that I hit my highest top speed ever, roaring up to 181 miles per hour on the long back straight, early in the day. But the most insane part of that mind-blowing achievement was how calm and capable the ZR1 felt—a testament to the C8’s inherent chassis stability as much as anything else.
Adjusting to a World-Class Track in a World-Beating Supercar
Chevy had started us out in a fleet of base Z51 Stingrays the afternoon before, to help burn off any jitters while adjusting to COTA’s surprisingly tricky twists and turns in a car with 495 horsepower on tap. I had never driven the circuit before, but even just warming up in the Z51, I crested well over 140 miles an hour, which helped me build up a bit more confidence ahead of the next day in the ZR1.
As with the Z06, which now slots in between the Z51 and ZR1, Chevy offers two main configurations: a softer, more road-biased chassis (option code FE8) equipped with Michelin Pilot Sport 4 S tires or the more hardcore FEJ package that adds stiffer springs, revised MagneRide shock damper tuning, and Cup 2 R tires.
Then there is the choice of aero, which starts with a low-drag standard configuration that allows for the ZR1’s top speed of 233 miles per hour—another real-world stat that Chevy hit last year at Papenburg, Germany, with GM President Mark Reuss behind the wheel (also setting a record for the highest top speed of any car in the world under $1 million). For shaving lap times, rather than setting top speed records, the optional ZTK aero package adds a larger Gurney flap ahead of the front heat extractor, dive planes, and an enormous wing to produce total downforce of 1,200 pounds.
Adding the ZTK package cuts into that potential top speed, but it was a worthy tradeoff at COTA, where I relied more on downforce at threshold braking while trying to haul down from 181 miles an hour before the next corner. Plus, a bit more grip while ripping through tight turns and wide sweepers alike only emphasized the C8’s mid-engine balance. By just a few laps into my first stint in the “base” FE8 ZR1, I already started putting enough pressure on the PS4S tires to sense some slip-and-slide fun. Then we stepped up to the more hardcore FEJ and ZTK cars.
Hitting Full Throttle with the Hardcore FEJ and ZTK Packages
Immediately, I noticed renewed feedback from the front end, as the grippier Cup 2 R tires absolutely glued to the tarmac. But revised programming for the electronically assisted steering also shone through, too. Meanwhile, the ZR1 could now put down all that power much more effectively, stomping out of corners with far more punch and hitting higher speeds through every portion of the track than I ever expected from something that weighs over 3,500 pounds. The sheer physics of going so fast seemed to melt my brain, and I legitimately struggled to find the speed I knew the ZR1 could handle. Almost lucky, then, that for full-throttle sessions, the fuel tank starts to run dry after just eight to ten laps.
After a quick stop to top up on 91 octane, I roared back out onto the track determined to push harder, and harder, and harder. But the ZR1 just took everything I threw at it without any concern, as shown by the oil temp gauge rarely climbing above 220-degree Fahrenheit. All this on a hot and humid Texas afternoon, when engineers estimated the engine probably detuned itself by around 5-10% to prevent heat soak in the turbos.
Not bad, to say the least. Yet even as much as I reveled in the engineering prowess of the more hardcore FEJ and ZTK packages at COTA, I suspect the ride quality likely ends up far too stiff for enjoyable driving on public roads—even with the MagneRide dampers set to their softest mode. I’ll need more time alone with the ZR1 to be certain, though somehow I doubt that GM will allow journalists much in the way of unsupervised fun with such a boisterous car.
The only way that Chevy – or any automaker, for that matter – can responsibly sell a rear-wheel-drive supercar this powerful comes down to modern traction control programming. At COTA, we stayed in Sport mode, and I noticed frequent power cuts when pushing out of corners or rolling over curbs under acceleration. Eventually, ZR1 owners will no doubt figure out how to turn off the electronic nannies entirely and discover how quickly this beast can wind up and spin out, which explains why so many cars, ever since the Bugatti Veyron eclipsed that four-figure horsepower rating, tend to rely on all-wheel-drive.
