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Car and Driver
3 hours ago
- Automotive
- Car and Driver
Well . . . The Dodge Durango SRT Hellcat Is Back Again for 2026
Dodge revealed details for the 2026 Durango lineup, quashing rumors that the current generation would end after 2025. In addition to carrying over the current generation for at least one more year, Dodge also announced the return of the V-8-powered R/T and SRT Hellcat Durangos. Pricing for the GT and R/T models is unchanged from 2025, starting at $40,490 and $51,990, respectively, while pricing for the SRT Hellcat won't be revealed until later this year. Dodge did it again. When it launched in 2021, the 710-hp Durango SRT Hellcat was only supposed to stick around for one model year. After taking a year off, Dodge's executives must've realized their stack of money bags was quickly dwindling, so they pivoted and brought the Durango Hellcat back for 2023. Then again, for a final year of production in 2024. And, as money is a hell of an enticement, once more with a slew of final editions for 2025. If you haven't caught on to the theme yet, the Durango is back for a final, final, final, final edition for 2026. Stellantis Okay, so Dodge isn't actually mentioning anything about final editions this go-around of the Durango SRT Hellcat, which could mean they're planning for more than one year of production. The brand is promising to release more details about the seven-seater Hellcat in the third quarter of this year. Along with the high-powered model, Dodge released details on the rest of the 2026 Durango lineup, which includes the V-6 GT model and the V-8 R/T trim. The GT carries over to 2026 unchanged, down to the price, which starts at $40,490. The R/T model adds two new wheel options and brings back the $5990 Tow 'N Go package as a stand-alone option. There's also a new $3495 Blacktop Redline package that adds 20-by-8.0-inch Black Noise wheels, blacked-out badging, and special SRT spoilers for the front and rear. The R/T trim starts at $51,990, the same as last year. Order books for the GT and R/T are scheduled to open in June, with cars arriving in dealerships sometime in the third quarter of this year. Jack Fitzgerald Associate News Editor Jack Fitzgerald's love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn't afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. Read full bio
Car and Driver
10 hours ago
- Automotive
- Car and Driver
Tested: 1990 Chevrolet Corvette ZR-1 Is an Undercover Supercar
From the April 1990 issue of Car and Driver. A word of advice to you cynics in the audience: don't even think about brushing off the new ZR-1 as just a Corvette with more horsepower. After two weeks and 2179 miles with a production-line version, we're here to report that the ZR-1 is something else entirely. Its 375 hp does more than propel it to dizzying speeds—that massive allotment of power catapults the ZR-1 to a completely new plane, the rarefied realm where a car becomes more than just a car. To a certain cadre of knowledgeable enthusiasts, the ZR-1's reputation has already assumed mythic proportions. After a slew of rave pre-production reviews, this brutal Corvette has become a spiritual icon, ready to take its place in the car guy's house of worship next to such awe-inspiring legends as the Cobra, the Hemi, and the Countach. During our time with the ZR-1, we professional skeptics turned up ample evidence of its heroic status. Don Johnston | Car and Driver Item: An ad in the Chicago Sun-Times shows a Chicago-area Chevy dealer offering a new ZR-1 for $112,500, which is nearly double its list price. Item: A C/D editor is approached at a local eatery by a trio of college-age youths. "That your Corvette, sir?" one of them asks. "Yes, it is." "But it has square taillights." "Well, yes, it does." "But only ZR-1s At which point the three bolt for an up-close look, leaving behind a unanimous "Wow!" as they charge out the door. Item: On the test track, the car pictured here rips a 176-mph hole through the air as it barrels around the Transportation Research Center of Ohio's 7.5-mile high-speed oval. Among U.S.