the fastest one 2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed Now that Chevrolet can fit turbos to the Corvette, it's gone and done just that. Michael Teo Van Runkle – May 30, 2025 10:00 am | 0 Chevrolet has given its latest Corvette variant a four-figure power output to go with a six-figure price tag. Credit: Michael Teo Van Runkle Chevrolet has given its latest Corvette variant a four-figure power output to go with a six-figure price tag. Credit: Michael Teo Van Runkle Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more Chevrolet provided flights from Los Angeles to Austin and accommodation so Ars could drive the ZR1. Ars does not accept paid editorial content. AUSTIN, Texas—By just my third lap in the top-spec 2025 Chevrolet Corvette ZR1, I glanced down at the speedometer toward the end of the Circuit of the Americas' long back straight and spied 181 mph (291 km/h) displayed for a split second. Not bad for Chevy’s newest flagship sports car, especially given that the $174,995 ZR1’s twin-turbocharged V8 pumps all 1,064 horsepower to the rear wheels only. The US’s only purpose-built F1 track made for an excellent setting to taste Corvette’s latest; the ZR1 also commanded your attention while conquering the steep uphill toward the first corner, then winding through a series of challenging corners with plenty of elevation change. Luckily, the car itself is an engineering marvel, and Chevy brought along a team of engineers to explain exactly how the total package comes together to enable such a breathtaking pace, as well as how Chevy can responsibly sell such a powerful car to the general public at all. The entire point of switching the Corvette’s eighth generation to a mid-engine layout was to improve weight distribution and allow the Corvette to compete against much more exotic competition from European OEMs like Ferrari. The front-engined car's engine bay also lacked the width to add a pair of turbos, due to the suspension and tire orientation, which dictated the use of a supercharger that kept peak power to “just” 755 hp (563 kW) in the last Corvette to wear the ZR1 badge. It's a tight fit in there. Credit: Michael Teo Van Runkle COTA reveals the ZR1's excellent balance, especially when specced with the optional aero package, carbon fiber wheels, and Michelin’s Cup 2 R tires. The tires—in effect, grooved slicks—allow for improved lateral acceleration but also the ability to consistently put the four-figure horsepower down to the asphalt. Yet Chevy’s engineers readily admitted the original target for ZR1 was just 850 hp (634 kW), until 1,000 came into sight and required some serious creativity to reach reliably. Biggest turbos ever The ZR1’s engine, dubbed LT7, shares much with the 5.5 L naturally aspirated LT6 engine in the less-powerful, cheaper Z06. It’s still a flat-plane crank with dry-sump oiling, even if clever eyes inspecting an LT6 might have noticed that the dry-sump oil tank allowed for the placement of turbos all along. The dual 74-millimeter turbos, the largest ever fitted to a production car, required new intake routing, and computer control of the wastegate actuation maintains an anti-lag boost of 6 to 7 psi even under a closed throttle. Turbo speed sensors allow the turbines to spin closer to maximum speed before the vanes physically break apart—a mechanical system typically needs to maintain a 7 percent margin of error, but the ZR1’s is more like 2–3 percent. That's a massive turbocharger, and there are two of them. Credit: Michael Teo Van Runkle The eventual power output actually wound up breaking two of Chevrolet’s dynos during early testing, we're told. So the C8’s eight-speed dual-clutch transmission also needed beefing up with physically wider gears that were shot-peened for additional strength, plus a revised lubrication system. The engine, meanwhile, creates enormous cooling demands when running at full throttle, which plays hand in hand with the downforce requirements of hitting such high speeds. Consequently, the ZR1 sacrifices its usable frunk in favor of a massive radiator, while the hood’s heat extractor also releases trapped air and feeds it over the roofline. This freed up more space for additional cooling via the front fascia, which further benefits from canard spat dive planes. On the sides, an additional inlet on the side strakes complements the enormously wide scoops that debuted on the Z06. Coupes then get a split rear window—which harks back to Corvettes of old, while releasing hot air from the engine bay—plus new shoulder NACA intakes that directly feed the air box with cooler oxygen that even creates a ram air effect akin to mild supercharging. Cooling for the ZR1 became an even higher priority, because the LT6 and LT7 employ extremely tight tolerances between the crankshaft and connecting rods, which mandates keeping the 5W-50 oil below 120° C (248° F) at all times. And the system simply works, as even on a hot and humid Texas day, I only noticed oil temperatures cresting above 104° C (220° F) occasionally. The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle The hardtop convertible ZR1 lacks the split-engine venting and shoulder intakes, while cutting into headroom so much that I skipped out while wearing a helmet. Other journalists noticed a drop-off in performance for the convertibles, and probably