New Chevrolet Corvette ZR1 Tackles Supercars With 1,064 HP Of V8-Derived Power
The ZR1’s magical RWD V8 powertrain makes it the most powerful production ‘Vette ever.
The modern C8 Corvette may have the proper looks to compete with other exotic mid-engined machines, but the rest of the package hasn’t quite blown the Europeans out of the water. That’s all changing dramatically with the arrival of the new ZR1, which returns as an absolute supercar slayer with an earth-shattering 1,064 horsepower and 828 lb-ft of torque derived solely from its 5.5 liter, flat plane-crank LT7 twin-turbo V8. And it isn’t just about the impressive output. GM engineers blasted the ZR1 through its first quarter mile in under 10 seconds, and all four test runs around Germany’s Nürburgring racetrack saw the ‘Vette eclipse 200 mph in its first lap. But get this: it won’t even be the range-topping Corvette, as a flagship Zora model is still to come. We can only imagine what that will bring.
Behind the seats, the Corvette ZR1’s new heart comes in the form of a 5.5 liter, twin-turbocharged DOHC flat-plane crank V8 known as the LT7. It’s based on the same general “Gemini V8” architecture as the LT6 that powers the Corvette Z06, but for the first time it adds a pair of turbochargers into the mix. But these twin turbos aren’t the only change, as engineers tinkered with just about everything to squeeze out as much power as possible. That includes an entirely new intake system finished in a sparkly Edge Blue (a tribute to the C6 ZR1 “Blue Devil”), new pistons and head castings with a lower compression ratio, strengthened connecting rods, an anti-lag system to boost engine response, and the implementation of both port and direct fuel injection.
In the end, this eight-cylinder powerhouse delivers 1,064 horsepower at 7,000 rpm and 828 lb-ft of torque at 6,000 rpm. And yes, that makes it the most powerful V8 ever produced by an American automaker, and it’s got more punch than any factory Corvette that came before it. GM estimates that the ZR1 can rocket across the quarter mile in under 10 seconds, before reaching a face-melting top speed of 215 mph.
And to accommodate the mind-boggling power output, Chevrolet also made some adjustments to the eight-speed dual-clutch automatic that sends it all to the rear wheels. While this unit is essentially carried over from the C8 Z06 with identical gear ratios, those gears are now wider, and there are strengthened input and output shafts alongside a revised oiling system. Chevrolet also made sure to limit torque in the first two gears to keep that transmission from blowing up, though the first 800 lb-ft still arrives at 3000 rpm.
With all those horses onboard, it’s no surprise that this ZR1 will have a braking system capable of grounding the earth’s rotation to a halt. Its exclusive set of carbon-ceramic rotors are the largest to ever come with a factory Corvette, measuring 15.7 inches in front and 15.4 inches in the back, and they have been designed to last longer and better withstand heat. This whole setup allows the ZR1 to rocket from 80-200 mph and back to 80 mph in just 24.5 seconds.
The ZR1 also has the hardware to support its unhinged behavior, starting with a wide range of aerodynamic and cooling improvements. Up front, the hood has been redesigned with a pass-through design that directs air into the heat exchanger behind the front grille and out through the hood for increased downforce, though the tradeoff here is the deletion of the front trunk. The distinctive side intakes have also been revised to accommodate air ducts that route cool air to the rear brakes, and new carbon fiber inlets on the rear hatch direct fresh air to the LT7 engine.
The vehicle’s body as a whole has been designed to reduce drag, and the front splitter, roof, and rocker moldings are clad in lightweight carbon fiber. Buyers looking to shed even more weight can also opt for the carbon fiber wheels, which take away 40 pounds of unsprung mass compared to the ZR1’s standard aluminum wheels.
This high-end ‘Vette also comes standard with Magnetic Ride 4.0 dampers to smooth things out from the wheels, which take on a staggered setup with 20-inch wheels in front and 21-inchers in the rear, and are wrapped in Michelin Pilot Sport 4S tires. Opt for the track-oriented ZTK package and those tires will be switched out for Michelin Pilot Sport Cup 2 units, alongside stiffer springs, front dive planes, a tall hood Gurney flap, underbody strakes, and a more aggressive rear wing. The aero bits can also be had without the rest of the ZTK goodies with the Carbon Aero package. Chevrolet says the added aero enables up to 1,200 pounds of downforce at the ZR1’s 200-plus mph top speed. Taking away the aero package lowers downforce a bit, but Chevrolet guarantees an insane 215-mph top speed as standard.
The new ZR1 also marks the return of the split rear window, an iconic design element that hasn’t appeared on a road-going Corvette since the second-gen model from the 1960s. Notice we say road-going, because the Z06 GT3.R race car was actually the first modern ‘Vette to revive the feature. The new split window isn’t just a decorative piece, as the carbon fiber “spine” between the two windows features integrated heat extractors for the engine bay to further assist with cooling.
Chevrolet will also be offering the ZR1 with the same variety of exteiror and interior colors as the rest of the 2025 Corvette lineup. That includes a trio of new colors––Competition Yellow, Hysteria Purple, and Sebring Orange––the latter of which is a nod to the previous C7 ZR1. Inside, the cabin goes unchanged, as the controversial “wall of buttons” remains despite rumors that it was going away this year. Of course, the ZR1 comes with a host of unique badges and plaques, and it also adds a boost gauge. Like the rest of the lineup, the cabin is now offered with Habanero upholstery alongside a new blue stitching option and exclusive stitching on the doors for the 3LZ trim level. It’s also worth noting that the rear hatch matches the other Corvettes in volume, which means it can still accommodate two golf bags. But like we said before, the front trunk has been removed in favor of aerodynamics.