-specification production cars, only a healthy Ferrari Testarossa would be able to equal that performance. Don Johnston | Car and Driver It's been nearly twenty years since Chevrolet offered a Corvette with anything like this brand of speed (the last of the monster big-block engines was emasculated at the end of the 1971 model run), so it's not surprising that the faithful have been eagerly awaiting the 3000 ZR-1s that Chevrolet will produce this season. As fast as the legendary Corvettes were, the ZR-1 has more top end. And with its 4.6-second 0-to-60-mph time and 12.9-second, 111-mph quarter-mile clocking, it's the quickest-accelerating Corvette we've ever tested. It's also the quickest U.S.-legal production car on the market. Not even the Testarossa can stay with it through the gears. All of this makes the ZR-1 immune to the normal market forces at work on most other automobiles. This is not a car in the conventional sense; it's an object of desire, a toy, a piece of history. At this plateau, the standards of comparison change. Suddenly a lot of things don't matter anymore. It's silly to criticize a Testarossa for its antiquated switch gear or a Countach for its plain upholstery. Likewise, Corvette ZR-1s will be snapped up at premium prices regardless of whether they are exemplary all-around automobiles. But will they be valued for the right reasons? They will by everyone who buys a ZR-1 for the purpose of exercising it. If our two weeks behind the wheel taught us anything, it's that the ZR-1 is as exotic as any Ferrari or Lamborghini. It's just different, with its own special way of delivering its prodigious performance. And as with any exotic, to enjoy it you have to have a taste for the particular way it goes about its business. Don Johnston | Car and Driver If your taste runs to brutish, you'll love the ZR-1. That's no criticism. A ZR-1 in full song is a dead-serious automobile blunt and worthy of respect. Its bellicose engine note will fill your gut with adrenaline, and its raw power will make you think twice before burying your right foot in the carpet. You don't unleash this car casually. It's the ZR-1's engine, called the LT5, that sets it apart from standard-issue Vettes. Sure, the ZR-1's rear fenders are stretched and stuffed with massive 315/35ZR-17 rubber and its tail-end styling is slightly different, but only the cognoscenti will notice. The 375-hp, 32-valve, 5.7-liter V-8 is what puts the demon in this car's soul. The engine's sound alone will make you a believer. Plant your right foot in any gear at any rpm and you hear something wonderful. At 1500 rpm, the LT5 sounds flatulent and full, like a 1950s hot rod with glasspack mufflers. By 2000 rpm, you pick up the distant beat of drums. At 3000 rpm, the drumbeats turn into mulled machine-gun fire. By 4000 rpm, the engine note is loud and hoarse; now the LT5 is deep-breathing in earnest. From 4500 rpm to the 7000-rpm redline, the lusty V-8 emits a headstrong, metallic cry, like a giant circular saw ready to slice through anything in its way. Don Johnston | Car and Driver The sweetly violent soundtrack booming through the cabin is entirely appropriate considering what's happening outside. At full throttle in first or even second gear, the ZR-1 rears up like a startled stallion and lunges ahead. If the road is wet, it will spin its wheels all the way to 80 mph, despite its limited-slip differential. What's even more impressive is how long the thrill of acceleration lasts. Most cars begin to fade at 80 or 90 mph, but the ZR-1 hurtles on as if possessed. Keep the throttle down on a two-lane road and the trees blur into a turbulent tunnel. Bursts of 100 mph or more are possible even on short straightaways. As fast as the ZR-1 is, there is a practical limit to its performance. Even in the relatively uncrowded Midwest, it's hard to find enough clear, straight highway to wind the ZR-1 beyond 140 mph comfortably. Indeed, running a ZR-1 anywhere near its top speed will take cunning and planning. We went to the TRC oval to ensure that we could go nearly three miles a minute in complete safety. Don Johnston | Car and Driver This car's real worth only emerges when you use it hard, because if you don't, you'll forever wonder what all the fuss is about. If you baby the throttle and shift at 2500 rpm, the ZR-1 is as docile as any regular Corvette. Even an expert would have a hard time detecting that this is the wild-animal version. There is little to tip you off inside the cabin. From the driver's seat, the ZR-1 looks nearly identical to its less powerful stablemates. Only the 7000-rpm redline on the tach, the removable engine-power key in the dash (it lets you dial the engine's horsepower back by about a third to cool the ardor of curious parking valets), and the bothersome glare of the "full