Is C8 Corvette ZR1 Production Finally About to Start Next Month?
If so, it would mark a welcome end to a bit of confusion over when the C8 ZR1 will finally be heading towards owners' hands. Late last month, a number of Mid-Engine Corvette Forum users took to that site to state that their ZR1 orders had been changed to GM's Status 3000 in the ordering system, which means it has been accepted for production. Some buyers then received notices that availability for RPO T0M, the Carbon Fiber Aero Package, was limited. This understandably led to a lot of frustration, as the high wing is required to extract the maximum performance out of the car on track. (When you have a twin-turbocharged V-8 engine making 1064 hp on deck, the desire for that added capability is understandable.)
Those cars were then kicked back down to a lower order status, with General Motors telling Road & Track that the initial Status 3000 push was an internal mixup.
But as of Wednesday, as CorvetteBlogger brought to broader attention, dealers are now reporting that ZR1 orders are being accepted for production again, with a "Target Production Week" in early May. R&T hasn't able to verify that timeline, with a GM spokesperson only stating that the cars are still on track for the second quarter of this year.
A number of forum members have also confirmed their orders with the high wing have now been moved back to the higher production status, which suggests GM was able to get a handle on the supply issue for the high wings. Given that this has been a recurring problem with every variant of the C8 thus far, that's certainly a step in the right direction.
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Miami Herald
4 hours ago
- Miami Herald
2025 Ford Mustang Mach-E vs Ford Mustang: Electric Crossover vs Muscle Car
The Ford Mustang is an icon of the automotive industry, with more than 60 years of continuous production and 10 million models sold. The American muscle car is Ford's longest-running nameplate and wields a level of name recognition few other vehicles can match. That made it a prime choice for Ford's electric crossover, and so the Mustang Mach-E was born. While the two models may share a nameplate, that's where their similarities end. The Mustang nameplate has been synonymous with performance for as long as it's been around. No matter the body style or type of powertrain, you can bet any vehicle wearing the pony car's name comes packed with power. While the Ford Mustang muscle car's performance is a given, the electrified Mustang Mach-E manages to match it. The American muscle car comes with turbocharged four-cylinder and V8 engine options. The base Mustang EcoBoost Fastback's 2.3-liter turbo comes paired with a 10-speed automatic transmission, producing 315 horsepower and 350 lb-ft of torque. If your heart doesn't desire higher performance, the Mustang starts at $31,920. For some, the Mustang just isn't itself without a V8 under the hood. The Mustang GT Fastback answers that call with a 5.0-liter V8 engine that puts out up to 486 horsepower and 418 lb-ft of torque. A six-speed manual transmission comes standard. The GT Fastback starts at $46,560, which means upgrading to a V8 engine will cost you nearly $15,000. At the top of the range is the Mustang Dark Horse, which features a modified version of the V8 engine, producing 500 horsepower and 418 lb-ft of torque. A trim-exclusive version of the six-speed manual transmission sends power to the rear wheels. The Dark Horse will cost you $64,380, but it isn't the most expensive - or exclusive - Mustang on the market. While it's more of an honorable mention, the Ford Mustang GTD is a rocket of a muscle car. Featuring a supercharged 5.2-liter V8 engine paired with an eight-speed dual-clutch transmission, the Mustang GTD boasts more than 800 horsepower. A limited production model, the upcoming Ford Mustang GTD is expected to cost around $325,000. The Ford Mustang Mach-E features a similarly complex electrified powertrain, with performance varying according to drivetrain and battery size. When equipped with rear-wheel drive and 73 kWh standard-range battery, the base Mustang Mach-E Select produces 264 horsepower and 387 lb-ft of torque. Adding a second electric motor increases performance to 325 horsepower and 500 lb-ft of torque. Upgrading to the 88 kWh extended-range battery pushes the Mustang Mach-E to 370 horsepower. While the price will vary according to the powertrain setup, the Select model starts at $37,995. Most of the base model's performance metrics carry over to the Premium trim, with one new combination making its first appearance. Combining single-motor rear-wheel drive with the standard-range battery brings 272 horsepower and 387 lb-ft of torque to