With the ZR1X, a revolutionary hybrid evolution of the Corvette, Chevrolet has once more changed the performance car scene. Revealed during the ZR1 launch, the ZR1X is more than just a variant; it’s a supercar killer masquerading as another.

The already terrifying 1,064-hp ZR1X expands on it by including electric power to the mix. Combining a front-mounted electric motor with a twin-turbocharged V8, its hybrid powertrain generates 1,250 hp (919 kW). This is the most potent production Corvette ever built, with almost 200 horses involved in that leap.

A redesigned 1.9 kWh battery providing 26% more storage capacity than the E-Ray’s pack forms the core of this electric upgrade. This increases the performance of the front motor from 160 hp in the E-Ray to 186 hp (132 kW) and 145 lb-ft (196 Nm) of torque. These two power units taken together let the ZR1X rocket from 0–60 mph in less than two seconds.

Still, raw speed is only one factor. Chevy loaded the ZR1X with heavy stopping capability. Complementing GM’s first-ever 10-piston brake calipers, Alcon carbon-ceramic rotors measuring 16.5 inches (420 mm) are fitted at all four corners. Using 1.9 Gs of braking force, the car was able to slow down from 180 to 120 mph (290 to 193 km/h) during testing at the Nürburgring.

Not all the time is the front electric motor kept engaged. Disconnecting at 160 mph (257 km/h)—10 mph faster than the E-Ray—it lowers drag. Chevrolet nevertheless expects the ZR1X to match the 233 mph (375 km/h) top speed attained during a test at Papenburg with additional ballast to replicate heavier conditions.

Customers have options for a removable hardtop coupe or a powered hardtop convertible, same as with the ZR1. Still, all this power and additional hybrid hardware carry weight. Possibly tipping the scales at almost 5,000 pounds (2,268 kg), the ZR1X is expected to be roughly 500 pounds (227 kg) heavier than the Z51 Stingray in its heaviest configuration.

Still, the ZR1X is not brute given its scale. Chevrolet says the hybrid system lets the vehicle simultaneously produce 1 G of both lateral and longitudinal acceleration. Updated control software fixes the oddities in the E-Ray—like torque steer and unexpected motor cutouts resulting from regen misbehavior—part of that capability.

Still, Chief Engineer Josh Holder said this “the most intelligent Corvette” yet. Engineers redesigned the system to manage sensor problems resulting from tire deformation during hard launches and cornering, so improving its intelligence. Multiple new driving modes including Endurance, Qualifying, and a high-performance Push to Pass capability that releases the car’s full power resulted from that effort.

Moreover, the hybrid brake approach is more polished. The rear brakes turn on simultaneously as the front motor gathers regenerative energy, so enhancing balance and chassis predictability.

Chevy has limited torque in first and second gear despite all that horsepower to prevent dragging the driveline—a required precaution when running much beyond the tire’s grip threshold.

As yet unknown is the distance it can cover in electric-only mode. Under 45 mph (72km/h), the E-Ray could do just 3 to 5 miles (5–8km), and the ZR1X most certainly won’t stray far from that range. Obviously, here efficiency was not the goal.

Although exact pricing is unknown, the ZR1X is expected to remain much below that of European rivals. Chevy wants to keep the ZR1X accessible—at least compared to Ferraris and Porsches—even with the hybrid bump; the ZR1 starts at $174,995.

Although deliveries for 2025 are planned, the ZR1X has already established itself as a bold, shockingly fast, and wildly ambitious leap into Corvette’s electrified future.