engine power" light distinguish it from its lesser brethren. Don Johnston | Car and Driver Easy driving also reveals that the ZR-1 comes standard with all the vices and virtues of normal Corvettes. The fiberglass body creaks and groans—our brand-new test car loosened up considerably in the short time we had it—and the big glass hatch flutters annoyingly at high speed. Everyone who drove the car complained about the zoomy, new-for-1990 dash and its hard-to-read instruments. Nor is the interior's fit and finish anywhere near what it ought to be for a car in the 30-grand range, let alone one costing nearly twice that much. Of course, the ZR-1 also delivers all of the good things we've come to expect from Corvettes. Once again we find ourselves singing a chorus of praise for the Vette's race-car-sharp handling. (Experts will detect more understeer than in the standard car, thanks in part to the ZR-1's wider rear tires, which provide more bite at the back.) The massive, ABS-equipped brakes are superb. The cockpit-adjustable shock-absorber system works admirably, and the six-speed manual gearbox—the only transmission offered—is a joy to row. Don Johnston | Car and Driver It's the ZR-1's split personality that distinguishes it from the rest of the world's exotic iron. Compared with, say, a Lambo or a Ferrari, the ZR-1 is almost invisible; you don't encounter inquisitive stares every time you roll up to a stoplight. Passers-by never pigeonhole you when you're trying to make a clean getaway. If what you really want is attention, buy something else. Only a few knowledgeable enthusiasts will ever recognize a ZR-1 for what it is. To us, that's all part of the ZR-1's appeal. This is a thrilling car for driving; who cares if it's a complete bust at posing? The ZR-1 thumbs its nose at the famous-label exotics and delivers the goods in its own distinctive, cut-to-the-chase style. Maybe you like that kind of car, maybe you don't. We know which side of the argument we come down on: the new ZR-1 isn't just another Corvette. It's the Corvette. Counterpoints First things first. The ZR-1 is the best Corvette ever built. It easily outshines the revered L88s, LT-1s, and fuelies of yore. As great as those cars were in their day, none of them comes close to the ZR-1 in performance and handling. (I'd bet that a ZR-1 could even outgun a 427 Cobra on the racetrack.) Best of all, the ZR-1 is more comfortable and everyday-usable than a 176-mph car has a right to be. That said, I doubt that the ZR-1 will win over many Porsche or Ferrari aficionados. Despite its princely price, it still suffers the squeaks and rattles that plague regular Vettes. And it shares the same ergonomic shortcomings—gauges with needles that move down as temperatures move up, a cheap-looking gray dash littered with tacky orange lettering, and a blazing warning light that lasers into your eyes at night should you have the effrontery to leave the valet key in the "full engine power" position. None of this dilutes the joy that the ZR-1 brings to confirmed Vette fans. But the infidels will likely remain unconvinced. —Csaba Csere The Corvette ranked as my favorite car when I was fifteen and TV brought Route 66, wherein a Vette and two studs had their way with America. In the meantime came much experience with many cars. So I've been mortified every time the Vette was voted among our 10Best Cars. It represents a very blunt instrument: big tires and torque, little finesse or quality. Five years ago, our long-term Vette fell apart faster than it had been slapdashed together. It drove and creaked like a rolling hinge. Now the garden-variety Corvette has been surpassed by Nissan's sensational 300ZX Turbo. The fearsome ZR-1 blows off both but fails to improve on the all-around (sub)standards of the regular Vette. Despite its extra engine technology, the ZR-1 can't damp the coarseness common to all Chevy V-8s. The huge tires give good "g" but jerk you laterally over pavement ruts and seams. Nothing major feels as if it were about to fall off, but I still fear finding the pedals awash in nuts and bolts. If my feet are going to fail me, I'd rather it be my fault. —Larry Griffin Corvettes have always been like grain alcohol to me: all punch without much taste. I like sleek, fast two-seaters, but for all the potential promised by the regular Corvette—including the arrival of the fine six-speed transmission in 1989—its squeaks, shakes, and front-heavy feel prevent the car from being either