more so than the mild weight gains of just about 100 lbs (45 kg) might suggest. Instead, temperatures probably came into play, as the ECU drew back timing and instead allowed mild overboost of 24–25 psi to compensate for the Texas day. Even so, an engineer admitted he thought the engine was probably down 5–10 percent on power. The fact that I hit my highest-ever top speed despite the ZR1 potentially giving up somewhere between 53 to 106 hp (40–80 kW) only makes this Corvettes sound even more insane. But I essentially wound up driving the turbos, since the DCT’s gear ratios carry over from the Stingray and therefore drop out of peak power when shifting from second to third and third to fourth. I suspect nothing short of an F1 racecar feels this fast on a circuit of this size. A track designed for corner exit speeds double my pace in the ZR1 helps explain why Chevrolet declined to set us loose on public roads behind the wheel. We drove it on track—will owners cope with this much power on the street? Credit: Michael Teo Van Runkle That’s a concern for potential buyers, though, and why the ZR1’s electronics undoubtedly ratchet back the insanity. Chevy still uses Bosch’s ninth-generation traction control, which debuted on C7 and operates on a 10-millisecond loop, even if the ABS runs at 5 milliseconds—while the ESC is at 20 milliseconds. I suspect this computerized nannying slowed me down a fair amount, in addition to the torque-by-gear restrictions in first and second that purposefully protect driveline components. We’ve probably reached peak internal-combustion Corvette, which is something of a hint about the all-too-real question of where Chevy can go from here. If so, this car reaches a new level of unfathomable American ingenuity, combined with a newfound level of refinement and traction management that attempts to belie the undeniable absurdity to a minimal, arguably necessary, extent. 0 Comments

Four years ago, GM set an audacious goal: By 2035, the automaker planned to go all-electric. The company says it’s still aiming for that target. But it simultaneously lobbied the Senate to end California’s ban on new gas car sales—which was also supposed to go fully into effect in 2035. In theory, California’s policy should have supported GM’s transition. GM even recruited employees in the lobbying effort. “We need your help!” the company wrote in an email to staff, as reported by The Wall Street Journal. “Emissions standards that are not aligned with market realities pose a serious threat to our business by undermining consumer choice and vehicle affordability.”  The lobbying worked. Yesterday, the Senate voted to revoke an Environmental Protection Agency waiver that allowed California to set clean air rules that are stricter than national standards. (Congress arguably didn’t have the legal right to revoke the waiver; more on that later.) In a statement, the company said, “GM appreciates Congress’ action to align emissions standards with today’s market realities. We have long advocated for one national standard that will allow us to stay competitive, continue to invest in U.S. innovation, and offer customer choice across the broadest lineup of gas-powered and electric vehicles.”  [Photo: GM] GM CEO Mary Barra has said that the company believes in an all-electric future. The company, which began seriously investing in battery design in 2018, spent $11 billion on EV infrastructure between 2020 and 2024. It has a massive battery factory, co-owned with LG Energy, near Nashville, and another in Ohio, making thousands of battery cells per minute. It’s racing to bring down the cost of batteries, the biggest factor in the overall cost of EVs. In the first quarter of this year, GM sold 31,887 EVs in the U.S., a 94% increase over its electric vehicle sales in the same period last year. It’s now the second-largest seller of EVs in the U.S., quickly gaining on Tesla. The company plans to nearly double the number of EVs it makes this year compared to last. It has 11 models on the market, including the Chevy Equinox EV, currently the most affordable EV in the country. The popular Chevy Bolt, another affordable EV, will come back later this year. But the company argues that California’s clean car rule is moving faster than market demand. The rule sets targets that automakers have to hit each year. For model year 2026 cars, 35% of a manufacturer’s car sales in the state have to be zero-emission, or the manufacturer has to pay a fine. The target jumps up to 43% in 2027, 51% in 2028, and keeps going until new cars are 100% zero-emission by 2035. Last year, in California, around 25% of new cars registered in the state were electric. This year, as many buyers have veered away from Tesla, the percentage of EV sales could drop. GM declined to comment on whether it expects to hit the 35% target for model year 2026 cars in the state. [Photo: GM] Other states have followed California’s regulation, with the same annual targets: Massachusetts, New York, Oregon, Vermont, and Washington. Those states have even lower percentages of EV sales now. Car companies say it would be unrealistic for them to immediately meet the targets for model year 2026 that those states require. Critics argue that if demand is lower than expected, automakers themselves bear some responsibility. “That’s like the kid who