Chevrolet is not redoing American performance. Following the reveal of the most potent Corvette to date, the ZR1, the manufacturer shocked enthusiasts with something even more ambitious—the ZR1X, a hybrid supercar with outrageous power figures and a goal to outrun the best Europe can produce.

The hybrid system of the ZR1X pairs a front-mounted electric motor with a 1,064-hp twin-turbocharged V8 to produce a total output of 1,250 hp (919 kW). That number marks a new chapter for the Corvette nameplate and represents rare company.

A 1.9 kWh battery pack provides the electric boost; currently, it has 26% more energy than the one included in the E-Ray. From the E-Ray’s 160 hp, that increase lets the front motor generate 186 hp and 145 lb-ft (196 Nm). GM claims that the outcome is brutal acceleration: 0–60 mph in under two seconds.

The ZR1X stops as well as it moves quickly. GM’s first-ever 10-piston calipers clamped massive 16.5-inch (420 mm) carbon-ceramic rotors imported from Alcon allows for extreme deceleration. Using a 1.9 G braking force, the ZR1X slowed from 180 to 120 mph at the Tiergarten corner of Nürburgring.

High-speed runs have been the focus of optimizing the hybrid system of the car. Rising from the 150 mph of the E-Ray, the front axle disengages at 160 mph (257 km/h). Still, the ZR1X keeps the 233 mph (375km/h) top speed tested at Papenburg—shown with ballast to account for additional weight—despite that disconnect.

Naturally, this extra tech has a weight penalty. With the ZR1X expected to be 500 pounds (227 kg) heavier than the Stingray Z51, its heaviest variant—a convertible—could approach 5,000 pounds (2,268 kg).

Chevrolet says the ZR1X is as much a corner carver as a straight-line monster even with the added weight since it can sustain 1 G of lateral and longitudinal force simultaneously. New traction and stability programming, rebuilt following the early anomalies of the E-Ray including front motor disconnections and regen-induced torque steer, accounts for this.

Chief Engineer Josh Holder said that changes in software were absolutely necessary. Tires would distort enough under heavy loads to fool the sensors in the car. The new logic guarantees stability and control even at the furthest limits of grip.

Along with a special “Push to Pass” feature that releases the full 1,250 hp for brief power bursts, the ZR1X provides several drive modes—Tour, Weather, Endurance, and Qualifying. Reverse friction braking at the rear balances regenerative braking at the front to keep control under very severe deceleration.

Not to slow the car down but rather to protect the drivetrain, torque is electronically capped in first and second gear. “We’re beyond what the tires can handle otherwise,” Holder said.

Not very much electric-only range is expected. The E-Ray ran 3 to 5 miles (5–8 km) at speeds less than 45 mph; the ZR1X most certainly won’t stretch much more than that. Built solely for performance, this is not a hybrid with an efficiency focus.

Although price has not been stated, it is expected to remain far below European rivals. Starting at $174,995, the ZR1 starts X even with its additional tech could remain the most reasonably priced approach to have a 1,250-hp hypercar.

Though deliveries are scheduled for 2025, the ZR1X is already redefining what a hybrid supercar—and a Corvette—can be.