The ZR1X goes even further if you felt the 1,064 horsepower of the ZR1 was remarkable. It generates a mind-blowing 1,250 hp (919 kW) overall by matching that same twin-turbocharged V8 with a front-mounted electric motor. There is not a typo in that. A modified 1.9 kWh battery pack that now stores 26% more charge than we observed in the E-Ray hybrid makes this significant leap possible.

And with regard to front motor? It does not merely follow along. Improved from the E-Ray’s 160 hp, it now generates 186 hp (132 kW) and 145 lb-ft (196 Nm) of torque. Together with the roaring V8 of the ZR1, this hybrid system is supposed to propel the ZR1X from 0–60 mph in under two seconds. That is electric vehicle territory, but here it is coupled with the visceral sound and feel of a combustion engine.

Chevy is not stopping in a straight-line fashion. They have fitted the ZR1X with a huge braking system to control that performance. Alcon’s first-ever 10-piston calipers complement a set of 16.5-inch (420 mm) continuous-weave carbon-ceramic rotors at all four corners. These brakes, which dropped from 180 to 120 mph (290 to 193 km/h), pulled an amazing 1.9 Gs of deceleration during tests at the Tiergarten section of the Nürburgring.

Although the new front electric motor adds to the all-wheel-drive system, it deftly disconnects at exactly 160 mph (257 km/h), 10 mph above the E-Ray. Thanks to a low-drag aero arrangement, the ZR1X is expected to match the top speed of 233 mph (375km/h) even with this disconnection. With added ballast no less, simply to demonstrate that the ZR1X had more to offer, that figure was already reached at Papenburg, Germany.

And the ZR1X has not sacrificed usability in spite of its great performance. It will be available in both removable hardtop coupe and power-retractable convertible forms, same as the ZR1. Performance does, however, have a weight—a cost. The ZR1X should tip the scales somewhat heavier than the Z51 Stingray—around 500 pounds (227 kg.). This hybrid hypercar could approach an amazing 5,000 pounds (2,268 kg) in its heaviest spec.

Still, this is no one-trick pony. The ZR1X transcends simple brute force. GM claims one G of lateral and longitudinal acceleration can be handled concurrently. That means it confidently shapes corners even as it blasts forward. Many of this capability is derived from significant software changes based on the sometimes erratic front-axle regen and traction control of the E-Ray.

That earlier hybrid had certain oddities. Reports of reverse torque steer and complete front-motor disconnections in less-than-ideal circumstances Lead by Chief Engineer Josh Holder, Chevrolet’s engineering staff knew they had to improve. Thus, tuned to manage the extreme deformation of the tires under high G-loads, the ZR1X gets reworked traction and stability systems.

The end effect is a smarter car as well as a faster one. Apart from the conventional Tour and Weather settings, the ZR1X features track-specific modes including Endurance and Qualifying. Additionally for the first time in a Corvette, there is a “Push to Pass” button that instantly releases the full 1,250 horsepower for either overtaking or time attacks.

The way the hybrid system controls energy recovery is one of its fascinating aspects. While the front-axle motor harvests power during braking, the rear friction brakes engage concurrently. Holder says this keeps chassis predictability under braking, particularly at the limit, consistent.

GM has set torque limits in first and second gear to guard the driveline even with all this capability. “We are well beyond the tire’s traction constraints anyhow,” Holder told Ars Technica. “So it simply keeps the system from tearing itself apart; it does not slow the car down.”

Regarding range specifically for electric-only use? That remains a riddle. At speeds less than 45 mph (72km/h), the E-Ray could only cover 3 to 5 miles (5–8km), and Chevrolet has not yet stated whether the upgraded battery pack will extend that range in the ZR1X. Clearly, though, efficiency did not rank highly here. It was performance.

Regarding price, there is also no official word. However, given the ZR1 starts at $174,995, the ZR1X is probably going to remain under the stratospheric price tags of its European rivals—think of Ferrari’s F80 or Porsche’s forthcoming, yet still secret hypercar.

Chevrolet acknowledges that building this car was not simple. “It’s a very different experience when you apply the throttle pedal in sensible levels in a 1,064 hp or 1,250 hp car,” Holder said. This is not merely another performance vehicle. One has to be delicate about this.

Deliveries for the ZR1X should start someplace in 2025. It’s safe to say that this hybrid Corvette has the ability to rewrite the rulebook and break a few records right along.