2025 Chevrolet Corvette E-Ray Review

This electrified Corvette gets gone like a bullet from a gun. Is it the best version of the C8 you can buy in New Zealand?  

Here’s an interesting one, a four-wheel drive, electrified Corvette. Who would have thought? Guess time catches up with even old nameplates like the Corvette. America’s Sportscar has been around longer than the 911, which is another old timer that has recently embraced electrification. Does a dose of modernity improve the recipe? 

The E-Ray 

What is it exactly? GM explains it best; “The E-Ray is not an electric vehicle or a traditional hybrid, but rather a fuel-efficient performance vehicle with electrified propulsion that does not need charging.” 

In the back is the GM’s 6.2-litre LT2 contributing 369kW and 637Nm (same as the Stingray) and driving the rears via the same eight-speed dual-clutch. There’s a 1.9kWh battery positioned longitudinally between the seats feeding the 119kW/169Nm electric motor on the front axle. Together they give the E-Ray a total of 488kW and 806Nm. 

While it’s said to be fuel efficient, it’s all relative we suppose, in the realm of 488kW machines. GMSV doesn’t list consumption, but rightcar.govt.nz says 12.8L/100km. The Stingray number is 15.1, the Z06 at 20.2. This still drinks freely however, the average sitting at 14L/100km around town, and up to 19 when pumping away hard.

In traffic, the electrics don’t do much. There is an idle-stop system, and the motor helps the E-Ray pull away cleanly as the V8 kicks back into life. But otherwise the motor doesn’t add greatly to lower speed running. On the motorway, the E-Ray seems to slip into its four-cylinder mode more often, while the motor will help it accelerate without leaning too much on the engine, keeping it in four-pot operation longer. A drive from Auckland to Hamilton and back saw the consumption sitting in the low nines.  

We tried a few times to go Stealth. This is the all-electric drive mode, though it’s only good for around 6km at best, up to 70km/h. But when we tried it, it lasted mere moments before the V8 fired. It seems you need to tread very lightly on the gas. It’s odd in that you have to turn the mode button to activate Stealth before starting up. And once the 6.2 is on, Stealth mode is over. So really, it’s good only for creeping out of the garage early in the morning, and pootling down the road.   

Wild Middle child 

The E-Ray drops in at $285,000, which sees it slip in between the regular old Stingray coupe (3LT $207,000) and the track-honed, hardcore Z06 (starting at $346,000). Often we find the middle of the range the sweet spot, and is that the case with E-Ray too? 

Well, it’s mighty impressive. It’s got the OMG thrust that the Stingray lacks while it’s more exploitable on road than the Z06. It feels as quick, but manages to be more engaging on road. 

While it’s four-wheel drive, the two axles aren’t connected. So with traction control off, you can give it a boot full out of a bend, and the rear will get lively, but the fronts help pull it straight. So it’s engaging, interactive, dynamic. The C8’s chassis can definitely handle the extras. It’s surprisingly quick, the front wheels dragging you along as it briefly fills the gap while the V8 winds up. There’s some minor tramlining to contend with but it’s nothing too major.  

As the numbers tick up, the electric motor emits quite the whine. Apparently it is faked via the speakers. But it works, akin to the sort of noise a supercharger might make. And it complements the V8, which is a little muted below 3000rpm, but then roars properly until its shift up point at six and a half. Where you feel a bit short changed in the Stingray in terms of outright pace, here you certainly don’t. This is savagely quick out of the corners and down short straights, reminding of the McLaren Atura. Only for half the price.

Of the drive modes, we mucked around with the Z setting, but it’s more for track work, with everything at max attack. And the Performance Traction Management trickery only works when the magnetic ride control dampers are in the Track setting. And that’s a bit much for the road. You can however dial those back to Sport and turn the T/C off, which works well.  

You’ll likely outbrake yourself into the first corner taken at pace as the standard fit carbon ceramics operate better with some temperature in them. And then they really work. The pedal has a solid feel, and they hit hard when you stand on them. 

The Corvette’s chassis can take a beating. It’s well balanced and turns in sharply. The front hangs tough, as there is a lot of tyre on the E-Ray. That gives it plenty of grip, and traction. And lots of rubber roar too; it’s loud on coarse chip highways. You’re better off paddling the gears along, for the auto can be reluctant to change down when braking. The shifts are delivered more quickly via the manual mode too. Its steering can be loaded up with weight but it doesn’t translate to an intimate interface. It does enough but it’s really not until you’re on the ragged edge that it delivers the feedback you want. 