says, ‘Look, I didn’t study for the test, and it’s unfair that you’re giving me a bad grade,'” says Dan Becker, director of the Safe Climate Transport Campaign at the nonprofit Center for Biological Diversity, noting that GM has “the best engineers in the world. They know how to make vehicles that meet standards and that are attractive to consumers. And they’ve chosen not to market their electric vehicles. . . . The auto industry in the United States spends $14 billion a year on advertising and other marketing. Very little of that goes to advertising electric vehicles.” EVs are facing other major challenges. The House just voted to phase out the $7,500 tax credits to buy or lease new EVs (companies that have not yet sold 200,000 EVs will be able to continue to qualify for the credits until the end of 2026; GM has already passed that limit). The House bill also ends a $4,000 tax credit for used cars that was introduced in the Inflation Reduction Act, and another tax credit for home chargers. Since EVs haven’t quite reached price parity with gas cars, the tax credits are crucial. Car companies are also facing steep costs from tariffs. A GM spokesperson said on background that the California rules could cost the company billions at a time when profits are already being squeezed by tariffs—and that’s money that the company needs to continue to be able to invest in EV development to bring costs down. GM is still losing money making EVs, though costs are decreasing as production scales up and the technology continues to advance. The Senate vote on California isn’t definitive. The Senate parliamentarian ruled that Congress didn’t have the authority to overturn the waiver that allows California to make its own clean air rules. Waivers aren’t included in the Congressional Review Act, the law that the Senate used to revoke the waiver. (The CRA allows Congress to overturn recent laws with a simple majority vote; the waiver was also granted in 2022 and arguably would also not be considered recent.) “Congress doesn’t get to amend [laws] along the way by saying, ‘Oh, well, we really meant it to be this,” says Becker. “It’s a Pandora’s box that they’re opening. If the CRA isn’t limited to rules, then you’ve opened the door as to what can be undone by the congressional action—corporate mergers that are allowed by the SEC [Securities and Exchange Commission], cost-of-living adjustments by different agencies, offshore drilling permits—who knows how this will ultimately be used. And the Republicans will not always be in charge.” California could potentially sue. “That will result in uncertainty for the industry,” Becker says. “They keep saying they want certainty. And they’re getting rid of it by demanding that Congress use an illegal mechanism to undo protections for people with lungs.” Meanwhile, EVs are growing faster outside the United States. Globally, more than one in four cars sold this year is likely to be an EV. In China, more than half of new car sales last year were all-electric. In Norway, 97% of all cars sold last month were electric. As federal support reverses in the U.S., American automakers will fall behind.

The 2026 Chevy Silverado EV is going off road — way off road — with the addition of the Trail Boss trim to the electric pickup’s lineup. The electric version of the automaker’s popular off-road trim, Trail Boss offers more capability and — insanely — even more range for the already class-leading Silverado EV.The upgraded electric truck has 2-inches of extra lift for more clearance while grinding gravel and climbing boulders, including 35-inch all-terrain tires and 18-inch wheels. Despite the added height, the Trail Boss will get a staggering GM-estimated range of 478 miles if you opt for the max range battery.And in terms of maneuverability, Sidewinder mode enables all four tires to turn in the same direction for diagonal driving. It sounds similar to the Silverado’s sister truck, GMC’s Hummer EV with its Crab Walk and King Crab diagonal driving features.1/5Image: ChevyBut Sidewinder is also available to the RST trim, so what else is cool about Trail Boss? How about a trim-exclusive Terrain mode, which offers additional control while traversing uneven trails at low speeds. Compared to other drive modes, Terrain unlocks sharper 4-wheel steer, giving drivers better ability to control torque and traction at low speeds.Speaking of power, the Trail Boss version of the Silverado EV will put out 725 horsepower and 775 lb-ft of torque when combined with the max range battery. That battery also offers a max towing capacity of 12,500 lbs along with a 2,100 payload capacity. Of course, you should expect some range loss while towing heavy loads.Chevy is also dialing up the tech, offering enhanced Super Cruise with hands-free highway driving on both the Trail Boss and LT trims of the truck. The driver assist feature is also available while towing.The automaker is also lowering the base price for the Silverado EV to $54,895, including destination charges, which is down from the previous base price of $57,095. The interior features a 17.7 inch center touchscreen alongside an 11-inch instrument gauge, which now comes standard on the Work Truck for the first time.But the Trail Boss will run a lot higher, with the extended range version starting at $72,095 and the max range blasting off at $88,695. What, you thought all that extra range would be cheap?See More:

Tech Chevy makes history at Daytona 500 with first electric pace car NASCAR’s first electric pace car blends high performance, advanced technology and racing heritage Published May 21, 2025 6:00am EDT close Chevy debuts high-powered EV prototype pace car at Daytona 500 It was the first time an electric vehicle led the field at NASCAR's most famous race. Chevrolet made history at the 67th Daytona 500 by introducing the 2025 Blazer EV SS as the official pace car. This marked the first time an electric vehicle led the field at NASCAR's most iconic race, a striking symbol of how the automotive world is shifting toward electrification while still honoring its racing heritage. The Blazer EV SS isn't just any electric SUV; it's the quickest SS model Chevrolet has ever built, and it turned heads both on and off the track.JOIN THE FREE "CYBERGUY REPORT": GET MY EXPERT TECH TIPS, CRITICAL SECURITY ALERTS AND EXCLUSIVE DEALS, PLUS INSTANT ACCESS TO MY FREE "ULTIMATE SCAM SURVIVAL GUIDE" WHEN YOU SIGN UP! A 2025 Blazer EV SS was the official pace car of the Daytona 500. (Chevrolet)Power and performanceThe 2025 Blazer EV SS is all about performance. Thanks to its Wide Open Watts mode, the SUV sprints from 0 to 60 mph in just 3.4 seconds, delivering a staggering 615 horsepower and 650 pound-feet of torque through its dual-motor all-wheel-drive system. This level of power puts it in the same conversation as some of the fastest electric crossovers on the market, rivaling models like the Ford Mustang Mach-E GT and Tesla Model Y Performance.WHAT IS ARTIFICIAL INTELLIGENCE (AI)?Beyond straight-line speed, the Blazer EV SS features front Brembo brakes, a sport-tuned chassis and a robust 102 kWh battery pack. Despite being built for performance, it still offers an EPA-estimated 303 miles of range, so it’s just as great for your everyday drive as it is for those fun weekend adventures. A 2025 Blazer EV SS was the official pace car of the Daytona 500. (Chevrolet)High-tech features and everyday usabilityChevrolet has packed the Blazer EV SS with advanced technology to enhance both comfort and safety. Inside, drivers are greeted by a massive 17.7-inch color touchscreen with Google built in, an 11-inch driver display, a premium Bose audio system and ambient lighting. The SUV also comes standard with Super Cruise, GM's hands-free driver assistance technology, adding an extra layer of convenience for long highway drives.On the outside, the SS trim stands out with 22-inch machined-face aluminum wheels, a blacked-out roof and sporty illuminated accents that signal its performance pedigree.GET FOX BUSINESS ON THE GO BY CLICKING HERE A 2025 Blazer EV SS was the official pace car of the Daytona 500. (Chevrolet)A historic Daytona 500 and a glimpse of the futureThe 2025 Daytona 500 was more than just a race; it was a showcase of Chevrolet's commitment to innovation. Alongside the Blazer EV SS pace car, Chevy unveiled the Blazer EV.R NASCAR Prototype. This all-electric prototype, built in collaboration with NASCAR and other OEM partners, is designed to explore new automotive technologies and push the boundaries of what is possible on the racetrack.Chevrolet also paced the entire NASCAR season-opener weekend, with the Corvette Stingray leading the Xfinity Series and the Silverado RST pacing the Truck Series. Fans had the opportunity to get up close to all these vehicles at Chevrolet's displays throughout Daytona International Speedway. A 2025 Blazer EV SS was the official pace car of the Daytona 500. (Chevrolet)Chevrolet's racing legacy continuesChevrolet's presence at Daytona is nothing new. The brand has now paced the Daytona 500 17 times and has more wins at the Speedway than any other manufacturer. In 2024, Chevrolet swept all three NASCAR Manufacturers' Championships, underscoring its ongoing dominance in motorsports. Chevy emblem (Chevrolet)Kurt's key takeawaysThe debut of the 2025 Chevrolet Blazer EV SS at the Daytona 500 is a milestone moment for both Chevrolet and NASCAR. It signals a future where electrification and high performance go hand in hand, blending tradition with innovation. As the Blazer EV SS led the pack this year, it's clear that the race toward an electric future is not just underway, it's picking up speed.CLICK HERE TO GET THE FOX NEWS APPIf NASCAR eventually switches to fully electric vehicles and the classic "roar of the engines" is replaced by EV silence, would you still be excited to watch the races, or does the sound and tradition matter too much for you to tune in? Let us know by writing us atCyberguy.com/Contact.For more of my tech tips and security alerts, subscribe to my free CyberGuy Report Newsletter by heading to Cyberguy.com/Newsletter.Ask Kurt a question or let us know what stories you'd like us to cover.Follow Kurt on his social channels:Answers to the most-asked CyberGuy questions:New from Kurt:Copyright 2025 CyberGuy.com. All rights reserved. Kurt "CyberGuy" Knutsson is an award-winning tech journalist who has a deep love of technology, gear and gadgets that make life better with his contributions for Fox News & FOX Business beginning mornings on "FOX & Friends." Got a tech question? Get Kurt’s free CyberGuy Newsletter, share your voice, a story idea or comment at CyberGuy.com.

