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The Chevrolet ZR1’s Real Horsepower May Shock You

Chevrolet claims the new Corvette ZR1 makes 1,064 horsepower, which is already the sort of number that makes traction control cry uncle. But if early dyno testing from Hennessey Performance is any indication, that headline figure may be more suggestion than fact. Because according to the Texas tuning house, the ZR1 is quietly packing a whole lot more heat than Chevy’s press release lets on.

After taking delivery of its ZR1 and putting 3,200 kilometers on the odometer—call it a high-speed break-in—Hennessey strapped the car to a dynamometer. What they saw raised eyebrows even in a shop accustomed to outrageous numbers: 1,051 horsepower measured at the wheels.

That distinction matters. A lot.

Factory power ratings are quoted at the crankshaft, before the drivetrain eats its share. In most high-performance cars, somewhere between 10 and 15 percent of an engine’s output is lost on its way through the transmission, differential, and half-shafts. But if the ZR1 is truly putting down 1,051 horsepower to the pavement, drivetrain losses appear to be closer to 2 percent—an improbably small number for a street car making four-digit power.

Run the math the conventional way, assuming a more typical 10 percent loss, and the picture changes quickly. Back-calculate that wheel figure and you’re staring at something like 1,150 horsepower at the crank. That’s nearly 100 ponies north of Chevrolet’s official rating, and well into the realm of “we didn’t want to scare anyone” engineering.

Now, dyno tests aren’t gospel. Results vary with ambient conditions, calibration, tire choice, and even the mood of the machine operator. Still, when a reputable shop like Hennessey posts wheel horsepower numbers this close to the factory crank rating, it’s hard not to read between the lines.

And honestly, this wouldn’t be new territory for Chevrolet. Automakers—especially when playing in supercar territory—have a long history of underrating engines for reasons ranging from internal politics to marketing strategy to sheer confidence that enthusiasts will figure it out anyway. Think of it as horsepower modesty, Detroit-style.

Whatever the official number ends up meaning in the real world, one thing is clear: the Corvette ZR1 isn’t just a 1,064-horsepower monster. It’s very likely more powerful than advertised, and possibly one of the most hilariously underrated production cars on sale today.

If this is Chevy being conservative, we can only imagine what happens when they stop holding back.

Source: Hennessey

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Mercedes EQB Recall: Don’t Fully Charge Your EV

If you’re the type of Mercedes EV driver who already checks the range estimate more often than your bank balance, we’ve got news that won’t help your blood pressure. Mercedes-Benz is advising owners of certain EQB electric SUVs to cap charging at 80 percent—not to preserve battery health, not to optimize efficiency, but because charging to 100 percent could, in engineering terms, trigger a “thermal event.”

In plain English: the battery could short-circuit and catch fire. And unlike a check-engine light or a rattling trim panel, battery fires tend to command your full attention—and the local fire department’s.

The good news, such as it is, is that this recall affects a vanishingly small slice of Mercedes’ EV fleet. Just 169 vehicles are involved, including 100 EQB 300 4Matic models, 48 EQB 350 4Matics, and 21 single-motor EQB 250s. That’s barely enough cars to fill a Costco parking lot, though that’s cold comfort if yours happens to be one of them.

If this sounds familiar, it’s because Mercedes has been here before. Earlier in 2025, the company recalled more than 7,000 EQBs in the U.S. for—you guessed it—fire risk, issuing the same temporary advice to keep charging below 80 percent until a software update could be applied. Déjà vu, now with fewer vehicles.

According to Mercedes, the newly recalled cars are “early-stage” 2022–2023 model-year EQBs. Later vehicles supposedly received more robust battery hardware, sparing them from this particular drama. For the affected cars, the company says drivers will likely get warning messages if things start getting spicy under the floorpan while driving. Unfortunately, a parked EQB could still ignite without so much as a polite heads-up.

Naturally, you might assume Mercedes would replace the suspect batteries with improved units. Naturally, you’d be wrong. The fix is—again—a software update, scheduled to roll out via dealerships in early 2026. Until then, owners are stuck playing battery-management limbo.

That’s especially painful given the EQB’s already modest range. The dual-motor EQB 350 carries an EPA rating of just 227 miles on a full charge. Knock that down to 80 percent and you’re looking at roughly 180 miles. Add a sensible buffer at the bottom end of the gauge and real-world usable range could shrink to around 150 miles.

That’s enough to visit relatives across town, but probably not across the state—unless you enjoy spending quality time at freeway charging stations, contemplating life choices and scrolling through apps that insist your charger will be available “any minute now.”

For now, Mercedes EQB owners affected by the recall can take solace in two things: first, the odds of being impacted are low; and second, Mercedes insists the fix is coming. Eventually. In the meantime, charge cautiously, park thoughtfully, and maybe keep the holiday travel plans local.

Source: Mercedes-Benz

News

A Billion-Euro Question: Who Buys Porsche’s Share of Bugatti Rimac?

In the rarified air where nine-figure hypercars meet nine-figure balance sheets, ownership can be just as transient as a Nürburgring lap record. The latest example comes from the Bugatti Rimac joint venture, where Porsche’s sizable stake may soon be looking for a new garage.

According to new reports, a venture capital fund co-founded by a descendant of Egypt’s billionaire Sawiris family is part of a group in talks to acquire Porsche’s share of Bugatti Rimac. If the deal goes through, it would mark yet another chapter in one of the most intricate alliances in modern automotive history.

Bugatti and Rimac officially joined forces in 2021, creating a marriage between a century-old French luxury icon and a Croatian electric-hypercar disruptor. Back then, the ownership chart looked like a particularly messy pit board: Mate Rimac held 37 percent of the Rimac Group, Porsche owned 24 percent, Hyundai controlled 12 percent, and the remaining 27 percent was split among various other investors. Fast-forward to today, and the structure has been simplified—but only slightly. The Rimac Group now owns 55 percent of Bugatti Rimac, while Porsche retains the remaining 45 percent.

That 45 percent is now the prize.

Bloomberg reports that HOF Capital, co-founded by a member of the Sawiris dynasty, along with private equity firm BlueFive Capital, is negotiating to acquire Porsche’s stake. The transaction could value Bugatti Rimac north of €1 billion (about $1.2 billion), and HOF is also said to be considering an additional capital injection into the Rimac Group to fuel future expansion.

None of the parties involved—Porsche, HOF Capital, or BlueFive—have publicly commented on the report. Rimac, however, has acknowledged that discussions with Porsche are ongoing regarding the venture’s future ownership structure, emphasizing that no agreement has yet been reached. It remains unclear whether Mate Rimac himself is directly involved in the current bid, though he has previously expressed interest in partnering with investors to buy Porsche out.

If that sounds familiar, it’s because Rimac has been unusually candid about the downsides of complex corporate arrangements. Earlier this year, he openly vented about the difficulty of running a company with too many stakeholders pulling in different directions.

“I just want to be able to make long-term decisions, to make long-term investments, and to do things in a different way, without having to explain to 50 people,” Rimac said. “When you negotiate with a corporation, there are so many factors. It’s families, it’s multiple families. It’s an emotional topic.”

For a company tasked with building multimillion-dollar hybrid hypercars and shaping Bugatti’s post–internal-combustion future, emotional topics may be unavoidable—but simplicity has its appeal. Whether this potential deal delivers that simplicity, or just rearranges the logos on the letterhead, remains to be seen.

One thing is certain: in the hypercar world, the fastest-moving parts aren’t always the cars.

Source: Bloomberg

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