rewarding or appealing. The ZR-1 is different. It's easier to drive than any Corvette I've known. Very easy, in fact, for a machine capable of reaching 176 mph and leaping to 60 mph in 4.6 seconds. Its 375-horsepower V-8 lies tame at idle and answers your commands more smoothly than the overhead-valve base engine. The ZR-1's suspension, switched to the lightest, Touring setting, is controlled and honest: you feel the road, and the feedback is welcome rather than painful. With some luck, the ZR-1's refinements and chassis development will eventually trickle down to the more accessible base car. Which would certainly give the regular Corvette the taste I'm looking for. —Phil Berg Specifications Specifications 1990 Chevrolet Corvette ZR-1 Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 3-door targa PRICE Base/As Tested: $32,479/$59,675 Options: ZR-1 package (consists of LT5 5.7-liter DOHC V-8, 11.0 x 17-in rear wheels, P315/35ZR-17 rear tires, ZR-1 bodywork, Z51 suspension with FX3 adjustable shocks, leather sport seats, 6-way power seats, low-tire-pressure warning system, sound system, and heat-absorbing windshield coating), $27,016; automatic climate-control system, $180. ENGINE DOHC 32-valve V-8, aluminum block and heads, port fuel injection Displacement: 349 in3, 5727 cm3 Power: 375 hp @ 5800 rpm Torque: 370 lb-ft @ 5600 rpm TRANSMISSION 6-speed manual CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 13.0-in vented disc/12.0-in vented disc Tires: Goodyear Eagle ZR F: P275/40AR-17 R: P315/35ZR-17 DIMENSIONS Wheelbase: 96.2 in Length: 176.5 in Width: 74.0 in Height: 46.7 in Passenger Volume: 49 ft3 Cargo Volume: 18 ft3 Curb Weight: 3527 lb C/D TEST RESULTS 60 mph: 4.6 sec 100 mph: 10.6 sec 1/4-Mile: 12.9 sec @ 111 mph 130 mph: 18.7 sec 150 mph: 30.0 sec Top Gear, 30–50 mph: 12.4 sec Top Gear, 50–70 mph: 12.3 sec Top Speed: 176 mph Braking, 70–0 mph: 162 ft Roadholding, 300-ft Skidpad: 0.87 g C/D FUEL ECONOMY Observed: 14 mpg EPA FUEL ECONOMY City/Highway: 16/25 mpg C/D TESTING EXPLAINED Reviewed by Rich Ceppos Director, Buyer's Guide Rich Ceppos has evaluated automobiles and automotive technology during a career that has encompassed 10 years at General Motors, two stints at Car and Driver totaling 20 years, and thousands of miles logged in racing cars. He was in music school when he realized what he really wanted to do in life and, somehow, it's worked out. In between his two C/D postings he served as executive editor of Automobile Magazine; was an executive vice president at Campbell Marketing & Communications; worked in GM's product-development area; and became publisher of Autoweek. He has raced continuously since college, held SCCA and IMSA pro racing licenses, and has competed in the 24 Hours of Daytona. He currently ministers to a 1999 Miata, and he appreciates that none of his younger colleagues have yet uttered "Okay, Boomer" when he tells one of his stories about the crazy old days at C/D.
Car and Driver
14 hours ago
- Automotive
- Car and Driver
2026 Honda HR-V Review, Pricing, and Specs
Specs See all specs Seating 5 Seats Powertrain Gas Drivetrain Front-Wheel Drive, All-Wheel Drive Limited Warranty 3 Years/36,000 Miles Overview The 2026 Honda HR-V takes after its larger CR-V sibling in most ways—comfort, interior space, responsive handling, and a long list of standard driver assists—but is held back by a lackluster engine and transmission combo. The HR-V's 2.0-liter four-cylinder and continuously variable automatic make for slow acceleration and generate unpleasant sounds when pushed. While this powertrain is adequate for around-town driving, we'd look at some of the HR-V's subcompact-crossover competitors for a more enjoyable experience behind the wheel. If you require a bit of speed like we do, check out the Mazda CX-30 and the Hyundai Kona with their optional turbo powertrains. What's New for 2026? Honda has upped the HR-V's standard content for 2026 and made some very subtle visual tweaks inside and out. All trims now include the 9.0-inch infotainment touchscreen (it was previously only included on the top EX-L trim), which comes with wireless Apple CarPlay and Android Auto and a wireless charging pad. The base LX now comes with rear privacy glass. There are new wheel designs, including a size increase for the EX-L's rims, which now measure 18 inches. Two paint colors join the roster—Boost Blue Pearl is new, while Solar Reflection Metallic replaces Solar Silver Metallic. Sport models