Not so for the Corvette ZR1, or at least not yet until the ZR1X variant arrives later this year with an electric motor powering the front wheels to produce a combined output of 1,250 horsepower. The ZR1X will share that same widebody design with the Z06, but with the ZR1’s sacrificial front trunk, similarly enhancing the cooling capability and downforce.
The New Corvette ZR1: Conclusions
And even after a romping day at COTA, I still must admit how much the C8’s design emerges as the least appealing aspect of the ZR1. The mid-engine supercar shape looks a bit more sleek with the low aero package, but the aggressive ZTK package’s enormous wing almost entirely blocks any rear visibility. And the interior still unfortunately features a claustrophobic center console and entirely unintuitive controls. Thankfully, Chevy has already revealed an updated interior layout for model year 2026, with new screens and switchgear, plus a handle for passengers to grab onto during hard charging moments.
I’d advocate for waiting to buy a ZR1 until 2026 model years hit dealer lots, just for that reason, but the decision to sell a limited number officially as model year 2025 with the old interior may add to the rarity factor for early orders. For now, tacking on options including the electrically controlled hardtop convertible or either the FEJ or ZTK packages can easily bump the MSRP to right around $200,000 from a base price of $174,995.
But that’s still a fraction of any comparable powerful supercars, most of which rely on hybrid power and all-wheel drive to achieve such unbelievable outputs. For the sake of comparison, the 1,001-horsepower Lamborghini Revuelto starts at just over $600,000 but uses three electric motors plus a big V12. The Ferrari F80 can beat the ZR1 with 1,184 horsepower, but costs at least $3.1 million – and is also a hybrid. And the McLaren W1 will produce 1,258 horsepower from another hybrid powertrain, but starts at $2.1 million.
All those hybrid supercars occupy much more rarefied air than the ZR1, which will be available at Chevy dealers here in the United States. In many ways, the most appropriate comparison for the ZR1 will be the impressive McLaren 750S – just with the track prowess of a Porsche GT3 RS and about 400 more horsepower thrown in for good measure. What an unbelievable achievement by Chevrolet, to produce something so undeniably excessive yet surprisingly approachable and attainable, all things considered.
Though the exoticism factor might fall far short of the industry’s European supercar standouts, for now, the Corvette ZR1 represents the most affordable way in the world to purchase significantly more than 1,000 screaming internal-combustion horsepower with a warranty.
Living with Maserati’s All-Electric Grecale Folgore: A Week in the Florida Keys
Our Miami-based Editor-in-Chief is “livin’ la vida eléctrica” with Maserati’s battery- powered SUV crossover, the Grecale Folgore.
in Grecale, Maserati News, Reviews
Let’s get one thing straight: I’ve driven battery electric vehicles before, Teslas and the like, so I know all about their amazing acceleration (despite the extra weight) and super-quiet running. However, I hadn’t ever ‘lived’ with one of these cars for an extended period, testing its range and charging requirements in real-world scenarios. Adding an extra layer of jeopardy is the fact that this road trip celebrates my 10th wedding anniversary! My wife and I would like to remember this for all the right reasons, not for getting stuck in the back of beyond…
The opportunity arose following a conversation with Maserati Formula E driver Jake Hughes at the Miami E-Prix. As we spoke, a Maserati Grecale Folgore passed by, prompting Hughes to share his daily experiences with the model. He praised its smoothness, instant torque, and comfort, noting how much he missed it during a return to a combustion engine vehicle.
The only drawback, he rued, was the lack of charging infrastructure in his homeland, the UK. And this is where my number one concern lay: Range anxiety. Having run out of fossil-fuel gas once in my life (thanks to an electronic tripmeter that was lying to me) that was one time too many for me. So, it sure wasn’t about to happen on my first week of electric motoring.