the road. Notably, that combination gives the Mustang Mach-E its peak range of 320 miles on a single charge. The top-tier trim levels are where the Mustang Mach-E's performance truly shines. The GT model comes with a 91 kWh battery and standard all-wheel drive, producing 480 horsepower and 600 lb-ft of torque. Upgrading to the Mustang Mach-E Rally bumps performance to 700 lb-ft of torque. As far as pricing goes, the GT and Rally are available for $54,495 and $58,490, respectively. The 2025 Ford Mustang comes in nine trim levels, with three switching out the hard roof for a convertible top. Notably, the Premium trim levels add more luxury and tech amenities to the otherwise standard variants. The EcoBoost Fastback is available from $31,920 and wears a sporty aesthetic, with dual exhaust with rolled tips, LED lighting, and aggressive 18-inch wheels. Inside, the base model is about what you'd expect, with the exception of 13.2-inch touchscreen and 12.4-inch digital cluster displays. The convertible model starts at $40,120 and includes active noise cancellation and the security package. The EcoBoost Premium Fastback, priced from $37,545, puts an emphasis on comfort, with heated and cooled front seats joining the list of standard equipment. The convertible variant, from $43,045, comes with approach detection with welcome and farewell exterior lighting and pony projection lamps. The Mustang GT is the first trim on the range to come powered by a 5.0-liter V8 engine paired with a six-speed manual. A dual 3.5-inch exhaust, "5.0" badging, and hood vent add to the aggressive demeanor. Inside, the V8-powered muscle car gets a more upscale interior, with a leather-wrapped shift knob and flat-bottom steering wheel. That V8 engine upgrade will cost you, though, with the GT Fastback starting at $46,560. The GT Premium Fastback pushes the envelope, priced from $51,080, with a more luxurious set of amenities, including leather-trimmed seats, illuminated door sill plates, and aluminum pedals. The convertible sees its price jump by $5,500 to $56,580. The Mustang Dark Horse marks the top of the range. Starting at $64,380, the modified 500-horsepower V8 engine comes mated to a six-speed manual transmission. A MagneRide damping system comes standard, as does a drift brake. Exclusive Dark Horse badging, a hood accent stripe, and unique front and rear fascias make the high-powered model stand out on the road. The Premium version combines that high performance with a touch of luxury. Available from $69,375, the range-topping trim includes a titanium anodized blue shift knob, heated steering wheel, and 12-speaker Bang & Olufsen premium sound system. Switching gears, the Ford Mustang Mach-E boasts a plethora of tech across the range, including wireless Apple CarPlay and Android Auto compatibility, wireless charging, phone as a key functionality, driver-assist systems, and Ford's connectivity package. BlueCruise hands-free driving also comes standard, but drivers need an active subscription to make use of it. A 10.2-inch digital gauge cluster and 15.5-inch touchscreen display make the list of standard equipment as well. All Mustang Mach-E models also include a drainable frunk, which the automaker advertised by filling it with chicken wings a while back. Available from $37,995, the Mustang Mach-E Select rides on athletic 19-inch wheels complemented by LED lighting. Pony badging on the grille and liftgate nod to the nameplate's heritage. Inside, the base model includes a plethora of storage options, including an adjustable load floor with additional space underneath. A vinyl-wrapped steering wheel and black ActiveX upholstery add an upscale aesthetic to the electrified crossover. Stepping up to the Premium model will cost you $41,995, but it brings a whole host of high-end features, including a power liftgate, power-folding memory side mirrors, and power-adjustable front seats. A 10-speaker Bang & Olufsen premium sound system creates a pristine listening experience. Climate-controlled front seats and a heated steering wheel help make the Mustang Mach-E feel more like a luxury model. The Mustang Mach-E GT, priced from $54,495, brings the heat, with a 0-to-60 mph time that's on par with that of the Mustang Dark Horse and a standard equipment list to match. Athletic 20-inch aluminum wheels, red Brembo brake calipers, and a GT front fascia with illuminated pony badging give the EV an intimidating demeanor. Inside lies a performance gray interior complemented by silver stitching. Performance front seats and a GT logo on the center console lid complete the powerful interior. The top-spec Mustang Mach-E Rally boasts a unique grille shield with integrated fog lamps, trim-exclusive graphics, and 19-inch white wheels. A