get gloss-black tailgate badges, while the EX-L receives silver steering-wheel spokes, dynamic illumination for the climate control knobs, and front footwell lighting. Pricing and Which One to Buy The price of the 2026 Honda HR-V starts at $27,595 and goes up to $31,445 depending on the trim and options. LX $27,595 Sport $29,395 EX-L $31,445 0 $10k $20k $30k $40k $50k The Sport trim level offers the best value, offering a bit more standard equipment than the base LX—things like remote start, six speakers instead of four, heated front seats, and proximity keyless entry—but still coming in under $30,000. We like the look of its 18-inch black wheels, too. All-wheel drive costs $1500 extra, regardless of trim level. Engine, Transmission, and Performance While a hybrid version of the HR-V is offered outside the U.S., we get only one powertrain option here: a traditional gasoline 2.0-liter four-cylinder that's good for 158 horsepower. If that sounds familiar, it's because the same engine serves as the base powertrain in the Civic sedan and hatchback. In the larger and heavier HR-V, this engine feels particularly lethargic. Because the SUV shares its platform with the Civic, we hope that a 180-hp 1.5-liter turbo-four or a hybrid powertrain could join the lineup down the road. For now, front-wheel drive and a continuously variable automatic transmission (CVT) are the standard arrangement, but all-wheel drive is available as an option on all trims. 0–60-MPH Times The HR-V managed a lazy 9.4-second launch to 60 mph during our acceleration testing. That's over a full second slower than the more powerful non-turbo Mazda CX-30. The HR-V's lack of go-power is something you can feel every time you merge onto a highway or attempt a pass on a two-lane road. View Photos Honda Fuel Economy and Real-World MPG Fuel-economy estimates are highest on front-wheel-drive models, which are rated at 26 mpg city and 32 mpg highway. Going with all-wheel drive drops the city rating to 25 mpg and the highway rating to 30 mpg. During our 75-mph highway fuel-economy test route an all-wheel-drive HR-V returned 32 mpg, beating its EPA estimate by 2 mpg—we managed 440 miles of highway driving on a single tank of gas. For more information about the HR-V's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The HR-V sports a modern interior design inspired by the Civic's; it's both classic and attractive. The front seats are comfortable and supportive while providing a wide range of adjustments. Although it looks somewhat unadorned, the HR-V's cabin is dotted with thoughtful touches and well-placed storage cubbies. Practicality is a big part of the HR-V's appeal, and its cargo area proved large enough for seven carry-on suitcases in our testing; with the rear seats folded, we fit 22 suitcases behind the front row. View Photos Honda Infotainment and Connectivity All models now come with a 9.0-inch touchscreen infotainment system with wireless Apple CarPlay and Android Auto, as well as a wireless smartphone charging pad. Safety and Driver-Assistance Features Honda offers a host of driver-assistance technologies on the HR-V, including an adaptive cruise control system and a lane-keeping feature. For more information about the HR-V's crash test results, visit the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard automated emergency braking Standard lane-departure warning with lane-keeping assist Standard adaptive cruise control Warranty and Maintenance Coverage Honda's standard warranty package is fairly basic, and rival SUVs such as the Hyundai Kona and the Kia Seltos come with much longer coverage plans. Buyers of the HR-V will find a one-year complimentary maintenance plan, though, and that's something that the Kia doesn't offer. Limited warranty covers three years or 36,000 miles Powertrain warranty covers five years or 60,000 miles Complimentary maintenance is covered for one year or 12,000 miles Specifications Specifications 2023 Honda HR-V AWD EX-L Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $30,195/$30,590 Options: Nordic Forest paint, $395 ENGINE DOHC 16-valve inline-4, aluminum block and head, port fuel injection Displacement: 122 in3, 1996 cm3 Power: 158 hp @ 6500 rpm Torque: 138 lb-ft @ 4200 rpm TRANSMISSION continuously variable automatic CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 12.3-in vented disc/12.2-in disc Tires: Hankook Kinergy GT 215/60R-17 96H M+S DIMENSIONS Wheelbase: 104.5 in Length: 179.8 in Width: 72.4 in Height: 63.4 in Passenger Volume: 97 ft3 Cargo Volume: 24 ft3 Curb Weight: 3293 lb C/D TEST RESULTS 60 mph: 9.4 sec 1/4-Mile: 17.3 sec @ 85 mph 100 mph: 26.0 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 9.6 sec Top Gear, 30–50 mph: 4.7 sec Top Gear, 50–70 mph: 6.4 sec Top Speed (C/D est): 115 mph Braking, 70–0 mph: 172 ft Roadholding, 300-ft Skidpad: 0.80 g C/D FUEL ECONOMY Observed: 25 mpg EPA FUEL ECONOMY Combined/City/Highway: 27/25/30 mpg 75-mph Highway Driving: 32 mpg 75-mph Highway Range: 440 mi C/D TESTING EXPLAINED More Features and Specs