Inspired, I arranged a loan of the 2025 Maserati Grecale Folgore, priced at $135,855 with options. The SUV arrived with a 91% state of charge, sufficient for our initial drive from South Beach to Key Largo. As luck would have it, our chosen villa just happened to have an Electrify America charging point less than half a mile away (trust me, this wasn’t planned) – although it was a little alarming to discover that the only other option was in Key West… That journey would be 168 miles, which was doable but rather pushing it!
Instead, our journey was a more manageable 72 miles. Once on the road, it was clear that the Grecale Folgore’s road manners are excellent. I’d heard a few unflattering stories about this model’s bumpy ride and handling in all-electric form, but it seems that was limited to pre-production cars, and this all-electric Folgore model felt just as comfortable as its ICE-powered counterpart.
The instant throttle response helped navigate Miami’s Dolphin Expressway Sunday drivers, but as soon as I hit the Florida Turnpike for the big turn south, there’s a cloud on my horizon… An actual black cloud, that’s obliterated my horizon! The Folgore’s super-quiet electric motors made my phone’s ‘severe thunderstorm warning’ alarm all the easier to hear, and we plunged into a classic summertime Florida monsoon.
Despite driving this car for the very first time, I felt confident of its wet-weather abilities, and its heavy curb weight, plus four-wheel drive, helped carve through the waves, as we ploughed into deeper and deeper water. As the lightning flashed, and the thunder rolled from all angles, it was the kind of driving conditions that if you went near a truck, you’d risk getting swamped by its bow wave. Finally, after a good 20 minutes of 35mph chugging along through the storm with the wipers going at maximum speed, we finally came out the other side and were soon back motoring in the sunshine.
Now on U.S. 1, as the road narrowed to the classic single-lane main artery of the Keys, I could relax my grip on the wheel and focus on how my range was getting on. Pretty good was the answer, and as we arrived at our destination for check-in, the SOC states the Grecale is in the low 60s. So, perhaps aided by me pootling along through the rain in MaxRange mode, that’s effectively only a third of the battery spent for 75 miles.
With vacation mode engaged, as we’re hanging here for the first four days, our trips out are for meals and local sightseeing only. But with a shift of location to Tavernier up next, I decide it’s prescient to do a top-up charge while we’re close to that charging station at Tradewinds.
Thanks to some tutelage from our road tester Gabriel Vega Cortés, I arrive at the charging station with my Electrify America app in hand and some cash pre-loaded in the account. Gabe reckons that sometimes the chargers can be a little funky to get going if you drive them from unit’s screen, plus in bright sunlight it’s a squinty task just like the gas station.
I hook up the heavy cable to the Grecale, for my first-ever electric charge, and it’s an immediate ‘no’ from the machine. Despite a satisfying clunk from the plug/socket it says the connection is no good. Er, OK… hello range-anxiety panic! Good thing this is just a trial run that I don’t really need. But now it feels like I do…
I repeat the process, and this time all is well. I swipe right on my EA app, and it’s off and running. The Folgore’s green lights next to the connector are happily flashing away to confirm electricity is flowing, so safe in the knowledge it’s charging, I lock the car and head off to Publix for groceries.
After 38 minutes, which includes a browse of an outlet mall, my app is showing an SOC of 93%. As my mentor Gabe suggests, charging is a law of diminishing returns past 80%, and it slows down substantially as you get closer to 100. Happy with my lot, and at a cost of $22.77, I disconnect the cable and set off on the short hop to Tavernier.
After pottering around there for a few more days, our full final day of vacation involves an 88-mile round trip to the Turtle Hospital in Marathon, and after a fun time feeding some recovering sea-loving reptiles, on this drive I have a good play through the Grecale’s drive modes – including Offroad (as we take a couple of gravel avenues), GT and Sport. All seem fit for purpose, with Sport mode the most fun as it ratchets up the motor noise and squats the suspension down.
There aren’t many corners in the Keys to push any limits, but it’s clearly a car you could have fun in, and jumping into small gaps at junctions is easy with that instant throttle response. Even with 550 hp on tap, there were no nasty neck-snapping surprises when I gave it full beans to hit the speed limit asap.