The C8-generation ZR1 will enter production next year at GM’s designated Corvette plant in Bowling Green, Kentucky. The LT7 engine will also be hand-built there at the Performance Build Center. While pricing hasn’t been released yet, we’re expecting things to get very close to the $200,000 threshold, and specced-out models with the ZTK package will undoubtedly demand real supercar money.
Image Credits: Chevrolet
Audi Waves Goodbye To Two-Door Cars As A5 Coupe And Cabriolet End Production
The next-generation A5 will be limited to sedan and wagon body styles.
Audi has been spending its recent years working on adjusting its lineup for what sells, but unfortunately, today’s buyers are no longer in favor of coupes and convertibles. For that reason, the A3 Cabriolet, TT, and R8 have already been cut from the lineup, and now the final nail in the coffin for the Audi two-door comes with the death of the A5 Coupe and A5 Cabriolet.
The automaker recently detailed its 2025 lineup for the United States, but its last remaining two-door models were notably absent. Audi ultimately confirmed that the A5 Coupe and Cabriolet, along with their hotter S and RS counterparts, are departing from the lineup for good with no replacement in line. Now that every coupe and convertible offered by the brand has reached the chopping block without fanfare, you’ll have to settle with a sedan or crossover from now on. Buyers will have no problem with that, as low demand for less practical two-door vehicles is exactly what led to this decision.
Audi isn’t the only German automaker to eschew coupes and convertibles, as BMW and Mercedes are simplifying their two-door lineups as well. However, Audi is the first to completely phase out this body style. While it has promised that the TT and R8 will return in electric form someday, the chances of getting another gas-powered coupe or convertible is next to zero. That’s because with VW Group’s looming 2033 EV-only deadline, it would be much safer for the brand’s last crop of combustion models to consist of SUVs and four-door cars.
While the coupe and convertible have left the stable, the A5 nameplate will be entering another generation for the 2025 model year. A new A5 sedan will serve as a replacement for the current A5 Sportback and the A4, though the latter of which will eventually return in electric form. Audi will also be offering an A5 Avant wagon, though it won’t be sold in North America.
Image Credits: Audi
The Ford Capri Has Returned As An Electric SUV, And People Don’t Like It
The revived Capri shares its underpinnings with VW, and will be exclusive to Europe.
Taking an iconic sports car’s name and slapping it on a crossover is a bold maneuver, but automakers are doing it anyway in the name of profit. The latest nameplate to fall victim to the SUV craze is the Capri, which will be reserved for the Old Continent just like its predecessor. But that’s just about where the similarities end.
This new Capri takes on an interesting sedan-crossover mashup body style reminiscent of the Polestar 2, which is a far cry from the original “Euro Mustang” that roamed the streets from the late sixties to the mid-eighties. It’s also electric, and it gets its underpinnings from Volkswagen’s MEB platform. So like the Explorer EV introduced for Europe last year, this repackaged Volkswagen ID.5 technically isn’t even a Ford.
While the revived Capri is receiving much backlash for its looks, we have to admit that Ford executed the coupe-SUV styling quite well. Unsurprisingly, it’s a near match with the Volkswagen ID.5 in terms of proportions, measuring in at 182.4 inches long, 73.7 inches wide, and 64 inches tall, with a wheelbase spanning 109 inches. Ford will offer the new Capri with 19-inch wheels as standard, but 20- and 21-inch versions will be optional too.
The Volkswagen influence continues with the powertrains, and the base setup consists of a single, rear-mounted motor producing 282 hp and 402 lb-ft of torque. That’s enough to get the crossover from 0-62 mph in 6.4 seconds, before the vehicle tops out at 119 mph. So much for instant torque––we’re sure there are some old Capris that can outrun today’s entry-level model.
The rear-wheel drive Capri supplies power to the motors through a 77-kWh battery pack, which can provide up to 390 miles of range on the WLTP cycle. The SUV supports DC fast charging at up to 135-kW, and getting from 10 to 80 percent will take approximately 28 minutes.
If you’re looking for something better suited to that old “Euro Mustang” motto, the Capri is also offered with a dual-motor variant, which uses both front- and rear-mounted motors to deliver a total of 335 hp and 501 lb-ft of torque. That means the 0-62 mph sprint gets shaved down to a swifter 5.3 seconds, and there’s a larger 79-kWh battery pack to boot. The upgraded battery supports charging at up to 185 kW, which means it can only take around 26 minutes to get from 10 to 80 percent on the fastest chargers. Range takes a slight hit compared to the RWD Capri, with 368 miles on offer.
If there’s one advantage the new Capri will have over its predecessor, it’s practicality. Behind the rear seats, the electric crossover boasts 20.1 cubic feet of trunk space, and that expands to 53.3 cubic feet when the rear seats are folded down. Somehow, the coupe-like Capri manages to offer more space than the conventionally-shaped Explorer EV, which is a result of the Capri measuring a bit longer.
The new Capri will enter production in Cologne, Germany alongside the Explorer EV. While we won’t be getting our hands on either model here in the U.S., those who want to commit sports car sacrilege can opt for the Mustang Mach-E here on our shores.