Car and Driver
14 hours ago
- Automotive
- Car and Driver
First Test: 2025 Chevrolet Corvette ZR1 Enters Another Dimension
In C/D's exclusive first instrumented test, the new ZR1 hit 60 mph in 2.2 seconds. It also blasted through the quarter-mile in 9.5 seconds at 149 mph. Those numbers make this Corvette ZR1 the quickest rear-wheel-drive car we've ever tested. A thousand horsepower makes a particular sound. It's a compact tornado ripping across the plains, a 30-foot swell curling across a shore break, an airlock blowing out in deep space. It's the sound of a placid afternoon breeze that was minding its own business until the 2025 Chevrolet Corvette ZR1 showed up, its twin ball-bearing turbos cramming up to 26.1 psi of boost into its LT7 5.5-liter V-8. The ZR1 is rated at a strangely specific 1064 horsepower at 7000 rpm, and you'd guess that GM aimed for an even thousand and overshot the mark. That's not the case. The horsepower goal was simply "as much as possible," and it turns out that the envelope of possibility extends to four-digit output, a 233-mph top speed, and a yet-undisclosed Nürburgring Nordschleife lap time that's likely to embarrass the $300,000-plus Mustang GTD more than a little. For a frame of reference, this year's Indy 500 qualifying average speed was 231 mph, and you can't buy Álex Palou's Dallara for a starting price of $178,195 at your local Chevy dealer. View Exterior Photos Michael Simari | Car and Driver Strap In It would be disingenuous to claim that the ZR1's performance is easily accessible. When you first climb in, it's best to treat the accelerator pedal the way a bomb-squad crew treats a wired-up bundle of explosives—careful, careful, lest you trigger the boom. Perhaps the ZR1's most important instrument-cluster display is the tire temperature readout, which gleans its information from the TPMS sensors. If the display is blue, that means you'd best not show off while leaving Cars & Coffee. If it's green, that means you'd still best not show off while leaving Cars & Coffee, but your power-oversteer spin will happen slightly farther down the road. If it's red, you're a hero because that means you drove hard enough to actually make the tires hot. View Exterior Photos Michael Simari | Car and Driver HIGHS: Straight-line performance of the gods, aero upgrades, typical excellent Corvette value. We drove the ZR1 at GingerMan Raceway in Michigan, and the morning began with cold rain. That provided a good opportunity to confirm that a rear-wheel-drive car with 1064 horsepower and 828 pound-feet of torque, wearing Michelin Pilot Sport Cup 2R tires ("not recommended for driving in wet conditions," per Tire Rack), is not ideal on a chilly, damp day. The ZR1 on wet pavement feels like a normal car on snow, with the front tires washing wide on tight corners at barely more than 30 mph, and the 345/25ZR-21 rears flaring into wheelspin at perhaps 25 percent throttle. Fortunately for us, the skies cleared, the track dried, and eventually the ZR1 got to demonstrate its talents. View Exterior Photos Michael Simari | Car and Driver Shrinks Racetracks GingerMan is a fairly compact circuit—2.1 miles—but the ZR1 is going to make every track feel tight. It's a cheetah let loose in a Chuck E. Cheese, an F-22 flying combat maneuvers in your grandma's attic, a Tyson Fury title fight held in an elevator. The ZR1's acceleration is so explosive that it's hard to find a frame of reference, but let's try. The 2006 Corvette Z06, with its 505-hp LS7 engine, hit 60 mph in 3.6 seconds. The 2025 ZR1 is almost that quick over the next 60 mph—it runs 60 to 120 mph in 3.9 seconds. In 23.8 seconds, you're at 200 mph. And that's with the optional giant rear wing slowing it down. Powering out of GingerMan's penultimate right-hand corner onto the long straight, you head uphill before the track flattens out, and the ZR1's accelerative ferocity makes that gentle transition