We drove the 911 GTS a few months back, which is another performance hybrid, and this car gives it a genuine run for its money. The E-Ray is quicker from bend to bend, and it’s cheaper too with more kit thrown in. The 911 steers better, the trans is superior and you might like the rear-drive purity with the ability to throw some short people in the back seats.

Showman

The E-Ray looks sensational, beating the 911 on showmanship. This has the same wide body as the Z06, looking properly supercar like. It’s striking in this hue, and even the chromed alloys (actually forged aluminum wheels in Pearl Nickel finish) look right, showing off those big carbon brakes. 

The E-Ray remains a usable machine with two boots, the one up front only marginally smaller than the Stingray’s. It’s not too hard to get in and out of either but being so wide it does take up all of the car park, and then it’s a bit hard to emerge from.

The Corvette is not perfect. While it’s nice to have the targa top configuration, it squeaks over the bumps. The row of HVAC switches is looking old now, and it needs a better drive mode button. The screen is a bit small too, with limited functionality. All of this is addressed with the new MY26 Corvette, which sees a revised console with larger cup holders, a toggle switch for the modes, the removal of the central divider and those buttons, and a whole lot more screenage. Both the infotainment and driver displays are bigger, and there is another under the A-pillar. Unfortunately they haven’t changed the square steering wheel in the upgrade. We wouldn’t go for this white interior either.

Annoying this doesn’t get active cruise but the standard fit front end lifter is handy, as is the front camera system. The everyday ride is tolerable, and the trans is happy in traffic.  

Buy the E-Ray if you want supercar pace and looks without quite the price tag. It’s the pick of the Corvette trio, but maybe wait for the MY26 cabin update.  

Chevrolet Corvette E-Ray
$285,000  /  12.8L/100km  /  293g/km
0-100 km/h 2.9s
Ambient cabin noise  80.1dB@100km/h
Engine  6162cc / V8 / DI
Max power  369kW@6450rpm
Max torque  637Nm@5150rpm
Motor Output  119kW / 169Nm
Battery  1.9kWh
Hybrid System Output  488kW / 806Nm
Drivetrain  e-AWD
Front suspension  Wishbones / sway bar
Rear suspension  Wishbones / sway bar
Turning circle  11.1m (2.2 turns)
Front brakes  Carbon discs (398mm)
Rear brakes  Carbon discs (391mm)
Stability systems  ABS, ESP
Safety  AEB, BSM, LDW, RCTA
Tyre size  f-275/30R20  r-345/25R21
Wheelbase  2722mm
L/W/H  4688 / 2025 / 1234mm
Track f-1685mm  r-1678mm
Fuel capacity  70L
Luggage capacity  f+r-355L
Tow rating  Not rated to tow
Service intervals  12 months / 15,000km
Warranty  3yrs / 100,000km
ANCAP rating  Not yet rated
Weight (claimed)  1712kg

But wait, there’s more 

GM recently zapped its top Corvette with electrification, producing the ZR1X. Chevrolet says its good for a 0-96km/h time of under two seconds and a standing quarter under nine seconds thanks to AWD and 932kW. 

The ZR1’s 5.5-litre LT7 twin-turbo V8 outputs 793kW at 7000rpm and 1124Nm at 6000rpm, all that flowing to the rears via the eight-speed dual-clutch. The V8 is largely hand built, and boasts an anti-lag system. Up front is an electric motor delivering 139kW and 197Nm. It all works on the same principals as the E-Ray but gets a specific eAWD control system. Also new is PTM Pro allowing you to turn off the traction and stability control while keeping regen brake torque vectoring and launch control active. There is also an Endurance Mode which optimises the battery for consistent performance on track. Meanwhile, Qualifying Mode maximises power for the fastest lap times and there’s a Push-to-Pass button.

The ZR1X comes with Alcon 10-piston front and six-piston rear calipers, paired with carbon-ceramic rotors measuring up at 419mm. Along with standard fit magnetic ride control, a ZTK Performance Package offers stiffer springs and Michelin Pilot Cup 2R tyres for track-day grip. A Carbon Aero package adds dive planes and a big rear wing.