unique raised rear spoiler calls back to the Ford Focus RS performance model. The Mach-E Rally's interior matches the wheels with white interior accents. Sport pedals and an exclusive Rally logo mesh well with the RallySport drive mode. When all is said and done, the Ford Mustang Mach-E Rally starts at $58,490. Whereas the Ford Mustang muscle car comes in trims with varying levels of luxury, the Mustang Mach-E electrified crossover has a simpler lineup. The American pony car may have evolved over the years, but it still maintains the visceral spirit the original muscle car brought to the road. The Ford Mustang Mach-E marks the beginning of a new generation, with an electrified powertrain and upscale tech and amenities across the board. While neither model appeals to the same type of consumer, they both offer performance that the original pony car would be proud of. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Hamilton Spectator
6 hours ago
- Hamilton Spectator
An electric Corvette? And it's all-wheel drive? Yeah, it's bloody fast, too
Behind you, the low-strung bellow of a naturally aspirated, 6.2-litre pushrod V8. Chevy's LT2 small block snarls, gasps, barks and farts, the way any American-bred motor ought to. That's the past. Up front, or rather, through the E-Ray's audio system, you'll hear a synthetic, almost alien-like hum. It floods the entire cabin. It's intoxicating, even a bit annoying at times. It's a reminder that this Corvette is electrified, thanks to hybrid technology. This is the future. By the time you've come to your senses from the cacophony of go-fast decibels, you've teleported to your next destination. The 2025 Chevrolet Corvette E-Ray redefines your perception of what fast should be. It's bloody fast! But this Corvette is tremendously easy to live with. Chevrolet is unleashing its most potent Corvette yet. No, I'm not talking about the ZR1, although its 1,064-horsepower figure was already out of this world. The ZR1X combines the ZR1's twin-turbocharged flat-plane crank V8 and this E-Ray's electric motor. The combined output is a mind-boggling 1,224 horsepower. Let that sink in for a moment! Next to such colossal numbers, the E-Ray's 655-horsepower and 595 lbs.-ft. of torque (motive force) appear, well, sort of weak. But these numbers don't tell the story: it will take just 2.5 seconds for the E-Ray to sprint to 100 km/h from a standstill. It's a rocket. (I can only imagine what a ZR1X must feel like.) Look, all Corvettes are fast. But within the Corvette hierarchy — Stingray, Z06, E-Ray, ZR1 and ZR1X — the E-Ray remains a force to be reckoned with. It's a relatively unique machine in this space, given its combination of both gasoline and electric propulsion. Acura attempted this with the second-generation NSX, and we've seen some multimillion hypercars in the McLaren P1. But this is a first for an American sports car, and definitely a first for the Corvette. It's first-ever hybrid 'Vette. But don't expect the E-Ray's hybrid system to help it save fuel. It doesn't. The sole purpose of the 160-horsepower permanent-magnet AC motor installed on the car's front axle is to add 160 hp to an already potent machine. It also gives the E-Ray the benefit of being an all-wheel-drive sports car. Yes, the E-Ray can sort of drive in full electric mode, but only during a short period of time at very low speeds. The system is best appreciated in Stealth mode. The car takes off on electric power alone only to fire up its growling V8 once you've left the neighbourhood. This proved particularly handy one early morning on my way to the airport. And boy does that eight-cylinder sound glorious when it wakes up. During the week I was driving the E-Ray, Quebec got a summer's worth of rain. Chevrolet had planned to have me drive the car in the mid winter to prove a point: that the E-Ray is an all-weather sports car. But it wasn't to be. Even in late May's rain, the E-Ray's tenacious grip, aided by a set of Michelin Pilot all-season tires, turned its ludicrous performance into a normal, everyday affair. Getting to places fast in an E-Ray is a casual thing. It was comfortable. Sure, the confined, two-seat cabin isn't exactly sports sedan spacious. And you'll need to practice with your right arm placing your phone on the wireless phone charger between the seats. But except for these normal sports car compromises, the E-Ray is relatively spacious, given its small size, and it adapts well to different weather, thanks to its retractable top. There's storage. Obviously, nobody expects a Corvette to out-cargo a three-row SUV. But combining the front and rear storage compartments, you end up with enough space to fit anything from golf bags — two will fit — to a full complement of