feel like a launch ramp, the car going just a little bit light over the crest. In just about any other car, there is no crest right there, just a barely discernible transition to flatness. But behind the wheel of the ZR1, reality warps to the power. View Interior Photos Michael Simari | Car and Driver And that power is usable right off the line. The ZR1's 2.2-second 60-mph time is the best number we've ever seen from a rear-wheel-drive car and matches the all-wheel-drive Porsche 911 Turbo S. The Corvette's launch control is very clever, and very adjustable—our best results came with a 3500-rpm launch at 10 percent slip. There's a burnout mode to clean off the tires, which is both useful and a crowd-pleasing warm-up to perform before cracking off a 9.5-second quarter-mile at 149 mph. Mind you, that result was on an unprepped surface. At a drag strip sticky with traction compound, there's surely more to be had. LOWS: Needs a bigger gas tank, normcore interior, brakes and handling don't make proportional gains. Not that this is a drag car, even. The ZR1 is optimized for destroying road-course lap records, especially when fitted with the $1500 ZTK Performance package (magnetic selective ride control and the Cup 2Rs), $13,995 carbon-fiber wheels, and the $8495 Carbon Fiber Aero package. You'll know the aero package by its enormous rear wing, which helps the ZR1 generate more than 1200 pounds of downforce. Up front, the Corvette's forward trunk is sacrificed for cooling and aero, with air flowing up from under the car and through the hood. There are also brake-cooling ducts on the rear fenders and, above those, more ducts to feed cool air to the turbos. Those are the obvious ZR1 tells, but if you're still unsure what you're looking at, the split rear window is the definitive signifier of a ZR1. Besides nodding to the C2 split-window from 1963, the center panel is vented to provide yet more cooling. View Exterior Photos Michael Simari | Car and Driver As the tires warmed up and the track dried out, we began to realize that the ZR1's outsized thrust dictates a particular driving style—quick hands, early on the brakes, but stoic with the throttle until the steering is unwound. It's helpful that the LT7 provides all manner of aural feedback on its state of readiness, but basically you can assume it's ready to pounce within a fraction of a second. The turbos are integrated into the exhaust manifolds and have their own speed sensors, with the engine management system always striving to keep the turbines spooled up. Even when you abruptly back off the throttle, you hear a lingering screeee as the turbos keep spinning, a high-pitched overlay to the LT7's guttural flat-plane howl. GM knew, when it was developing the Z06's naturally aspirated LT6, that there would be a turbocharged version, so the LT7 was optimized for its mission from day one, with a new intake, strengthened pistons and connecting rods, and a whole extra port fuel-injection system complementing the direct-injection setup. View Exterior Photos Michael Simari | Car and Driver You might infer, from the dual fuel-injection systems, that the LT7 swills gas, and you'd be right. In fact, the ZR1's voracious thirst and relatively small 18.5-gallon fuel tank will be the constraining factors in track-day shenanigans. We weren't trying to set any lap records, and still the ZR1 managed barely 50 miles before demanding a pit stop. One tank that included the five-mile drive back from the gas station netted less than 4 mpg. Out on the street, the EPA reckons you'll see 12 mpg city and 18 mpg highway, hence a mandatory $3000 gas-guzzler tax. While it's a fine practice to occasionally pit in and let the red mist dissipate, the ZR1 insists you do that on a regular basis. That's for the best, we think, because the ZR1's historic leap in horsepower doesn't come with commensurate gains in braking and cornering—how could it? The ZR1's 1.13 g's on the skidpad is, of course, a top-of-the-food-chain number, but still not quite as good as the 1.16 g's we saw from the Z07-equipped Z06. (At 3831 pounds, the ZR1 weighed in at 165 pounds more than the Z06, an admirably minor gain, but still a gain.) And although the ZR1 gets upsized 15.7-inch front brake rotors, the largest ever fitted to a Corvette, its braking performance mirrors the Z06's: Stopping from 70 mph requires 140 feet of pavement, and 100 mph is scrubbed in 273 feet, compared with 139 feet and 274 feet for the Z06. View