The ZR1X, a hybrid-powered, all-wheel-drive performance machine combining brute strength with next-generation electrification, is what Chevrolet has revealed—perhaps the most ambitious Corvette ever. Revealed next to the already-intense ZR1, the ZR1X pushes the envelope even more, launching a daring new chapter for the Corvette legacy.

Under the hood—that is, more precisely under the rear deck—lies a ferocious twin-turbocharged V8 that generates 1,064 horsepower alone. The front-mounted electric motor, which brings the total output to a breathtaking 1,250 hp (919 kW), distinguishes the ZR1X, though. This makes it among the most potent production cars available as well as the most powerful Corvette ever built.

New 1.9 kWh lithium-ion battery pack upgraded from the configuration of the Corvette E-Ray powers the electric component. With 26% more charge than the E-Ray’s already strong figures, this new battery helps the front motor deliver 186hp and 145 lb-ft of torque.

GM projects that this hybrid arrangement will enable GM to launch the ZR1X from 0 to 60 mph in under two seconds. That’s faster than several hypercars from companies including Ferrari, Porsche, and McLaren.

The advanced braking system of the ZR1X helps it to manage all that power. GM’s first-ever 10-piston calipers clamped by massive 16.5-inch (420 mm) carbon-ceramic rotors sit at all four corners. Rarely seen outside of motorsports, the car slowed down from 180 mph to 120 mph using a peak braking force of 1.9 Gs during testing at Germany’s Nürburgring.

Performance goes beyond mere acceleration and stopping. The ZR1X also runs amazing top speeds. Up from 150 mph in the E-Ray, its front axle disconnects at 160 mph (257 km/h), so enabling lower drag at higher speeds. Notwithstanding adding ballast to replicate future improvements, the ZR1X can reach 233 mph (375 km/h)—the same top speed the ZR1 hit at Papenburg.

With all this extra technology, weight has risen. Chevy approximates the ZR1X adds over the Z51 Stingray to be 500 pounds (227 kg), possibly tipping the scales near 5,000 pounds (2,268 kg) in convertible form.

Still, the ZR1X goes beyond simply straight-line dominance. For a car this size, Chevy says it can simultaneously sustain 1 G of both lateral and longitudinal acceleration—a difficult feat. That results from major improvements to the traction and stability control systems. Although Chevrolet has corrected these in the ZR1X, the E-Ray suffered with torque steer and motor disengagement.

Ensuring sensor dependability proved to be the toughest task according to Chief Engineer Josh Holder. Tire deformation at great G-forces would distort sensor readings. Chevrolet’s answer was to overhaul the software of the vehicle to guarantee improved stability and predictability—even in strong acceleration.

Designed especially for the track, the ZR1X also boasts several fresh driving modes including Endurance and Qualifying. It also brings a Push to Pass mode, which unlocks all 1,250 hp for brief bursts of highest performance.

Important for pushing this much power through all four wheels, regenerative braking allows the car not only to harvest power from the front motor but also engage the rear friction brakes to stabilize the behavior.

Chevy has interesting limited torque in first and second gear. But this protects the driveline, not slows down the car. Adding torque is useless, as Holder points out, when the tires cannot manage it.

Not yet official language on full-electric range. The E-Ray ran just 3 to 5 miles (5–8 km) under 45 mph; the ZR1X most likely won’t stray far from that.

Although pricing has not been disclosed, the ZR1X will provide hypercar-level performance at a fraction of the price of its European counterparts based on the $174,995 MSRP of the ZR1.

Aimed for roads in 2025, the ZR1X is not only a fast Corvette but also a potentially significant American performance car of the decade.