1,250 hp hybrid Corvette shatters the Pikes Peak production record
1,250 hp hybrid Corvette shatters the Pikes Peak production record
1250马力混合动力科尔维特打破派克峰量产车纪录
COLORADO SPRINGS, Colo.—If you drive the 12.4-mile (20 km), 156-corner route up Pikes Peak, abiding by the posted speed limit of 25 mph (40 km/h), it will take you a good 30 minutes to reach the top. That’s assuming you resist the urge to stop and gawk at the infinite vistas that surround you along the way. 科罗拉多州科罗拉多斯普林斯——如果你驾驶车辆沿着派克峰（Pikes Peak）那条全长12.4英里（20公里）、拥有156个弯道的路线行驶，并遵守25英里/小时（40公里/小时）的限速规定，那么你需要足足30分钟才能到达山顶。当然，这还是假设你能够抵御住沿途停下来欣赏无限风光的诱惑。
On Sunday, professional racer JR Hildebrand covered that same distance in just 9.5 minutes, ignoring the scenery all the while. He did it in a 1,250 hp (932 kW) hybrid-powered Corvette ZR1X, a car that you can take home yourself for about $210,000. It set a new production car record for the hybrid on a day when EVs and combustion-powered cars fought for mountain supremacy. 周日，职业赛车手JR·希尔德布兰德（JR Hildebrand）仅用了9.5分钟就跑完了这段路程，全程无暇顾及风景。他驾驶的是一辆拥有1250马力（932千瓦）的混合动力科尔维特ZR1X，这款车你也可以花大约21万美元买回家。在电动汽车与燃油车争夺山地霸主地位的这一天，它创下了混合动力量产车的新纪录。
2026 marked the 104th running of the Pikes Peak International Hillclimb, one of the most historic races on the planet. Since its inception, competitors have struggled not only to string together all those corners but to maintain speed all the way to the 14,115-foot (4,302 m) summit. Up there, the air is so thin that climbing a flight of stairs can be a proper struggle. It’s just as hard on a combustion engine, which traditionally loses up to half of its power at the summit. 2026年是派克峰国际爬山赛举办的第104个年头，这是全球最具历史意义的赛事之一。自比赛创办以来，参赛者们不仅要努力征服所有弯道，还要在前往14,115英尺（4,302米）山顶的过程中保持速度。在那个高度，空气稀薄到连爬一段楼梯都可能让人气喘吁吁。这对内燃机来说同样艰难，因为发动机在山顶通常会损失高达一半的动力。
The use of forced induction—turbocharging or supercharging—helps to mitigate that, but lately, the focus of many manufacturers has been on cars that don’t need to breathe at all. There’s very limited testing and racing at altitude, which presents its own set of challenges for car and crew. 使用强制进气系统（涡轮增压或机械增压）有助于缓解这一问题，但最近，许多制造商的重心已转向完全不需要“呼吸”的车辆。在高海拔地区进行的测试和比赛非常有限，这给车辆和车队带来了独特的挑战。
King of the mountain
山中之王
The current Pikes Peak record is held by an EV, the insane Volkswagen I.D. R Pikes Peak, which made the climb in an astonishing 7:57 back in 2018, with French endurance racing legend Romain Dumas at the wheel. Dumas was back this year with Ford, running an upgraded version of the company’s wild, three-motor, 1,400-horsepower (1,060 kW) Super Mustang Mach-E. 目前的派克峰纪录由一辆电动汽车保持，即疯狂的大众I.D. R Pikes Peak。2018年，在法国耐力赛传奇车手罗曼·杜马斯（Romain Dumas）的驾驶下，它以惊人的7分57秒完成了爬坡。今年，杜马斯携手福特回归，驾驶着该公司那辆狂野的、拥有三电机、1400马力（1060千瓦）的Super Mustang Mach-E升级版参赛。
It’s basically the same car that ran an abbreviated, weather-shortened course last year. Zach Burns, Program Engineer for demonstrators at Ford, told me that the team spent the past year optimizing the aerodynamics and suspension of the car as much as possible, working with Dumas in the simulator to optimize things. But there’s no way to simulate all the variables of real life, particularly the weather. “The mountain is an ever-changing beast,” Burns told me. “Luckily, this year it’s been fairly great.” 这基本上与去年在受天气影响而缩短的赛道上参赛的是同一辆车。福特演示车项目工程师扎克·伯恩斯（Zach Burns）告诉我，团队在过去一年里尽可能地优化了车辆的空气动力学和悬挂系统，并与杜马斯在模拟器中进行配合以优化各项设置。但现实生活中的所有变量，尤其是天气，是无法完全模拟的。“这座山是一个不断变化的野兽，”伯恩斯告诉我，“幸运的是，今年的天气相当不错。”
