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One thing I appreciate about my job is getting to sample the full breadth of the automotive spectrum. I’ll drive a Kia Niro for a week, hop out of that and into something like this: the Chevrolet Corvette ZR1. It helps me appreciate what it takes to make a good car at any price. And while there are many good cars in the world, only a few are great. The ZR1 is a shining example of the latter.
I have a full review of the ZR1 coming later, but here I want to focus on perception meeting reality. If you know about the ZR1, you likely know it for its numbers. 1,064 horsepower and 828 lb-ft of torque from a 5.5-liter, twin-turbocharged V8 that revs to 8,000 rpm; 6 minutes and 50 seconds around the vaunted Nürburgring Nordschleife; and a price that embarrasses many other machines that can claim similar lap times, starting at $200,495, delivered.
We know these things because we care about them, but I don’t think the average passerby does. I’m also not sure the average passerby notices the average Corvette. Maybe that’s changed since the C8 came out; Stingray owners, feel free to sound off in chat if I’m off base.
Adam Ismail
Say the letters “ZR1” to anyone, and they’ll blink at you; maybe they’ll assume it’s a new kind of Ozempic. But, during the four days I had the privilege of wheeling this Sebring Orange convertible around, I started to lose count of the fingers pointed (approvingly) in my direction; the strangers who stopped whatever they were doing to watch as it sailed by; the folks in my life who never before demonstrated any affinity for cars asking me about it.
Could the LT7’s all-encompassing, bone-shaking rumble have had anything to do with that? Maybe. Maybe it was that this particular car was a convertible, and I was driving it over one of the first cool, refreshing weekends of autumn. Contrary to what I expected, nobody assumed I was a trust-fund baby or that my crypto startup went public; they just saw the car and liked it.
I think people can tell the difference between the ZR1 and a Stingray, even if they’ve never once thought about it before. The lower stance, punched-out fenders, carbon-fiber-adorned chin, and aggressive radiator vent in the nose draw attention and speak a language everyone understands. They’re little, or perhaps big, hints that this one’s different—this one’s special. Plus, you know, it helps that it’s orange.
Adam Ismail
And the beautiful thing about the ZR1 is that it is that car—it drives exactly how it conveys itself. Raw, exciting, and special. Nothing else I’ve ever driven accelerates with such occasion, and for so long. Nothing else hooks side-to-side with as little steering input. This convertible also reminds me a little of the 911 GT3 S/C I sampled earlier this year; yes, they’re spiritually very different kinds of machines, but they’re both track weapons that replace big wings for folding roofs. On paper, they don’t make sense, but in practice, how could you possibly oppose them?
I’ve said it enough times that my colleagues should probably start collecting quarters in a swear jar, but in the past, my one critique of this entire Corvette generation was its design. To me, it was the FK8 Civic Type R of supercars, busy and overcompensating. I still hope the next one’s a proper reset. With the manic ZR1, though, the form and function begin to click. And if I’m happy driving it, and the world is clearly happy to see it, then I’ll happily be wrong.
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Backed by a decade of covering cars and consumer tech, Adam Ismail is a Senior Editor at The Drive, focused on curating and producing the site’s slate of daily stories.