Interior Photos Michael Simari | Car and Driver The interior, too, is a doppelgänger for the Z06, if not the base Stingray. There's a boost gauge and a ZR1-specific Top Speed mode, which basically tells the stability control that you plan to go extremely fast in a straight line, but the base 1LZ interior on our test car is standard-issue Corvette. Our test car was very superleggera, lacking even heated seats, but who needs creature comforts when you've got 1064 horsepower? That should occupy your full attention. How We Got Here It's tempting to look ahead and ponder the Corvette team's next move—hey, what if you combined the E-Ray's hybrid all-wheel drive with the ZR1's engine?—but we think the ZR1 merits a moment to reflect on how incredible it is that this car exists. Back in the bankruptcy-era days of the 638-hp C6 ZR1, Chevy wasn't even sure if it could improve on the 505-hp Z06's 60-mph time because the rear tires were already at their limit all the way through first gear. Then Michelin worked some magic, and the ZR1 shaved off a few tenths. But at the time, 638 horsepower was all the Corvette could handle and then some. View Exterior Photos Michael Simari | Car and Driver The seventh-generation Vette brought the 650-hp Z06 and the 755-hp ZR1. As one Corvette engineer told us, "You'd drive the Z06 for a week and think, 'Eh, it could use another hundred horsepower.' You never drive a ZR1 and think it could use another hundred horsepower." And yet, here we are. They added another hundred horsepower. And another hundred after that, and another hundred after that. And then nine more for good measure. Prior super-Vettes, as good as they were, played by rules established in 1953: front engine, rear drive, and (almost) always a pushrod V-8. The new ZR1's sole guiding ideology is the pursuit of maximum capability, and so it makes an exponential leap in performance—who'd have thought that 755 horsepower would ever seem quaint, let alone so soon? View Exterior Photos Michael Simari | Car and Driver The benchmarks are moving fast. The 1990 ZR-1's 375 horsepower, so staggering in its day, is now considered a normal output for a family SUV. Will 1064 horsepower ever seem normal? We doubt it, but if you're stout enough to want a taste of that future, the ZR1 is ready right now. As for whether you're ready for it, there's only one way to find out. VERDICT: Chevy builds an earthbound rocket. Specifications Specifications 2025 Chevrolet Corvette ZR1 Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa PRICE Base/As Tested: $178,195/$205,265 Options: carbon-fiber wheels, $13,995; ZR1 Carbon Fiber Aero package, $8495; ZTK Performance package, $1500; Competition sport bucket seats, $995; body-colored split-window trim, $995; microsuede-wrapped steering wheel, $695; black exhaust tips, $395 ENGINE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port and direct fuel injection Displacement: 333 in3, 5463 cm3 Power: 1064 hp @ 7000 rpm Torque: 828 lb-ft @ 6000 rpm TRANSMISSION 8-speed dual-clutch automatic CHASSIS Suspension, F/R: control arms/control arms Brakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.4-in vented, cross-drilled carbon-ceramic disc Tires: Michelin Pilot Sport Cup 2R ZP F: 275/30ZR-20 (97Y) TPC R: 345/25ZR-21 (104Y) TPC DIMENSIONS Wheelbase: 107.2 in Length: 185.9 in Width: 79.7 in Height: 48.6 in Passenger Volume: 51 ft3 Trunk Volume: 9 ft3 Curb Weight: 3831 lb C/D TEST RESULTS 60 mph: 2.2 sec 100 mph: 4.5 sec 130 mph: 7.1 sec 1/4-Mile: 9.5 sec @ 149 mph 150 mph: 9.7 sec 170 mph: 13.1 sec 200 mph: 23.8 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 3.0 sec Top Gear, 30–50 mph: 1.8 sec Top Gear, 50–70 mph: 2.0 sec Top Speed (mfr claim): 225 mph Braking, 70–0 mph: 140 ft Braking, 100–0 mph: 273 ft Roadholding, 300-ft Skidpad: 1.13 g C/D FUEL ECONOMY Observed, Track/Street: 4/13 mpg EPA FUEL ECONOMY Combined/City/Highway: 14/12/18 mpg C/D TESTING EXPLAINED Reviewed by Ezra Dyer Senior Editor Ezra Dyer is a Car and Driver senior editor and columnist. He's now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. Tested by David Beard Managing Testing Editor David Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto.
Car and Driver
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- Car and Driver
View Interior Photos of the 2025 Chevrolet Corvette ZR1
Our test car was loaded with performance options, but its interior was the base 1LZ, which is bare-bones by the flashy standards of the C8.