Almost-stock
近乎原厂
The competition was just as fierce in the production class. Before this year, the production record was held by a 2022 Porsche 911 Turbo S that was pulled off the production line, outfitted with a roll cage and a fuel cell, and then sent up the hill at the hands of local legend David Donner in 9 minutes and 53 seconds. 量产车组别的竞争同样激烈。在今年之前，量产车纪录由一辆2022款保时捷911 Turbo S保持。那辆车从生产线上直接下线，加装了防滚架和燃料电池，随后由当地传奇车手大卫·唐纳（David Donner）驾驶，以9分53秒的成绩完成了爬坡。
This year, that car was back, again at the hands of Donner and again running the 000 number in the hopes of repeating the magic. Powered by a 3.7 L, twin-turbocharged engine making 640 hp (477 kW), Donner qualified third-fastest in the production class, a few seconds behind another Porsche, a 700 hp (522 kW) 911 GT2 RS Clubsport piloted by Jeff Zwart and likewise driven by a traditional, twin-turbocharged flat-six engine. 今年，这辆车再次回归，依然由唐纳驾驶，并再次使用“000”号车牌，希望能重现奇迹。该车搭载3.7升双涡轮增压发动机，最大功率640马力（477千瓦）。唐纳在量产车组别排位赛中获得第三名，仅比另一辆保时捷慢了几秒——那是一辆由杰夫·兹瓦特（Jeff Zwart）驾驶、拥有700马力（522千瓦）的911 GT2 RS Clubsport，同样搭载传统的双涡轮增压水平对置六缸发动机。
These three were dicing for top production honors, and only the Corvette added some electrification to the mix. Hildebrand’s ZR1X mixes a 5.5 L twin-turbocharged V8 at the back with an electric motor at the front, producing that eye-watering 1,250 hp (932 kW) figure, almost twice that of the record-holding 000 Porsche. 这三辆车在争夺量产车组别的最高荣誉，而只有科尔维特引入了电气化技术。希尔德布兰德的ZR1X将后部的5.5升双涡轮增压V8发动机与前部的电动机相结合，产生了令人瞠目结舌的1250马力（932千瓦），几乎是纪录保持者“000”号保时捷的两倍。
But that’s before you factor in the altitude. “The engine is down a couple-hundred horsepower, still making in the 700 hp range at the top,” Stefan Frick told me. He’s an energy performance engineer on the team responsible for the ZR1X. “The turbochargers definitely help with that as well.” 但这还没算上高海拔的影响。“发动机损失了几百马力，但在山顶仍能保持在700马力左右，”负责ZR1X的团队能源性能工程师斯特凡·弗里克（Stefan Frick）告诉我，“涡轮增压器确实对此有很大帮助。”
Frick confirmed that no software tweaks to the car are needed to enable that performance at altitude. It’s running a stock tune, with Hildebrand choosing the “Race 1” traction setting to minimize wheelspin. That car started its life as a development mule before being refitted for Pikes Peak duty with the mandatory roll cage and fuel cell, which Chevrolet’s engineers opted to mount in the trunk. 弗里克证实，为了在高海拔地区实现这种性能，无需对车辆进行任何软件调整。它使用的是原厂调校，希尔德布兰德选择了“Race 1”牵引力控制设置以最大限度地减少车轮打滑。这辆车最初是一辆开发测试车，后来为了参加派克峰比赛进行了改装，加装了强制要求的防滚架和燃料电池，雪佛兰工程师选择将其安装在后备箱中。
“We drilled the holes in and put safety equipment in it,” GM Executive Chief Engineer Tony Roma told me. “It’s every bit a representative car.” While GM’s engineers prepped the car in the months leading up to the event, Hildebrand spent some time digitally training. “I’ve had a lot of time in racing simulators over the years,” he said, including plenty of serious machines provided by various race teams. The fuel cell in the trunk is about the only modification allowed, other than a beefy roll cage to protect the driver if the car goes over the side of the mountain. “我们钻了孔并安装了安全设备，”通用汽车执行总工程师托尼·罗马（Tony Roma）告诉我，“它完全是一辆具有代表性的量产车。”在通用汽车工程师为比赛做准备的几个月里，希尔德布兰德花了一些时间进行数字训练。“多年来，我在赛车模拟器上花了很多时间，”他说，包括各种车队提供的专业设备。除了保护车手免受翻车伤害的坚固防滚架外，后备箱里的燃料电池几乎是唯一允许的改装。