By Tim Harris · February 6, 2026
“Where horsepower meets conversation”
The Definitive, Award-Winning Reality Check of Modern Supercars
(With real weights, real prices, lap-time truth, and the buyers who actually sign the checks)
Let’s admit it: most supercar arguments aren’t wrong because people are dumb.
They’re wrong because manufacturers speak different dialects of truth—and the internet pretends it’s one language.
Dry vs wet weight.
Crank vs wheel horsepower.
MSRP vs what the car actually costs on Tuesday afternoon.
Tonight, we stop the madness.
We normalize the numbers.
We follow the lap times.
We price the cars the way dealers do.
And we tell you—honestly—who buys what and why.
No screenshots.
No dyno worship.
No brochure cosplay.
Just physics, money, and personality.
Rule #1: Weight Is Where the Lies Begin
Dry Weight (aka “Marketing Mode”)
Dry weight excludes fuel, oil, coolant, brake fluid, sometimes the battery—occasionally reality itself.
It’s a number you can’t drive.
Wet / Curb Weight (aka “Adult Mode”)
Includes fluids, battery, and fuel.
It’s what the car actually weighs when you leave the dealer.
Who does what:
Ferrari headlines dry weight
Porsche publishes DIN curb
Corvette publishes curb
McLaren publishes DIN curb (and whispers dry numbers when convenient)
Comparing Ferrari dry weight to Porsche or Corvette curb weight is like comparing a runway model to someone holding groceries. It’s not analysis. It’s theater.
Rule #2: Horsepower—Everyone Uses Crank (Yes, Everyone)
Another internet myth dies here.
Ferrari? Crank.
Porsche? Crank.
McLaren? Crank.
Corvette ZR1 and ZR1X? Crank (ZR1X is combined system crank).
If a dyno chart shows wild wheel numbers, that means:
Conservative factory ratings
Efficient drivetrains
Or a dyno feeling generous
It does not mean the factory advertised wheel horsepower. Ever.
Normalize or Go Home: The Apples-to-Apples Table
All numbers below:
Crank horsepower
Real curb (wet) weight
Ferrari dry weights corrected by +250 lb (conservative)
The contenders:
Porsche 911 GT3 RS
Ferrari 296 GTB
McLaren 750S
Chevrolet Corvette ZR1
Chevrolet Corvette ZR1X
Car | Crank HP | Real Curb Weight | HP per lb |
|---|---|---|---|
Corvette ZR1X | ~1,250 hp (system) | ~4,100 lb | 0.305 |
Corvette ZR1 | 1,064 hp | ~3,900 lb | 0.273 |
Ferrari 296 GTB | ~819 hp | ~3,500 lb | 0.234 |
McLaren 750S | ~740 hp | ~3,200 lb | 0.231 |
Porsche GT3 RS | ~518 hp | ~3,270 lb | 0.158 |
Immediate truth:
The ZR1X lives on another planet. The ZR1 is a gravity well. Ferrari and McLaren are effectively twins once dry-weight fairy dust is removed. And the GT3 RS—on paper—looks underpowered… until the track arrives.
Lap Times: Where Marketing Goes to Die
Lap times care about aero, tires, cooling, brakes, and repeatability.
They do not care about captions.
Technical, Aero-Heavy Circuits
(Nürburgring, Spa, Road Atlanta)
Porsche GT3 RS — Aero weapon. Relentless. Unbothered.
Ferrari 296 GTB — Nuclear single laps; heat is the limiter.
McLaren 750S — Surgical balance; less aero, more feel.
Corvette ZR1X — Shockingly capable for its size; AWD helps physics behave.
Corvette ZR1 — Needs room; give it space and it’s terrifying.
High-Speed, Power-Biased Circuits
(COTA, VIR, Autobahn-style)
Corvette ZR1X — AWD + hybrid torque + 1,250 hp = lights-out violence.
Corvette ZR1 — Rear-drive savagery; trap speeds from another era.
Ferrari 296 GTB — Torque fill makes exits a crime scene.
McLaren 750S — Honest balance; power deficit shows.
Porsche GT3 RS — Still lethal; this just isn’t its battlefield.
The Reality Check Everyone Wants
ZR1X vs ZR1 vs SF90 vs GT2 RS
Add two icons for perspective:
Ferrari SF90 Stradale
Porsche 911 GT2 RS
Straight line: ZR1X wins. SF90 launches like witchcraft. ZR1 follows with brute force. GT2 RS is still violent—but older.
Consistency: GT3 RS remains the metronome. SF90 dazzles in short bursts. ZR1X surprises with composure.
Verdict: ZR1X is modern hypercar performance with a Chevy badge. SF90 is tech royalty. ZR1 is old-school thunder perfected. GT2 RS is a legend—now the elder statesman.
Real-World Pricing (Because MSRP Is a Fairy Tale)
Corvette ZR1: ~$175k–$200k new (trim/options dependent)
Corvette ZR1X: ~$207k–$230k; special editions push higher
Porsche GT3 RS: ~$300k–$330k+ in the wild (yes, over list)
Ferrari 296 GTB: ~$350k–$400k real-world
Ferrari SF90: ~$450k–$550k used, depending on spec
McLaren 750S: ~$350k–$370k
Money matters. Context matters more.
Who Actually Buys These Cars (Stereotypes, With Love)
Image source: Corvette Blogger
Corvette ZR1 — The Weekend-Warrior CEO
Owns a watch he doesn’t talk about. Loves embarrassing six-figure egos at stoplights. Knows exactly what a trap speed is.
Corvette ZR1X — The Tech-Forward Maximalist
Wants everything. AWD. Hybrid torque. Records. Doesn’t care where the badge is from—only where it finishes.
Porsche GT3 RS — The Apex Monk
Tracks first, posts later. Buys tires by the pallet. Lap times are a form of meditation.
Ferrari 296 GTB — The Sophisticated Daily Exotic
Wants Ferrari theater with modern usability. Chooses fun over fear. Knows when to lift.
Ferrari SF90 — The Heir Apparent
Inherited taste and expectations. Loves the badge. Loves the launch control more.
McLaren 750S — The Precision Aristocrat
Hates drama. Loves balance. Speaks softly and carries a very sharp chassis.
The Final Takeaway (Frame This)
Ferrari dry weight ≠ Porsche or Corvette curb weight
Dyno charts ≠ factory horsepower claims
Normalize before arguing
Lap times expose marketing faster than forums ever will
Real prices tell the truth about demand
When you strip away the noise, the hierarchy makes sense.
The cars land exactly where physics says they should.
And suddenly—
the internet gets very quiet.
— Tim Harris
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