Lingenfelter Corvette Z06 427 Twin Turbo 

  • built in USA
  • 2007
  • 1,518 HP 7.0L
The fact that the brawny V8 remains tractable and well-mannered is even more impressive.
by EVO (Feb, 2007)
On the fast A-roads it’s much more assured; stable, grippy and devastatingly rapid.
by EVO (Feb, 2007)

Road Tests Real world tests of the Lingenfelter Corvette Z06 427 Twin Turbo


Corvette Z06 427 Twin Turbo
3.4 s
Venom GT
2.5 s


Corvette Z06 427 Twin Turbo
7.8 s
5.1 s
Venom GT
5.3 s

1/4 mile

Corvette Z06 427 Twin Turbo
11.7 s
McLaren P1
9.8 s
Venom GT
9.95 s

Data points Key details of the Lingenfelter Corvette Z06 427 Twin Turbo


Corvette Z06 427 Twin Turbo
1,518 HP
Ultima GTR
710 HP


Corvette Z06 427 Twin Turbo
1,400 ft-lb
Ultima GTR
429 ft-lb
508 ft-lb

What People Are Saying Give it to me straight


C/D TEST RESULTS: Zero to 60 mph: 3.4 sec Zero to 100 mph: 7.8 sec Zero to 130 mph: 12.7 sec Zero to 150 mph: 18.0 sec Street start, 5-60 mph 4.4 sec Standing 1/4-mile 11.7 sec @ 124 mph Braking, 70-0 mph 152 ftRoadholding, 300-ft-dia skidpad 0.98 g.
by Car and Driver (Jul, 2001)
It’s a mighty performance in any context, and substantially quicker than we managed in a standard Z06 (0-60 in 4.1, 0-100 in 8.9).
by EVO (Feb, 2007)
When do you stop searching for huge bhp numbers and tiny acceleration figures?
by EVO (Feb, 2007)


The resulting boost in power sounds almost unfeasible given the relatively simple nature of the upgrade, but Lingenfelter is very well respected and has been working on the enduring Chevy V8 for 25 years.
by EVO (Feb, 2007)
We like the turbo motors because they are so docile when they're not generating any boost, but with the 427, there's no turbo lag before the serious kick throws you back in your seat.
by Car and Driver (Jul, 2001)
The point is well taken, but Lingenfelter bases his new engine not on the old iron big-block but on the Corvette's LS1 aluminum small-block.
by Car and Driver (Jul, 2001)


The more engine savvy among us might shrug and say, "So what?
by Car and Driver (Jul, 2001)
The extra muscles start to flex almost from tickover (despite an uneven, dragster-like idle, the lumpier cam soon smoothes out), but it’s when extended beyond 5000rpm that the engine starts to feel uncomfortably violent.
by EVO (Feb, 2007)
Add up a lot of labor and new engine internals, and the $22,650 price doesn't seem so obscene.
by Car and Driver (Jul, 2001)


David Yu is now in discussion with Lingenfelter to see if some of the horses drowned somewhere mid-Atlantic.
by EVO (Feb, 2007)
Besides, your life expectancy is probably severely reduced with a 600+bhp Corvette anyway; you’ll be lucky to be around long enough to hear it go pop.
by EVO (Feb, 2007)
As a result, Lingenfelter switched to turbocharging as a way to obtain acceptable power levels (acceptable power in Lingenfelter-speak is 500 or more horses).
by Car and Driver (Jul, 2001)


Combine a very hard ride with masses of power and the result is that you simply don’t have the confidence to fully unleash the engine.
by EVO (Feb, 2007)
I think I’d invest my £5500 elsewhere, and with track driving in mind the suspension would be a good start.
by EVO (Feb, 2007)
One reason for the 427's strong numbers is the smooth way it doles out the power without the tires breaking loose.
by Car and Driver (Jul, 2001)

Specifications Full list of technical specs


Brand Lingenfelter
Year 2007

power & handling

Power-to-weight ratio 2.06 lb/hp
Maximum hp 1,518 HP
Maximum torque 1,400 ft-lb
Steering system Rack and pinion


Displacement 7,011 cc
Cylinders V8
Fuels Gas
Compression ratio 11:1
Bore/stroke 4.13 in / 4 in
Valves per cylinder 2 valves

physical dimensions

Curb weight 3,130 lb
Width 76 in
Height 49.1 in
Length 174.6 in
Front track width 62.1 in
Wheelbase 105.7 in

road tests

1/4 mile 11.7 s
0-60mph 3.4 s
0-100mph 7.8 s


Drivetrain RWD
Gearing Traditional
# of gears 6 gears
Axle ratio 2.73:1

suspension, wheels & brakes

Front brakes Disc
Rear brakes Disc
Front wheels 483/? 254
Rear wheels 508/? 305
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