General Motors is partnering with LG to develop lithium manganese-rich (LMR) batteries, which are safer, denser, and cheaper than current EV battery tech. The automaker aims to begin U.S. production by 2028 and become the first to deploy LMR cells in electric vehicles. Ford also announced it would start adopting LMR batteries for its EVs, but not until 2030. The Verge reports: GM's current crop of electric Chevys and Cadillacs use high-nickel batteries, which supply enough energy for around 300-320 miles of range. The new LMR batteries are denser, with greater space efficiency due to their prismatic shape, enabling up to 400 miles of range, GM says. Prismatic cells are packed flat in rigid cases and are generally thought to be less complex to manufacture than cylindrical cells. Less complexity and cheaper materials will hopefully lead to lower-cost EVs, which has been a significant challenge for the auto industry's shift to electric vehicles. "The EV growth rate is really dependent on how quickly we can bring the costs down over time," says GM's VP for batteries Kurt Kelty. "And this is the biggest lever we have. Batteries make up roughly 30 to 40 percent of the cost of vehicles. And if you can drop that down significantly like we're doing here, then it ends up being a lower cost to the consumer." Read more of this story at Slashdot.

General Motors plans to become the first to commercialize a little-known type of EV battery that could unlock more range for the same price by 2028.Called lithium manganese-rich (LMR) batteries, the packs use "a higher proportion of more affordable manganese, while also delivering greater capacity and energy density," GM says.GM's focus is improving range in large vehicles, particularly big trucks and full-sized SUVs. These heavy vehicles can lose range quickly, especially when towing, which is one of their main use cases. LMR packs could put their performance on-par with their gas counterparts, thanks to 33% higher energy density "at a comparable cost." That's compared with other battery chemistries available today, particularly lithium iron phosphate (LFP) cells.A battery breakthrough like this aims to make EV trucks with over 400 miles of range the new normal. Right now, only a few are able to achieve that number and for a high price. The Rivian R1T with a Max Pack battery gets 410 miles, and the GM Chevy Silverado EV truck gets up to a 450-mile range, both for around $100,000. GM is partnering with LG Energy Solutions, which holds over 200 patents related to LMR technology IP, with its first going back to 2010. GM says it began researching the batteries in 2015, and has been "accelerating" development by prototyping cells at its Wallace Battery Cell Innovation Center in Michigan.Recommended by Our EditorsThe two companies plan to commercialize the packs by 2028, with "pre-production" expected to begin at an LG Energy Solution facility by late 2027. "We’re excited to introduce the first-ever LMR prismatic cells for EVs, the culmination of our decades-long research and investment in the technology,” says Wonjoon Suh, executive VP and head of the Advanced Automotive Battery division at LG Energy Solution. "GM’s future trucks powered by this new chemistry are a strong example of our shared commitment to offering diverse EV options to consumers."There are many up-and-coming battery chemistries in the works, but this is the first time we've heard a major brand invest in LMR. Chinese EV powerhouse CATL is investing in the first sodium-ion battery. In the US, a few companies are working on solid state batteries, silicon batteries, lithium-sulfur, and more.All new battery chemistries aim to solve the biggest issues today, including high cost, heaviness, range loss, and lifespan issues. All could meaningfully change how consumers use EVs, and help put traditional gas-powered engines in the past, or at least lower costs substantially.