In the cockpit, the column-mounted shift paddles are now tasked with adjusting the intensity of the Folgore’s regenerative braking system. I loved the one-pedal driving that allowed for, with maximum regen selected, but I didn’t quite get the sense in having the flappy paddles in the way of the indicator/wiper stalks. The gear selectors themselves are buttons sandwiched between its central displays, which upon first drive was a little unintuitive.
I really liked some of the exterior design cues, which I noticed were sporty enough to get some admiring glances – even from Porsche Macan owners – on multiple occasions. And my wife liked the interior design, which was copper-themed. Overall, it was both very pleasing on the eye and comfortable across our journey.
Ahead of the 77-mile return journey home, and with the battery down in the 50% range after our longest drive yet, I return to the charging station and couple up to the same unit at Tradewinds I used a few days earlier. Again, it refuses to comply the first time but looks to be working at the second time of asking. But as I browse the nearby outlet mall, I check the app: It’s stopped charging after just two minutes. I go back, try again. This time I stay with the car, and the same thing happens after 1m55s. By Zeus, just give me some charge!
Annoyed, I decide to switch chargers. There are two ‘up to 350kW’ stations here and the other one is available (a Genesis, impressively down to just 7% SOC, is hooked up to a ‘up to 150kW’ so I’m immediately suspicious that the higher-powered ones aren’t working) and I try the other one. This time, it’s a qualified success. The system works first time, and after a 45-minute charge I set off for home armed with 93% again. Max charging speed was 78kW, with 37.7kWh delivered for a grand total of $22.69. I will get home!
Charging electric cars is a doddle, when it works. Like Maserati’s racing ace Jake Hughes says, the electric car lifestyle is brilliant until a long distance, and that range anxiety, rears its head. As a city cruiser, Maserati’s Grecale Folgore is an excellent car; it looks great, it’s nippy through traffic, and I can confirm it’ll handle a big storm with ease. But if it was my daily driver for longer drives, I feel I’d have to become an expert in charging station locations, rather than ‘I’m getting low on gas, I’ll be sure to stop at the next station I see.’
As more and more full-electric cars are sold, is the infrastructure in America keeping up? According to reports, in the fourth quarter of 2024 some 433,843 full EVs were registered, while only 9,701 new public chargers were added – a ratio of about 45 new EVs for every new public charging port. This means a national average of 30 EVs per public charging port, highlighting the strain on charging demand – and, of course, their reliability.
Maybe my range anxiety isn’t misplaced after all…
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Porsche Panamera Turbo S E-Hybrid & Cayenne Turbo GT Set Road Atlanta Records
in Porsche News
Porsche continues to dominate Road Atlanta.
Recently, Porsche took a field trip from its North American headquarters in Atlanta, Georgia to beat the previous production electric vehicle lap time record on the iconic course with its new pinnacle performance-orietned electric vehicle: the Porsche Taycan Turbo GT. Equipped with the racing-focused Weissach Package available for the car, the Taycan Turbo GT was able to shatter the previous record set by the previous generation’s Porsche Taycan Turbo S by roughly seven seconds, a significant improvement.
However, Porsche refused to stop there. Two other Porsche models, the electrified Porsche Panamera Turbo S E-Hybrid, and the most performance-focused version of Porsche’s SUV icon: the Cayenne Turbo GT, took to Road Atlanta to set lap time record of their own. In the case of the Cayenne Turbo GT, its lap time of 1:34.38 set a new record for Performance SUVs at Road Atlanta, while the Porsche Panamera Turbo S E-Hybrid set a lap time that bested the previous Panamera Turbo S at 1:30.98.
Together with the Taycan Turbo GT’s record on the track, the Panamera Turbo S E-Hybrid and the Cayenne Turbo GT’s dominance of Road Atlanta demonstrates the incredible variety of Porsche’s performance engineering capabilities, boasting the ability to create not only an incredibly powerful electric racing-focused vehicle, but also a luxury SUV that can prove itself on the track, and a luxury sedan that uses an electrified powertrain to deliver formidable performance.