groceries. Yes, that retractable top will also fit in the rear compartment. There are things about the Corvette E-Ray I would change. I'm definitely looking forward to the updated interior in 2026. Although the 2025 model's large spine of buttons looks cool and all, it's not exactly an ergonomic success. The software lags when cycling from one drive mode to the next. That drive mode knob dial has an awkward resistance, as if Chevrolet doesn't want you to rotate it. Weird. This Corvette will brawl with McLarens and Lamborghinis all day on a racetrack, but it can serve as a formidable daily driver. The beauty of the E-Ray's electric assistance is that it takes none of the C8 Corvette's visceral, analogue, all-American flavour away. If anything, it enhances it. The Chevrolet Corvette lives on, even in the electric age. Type: Two-door sports coupe Engine: 6.2-litre hybrid V8; 655 horsepower and 595 pounds-feet of torque (motive force) Transmission: Eight-speed automatic Fuel: 14.7 litres/100 km in the city; 9.8l/100 km on the highway; 12.3l/100 km combined; and 13.1l/100 km observed Cargo: 340 litres, or 12.6 cubic feet Price: $179,720, as tested
Miami Herald
12 hours ago
- Miami Herald
SUVs vs Sedans: The Data Behind America's New Favorite Car
In 2025, for every sedan sold in the U.S., nearly four SUVs rolled off the lot. That's not a marketing blip-it's a cultural shift that's been two decades in the making. Sedans once ruled the American cul-de-sac. Now they sit lonely in rental lots, gathering pollen and existential despair. Let's put it into drive: In 2005, sedans outsold SUVs by more than 2 to 1. In 2025, the inverse is true. The station wagon died in the '90s. The sedan? That funeral's happening now-in slow motion, with a premium sound system and 360° cameras. Looking at the data, if you are a geek like me, have you ever seen such a perfect crossover line chart? So what happened? Why did the sedan, once a symbol of mid-size American reason, lose its spot in the driveway? Let's break it down. Americans like seeing over traffic. Period. We're a nation of drive-thru pragmatists-if you can't see the menu board from the driver's seat, forget it. SUVs give you elevation, posture, and that tall-boy sense of control. Sedans? You're crouching. Behind a Sprinter van. In the rain. Sure, center of gravity matters on a twisty backroad. But for most people, the "canyon" is a Costco parking lot, not the Pacific Coast Highway. SUVs ride higher and feel safer-even if crash data tells a more complex story. You ever tried stuffing a teenage hockey player, their gear, and a golden retriever into a Corolla? SUVs redefined what American families expect from their haulers. Fold-flat seats. Liftgates you can open with your foot. Room for a week's worth of road trip junk food and regret. Sedans had trunks. SUVs have zones. And automakers know it-look at the Ford Edge, Toyota RAV4, Honda CR-V. These aren't niche vehicles. They're the Big Macs of the road. Back in 2008, SUVs were still suburban-school-run boxes. Now they're sculpted, turbocharged, and optionally electrified. Meanwhile, sedans either went fleet-rental basic or luxury-snob awkward. That weird moment when your neighbor buys a $72,000 electric Lucid Air while you're still making payments on a '22 Civic? That's what killed the sedan. Crossovers like the Mazda CX-5 and Hyundai Ioniq 5 offer premium-feel without premium price tags. They look good next to your grill, your gym bag, and your life. Sedans now feel like the "business casual" of transportation: polite, functional, uninspired. You want a Tesla Model 3? Cool. But what everyone else is ordering is a Tesla Model Y. Or a Mustang Mach-E. Or a Rivian R1S. The EV future is skipping the sedan-straight into crossover shape. It's packaging efficiency. Battery layout works better in taller frames. And again: cargo, clearance, command seating. Most automakers are leaning hard into this-because that's what sells. Toyota's still making Camrys. Honda's still moving Accords. But it's getting lonely. Even performance sedans are pivoting-see the Dodge Charger Daytona EV or BMW's slope-roofed M variants. The sedan isn't dead. It's just being slowly pushed into "enthusiast only" territory. Like stick shifts. Or compact discs. So here we are: a nation where the driveway kings wear hiking boots, not loafers. Sedans still have their devotees-folks who want refinement over road height, balance over bulk. But they're losing the numbers game. Fast. The real question? What happens when the SUV gets too big, too bloated, too… everything? Do we cycle back to the sedan? Or are we just one cupholder away from a full minivan revival? Don't laugh. We've seen that before. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
