Remember when 0–60 mph in under three seconds was the exclusive playground of million-dollar hypercars? That line blurred fast in 2025. Between battery-powered torque, clever hybrid trickery and a stubborn last hurrah from high‑revving V8s, blistering launches now span sedans, supercars, and even hulking SUVs.
The new normal: physics, packaging and electrification
Instant torque from electric motors did the heavy lifting. A few years ago, sub‑three‑second sprints were exotic; today they’re engineering chores. The Lucid Air Sapphire and Porsche Taycan Turbo GT Weissach are poster children for that shift—luxury sedans that sprint to 60 in roughly 1.9–2.1 seconds on paper and in independent tests. Tesla pushed the envelope earlier with the Model S Plaid, a 1,020‑hp sedan that shook up expectations by cracking the two‑second barrier in controlled conditions. That straight‑line dominance pushed legacy makers to respond, often with hybrids that marry immediate electric shove to high‑rev internal‑combustion drama.
But it’s not just the motors. Packaging matters: sticky tires, sophisticated torque vectoring, two‑speed gearboxes for EVs, and launch‑optimized software all conspire to compress 0–60 times. Porsche’s T‑hybrid tech—small batteries and electric assistance inside the transmission—shows how combustion cars can compete without becoming hulking EV barges. The result is a field where a McLaren 750S (2.7s) and a Ferrari 296 GTB Speciale (2.8s) can sit alongside a Taycan or Lucid and each still feel like a distinct driving experience.
Pocket rockets and surprising bargains
If you want the most dramatic change, look at accessibility. Once, sub‑three‑second performance came with septuple‑figure price tags. Now the Tesla Model 3 Performance will embarrass far pricier sport sedans from a stop, hitting 60 in about 2.9 seconds while starting closer to the mid‑$50k range. On the bargain‑collector side, a decade‑old C7 Chevrolet Corvette Z06—once a supercar slayer—can be had used for roughly $59k and manages a genuine sub‑3.0 run (around 2.95s in GM’s claim and tests). That’s the kind of thing that changes what enthusiasts imagine they can own.
Meanwhile, Chevrolet’s current mid‑engine lineup keeps pushing the envelope: the C8 Z06 and the wild ZR1 crank factory performance into the same orbit as European icons. The ZR1, with over 1,000 hp in turbo trim, posted 0–60 figures in the mid‑2s in tests and still manages astonishing top speeds—proof that internal‑combustion packages still have life in them.
Hybrids, V8s and purely electric contenders
Manufacturers chose different paths to the same headline numbers. Some doubled down on lightweight, naturally aspirated craftsmen like the Corvette C8 Z06 (2.6s), which delivers intoxicating high‑rev sound and a pure mechanical feel. Others used hybrid systems to pile on power while keeping drivability—Porsche’s 911 Carrera GTS T‑Hybrid and Turbo S variants show how a small battery and electrically assisted turbochargers can make an already refined platform even sharper.
Then there’s spectacle: cars like the McLaren 750S (2.7s) are celebrated for razor‑sharp dynamics and analog feedback—hydraulic steering, an eager twin‑turbo V8—while Tesla, Lucid and Porsche demonstrate the raw traction advantage of electric drivetrains. Lucid’s Air Sapphire, for example, pairs three motors and more than 1,200 hp with surprising composure, capable of 0–60 in the high 1‑second range on paper and matching those claims in independent testing.
When SUVs and oddballs join the party
This arms race didn’t leave body style behind. Luxury SUVs like the Cadillac Escalade IQ now claim sub‑5‑second 0–60 times thanks to 750‑hp electric setups—proof that mass and size aren’t automatic disqualifiers if the powertrain is potent. The Polestar 4 and Audi SQ6 e‑tron similarly prove that mainstream crossovers can be brisk enough to satisfy more than just daily commuting.
Even niche, track‑focused projects and limited runs play into the new narrative. Ford’s willingness to commercialize high‑power upgrades—seen in its roadmap and SEMA collaborations—shows how aftermarket and factory worlds are converging around big numbers. For a taste of car‑culture spectacle (the same kind that makes stunts viral), check out projects like Travis Pastrana’s 670‑hp ’Brataroo’ that keep attention on horsepower as theater rather than mere stats.
Ford’s aftermarket play and Travis Pastrana’s 670‑HP ‘Brataroo’ stunt are small pieces of a bigger momentum: performance is now a software‑and‑hardware puzzle, not just a bigger engine.
Numbers that still surprise
A sampling to show how crowded this fast lane has become:
- Lucid Air Sapphire: ~1.9s (0–60, independent test confirmations)
- Porsche Taycan Turbo GT Weissach: ~1.9–2.1s with launch control
- Tesla Model S Plaid: ~2.0–2.1s in testing
- Porsche 911 Turbo S: ~2.4s
- Ferrari 296 GTB Speciale: ~2.8s (manufacturer estimate; track tests hint at quicker runs)
- McLaren 750S: ~2.3–2.7s depending on test and surface
- Chevrolet Corvette C8 Z06: ~2.6s
- Chevrolet Corvette C7 Z06 (used market): ~2.95s (and far cheaper on the used market)
- Cadillac Escalade IQ: under 5s (manufacturer estimate for heavy EV SUV)
- Polestar 4 (dual motor): ~3.7s (practical EV crossover pace)
Those figures mask nuance: road surface, launch software, tire compound and ambient temperature all tilt the result. A well‑prepped quarter‑mile strip and sticky rubber will produce headline times that real‑world roads rarely replicate.
If you prize visceral engagement, high‑revving V8s and mid‑engine balance still deliver thrills that numbers alone can’t capture. If you want the most dramatic acceleration for your dollar, electric cars currently dominate straight‑line metrics. Either way, the landscape is richer and wilder than ever—so pick your flavor and strap in.