Latest news with #Lingenfelter
Yahoo
6 days ago
- Automotive
- Yahoo
Lingenfelter Confirms Twin-Turbo 427ci LT2 in Development with 1,300-HP Potential
⚡️ Read the full article on Motorious Just months after unveiling a naturally aspirated 427-cubic inch (7.0-liter) LT2 V8 upgrade for the C8 Corvette, Lingenfelter Performance Engineering (LPE) has confirmed development of a twin-turbo version—a monstrous powerplant expected to produce more than 1,100 horsepower at the wheels, or an estimated 1,300 horsepower at the crank. The announcement was made by Brandon Baker, Lingenfelter's Vice President of Sales and Marketing, during a recent interview with Road & Track. He revealed that an early development mule has already accumulated several thousand miles of testing, and the team is waiting for warmer weather to complete final calibration. Based on the LT2 architecture found in the C8 Corvette Stingray and E-Ray, Lingenfelter's 427 upgrade starts at around $30,000, climbing to $35,000 with optional high-performance components including a revised intake manifold, throttle body, and exhaust system. The twin-turbo package, while still awaiting an official price tag, will add a significant cost due to the required upgraded fuel system and additional hardware. Perhaps most notably, the layout of the turbo system is designed to mirror the twin-turbo arrangement found in the upcoming ZR1's flat-plane crank LT7 V8, allowing Lingenfelter to meet its performance targets with just 15 psi of boost—five less than Chevrolet is expected to run in its factory halo car. LPE's naturally aspirated 427 already produces 700 horsepower without forced induction, making it one of the most powerful NA small-blocks in the market. The forthcoming twin-turbo version represents a dramatic leap in performance that will place it firmly in hypercar territory. While no official release date has been announced, the package is generating significant buzz among Corvette enthusiasts and tuning communities alike. Once finalized, the Lingenfelter TT427 is poised to be one of the most extreme and compelling aftermarket performance options available for the C8 platform.
Yahoo
19-03-2025
- Automotive
- Yahoo
Ken Lingenfelter Joins National Corvette Museum Board of Directors
⚡️ Read the full article on Motorious The National Corvette Museum (NCM) announced the appointment of Ken Lingenfelter, a respected leader in automotive performance, to its Board of Directors as an At-Large Member. Known throughout the automotive community for his contributions to high-performance aftermarket modifications, Lingenfelter is the owner of Lingenfelter Performance Engineering. He acquired the company from his cousin, legendary racer John Lingenfelter, in 2008 and has since propelled it to prominence by developing performance upgrades for GM vehicles, particularly Corvettes. Lingenfelter's passion for Chevrolet and Corvette culture has deep roots. His father served as a manager at General Motors' Fisher Body Assembly plant in Ohio, instilling an appreciation for American automotive engineering from an early age. Today, Ken Lingenfelter's private car collection is one of the largest and most impressive in the U.S., regularly attracting attention from enthusiasts nationwide. An ardent supporter of the National Corvette Museum's mission to preserve and celebrate Corvette history, Lingenfelter has previously lent several vehicles from his extensive collection to the museum, including the rare and historically significant 1954 Corvette EX-87 Duntov Mule. In his new role on the board, Lingenfelter is expected to significantly influence the museum's future projects, exhibitions, and strategic direction, ensuring its continued appeal as a premier destination for Corvette enthusiasts worldwide. Located near the Corvette's exclusive production facility in Bowling Green, Kentucky, the museum serves as a vital cultural center for Corvette fans and automotive historians alike. Recently, Lingenfelter Performance Engineering unveiled a new 427-cubic-inch (7.0-liter) stroker engine upgrade for the C8 Corvette, enhancing its output from the standard 490 horsepower to an impressive 700 horsepower. Compatible with the C8 Stingray and hybrid E-Ray, the package exemplifies Ken Lingenfelter's ongoing commitment to Corvette performance innovation.
Yahoo
06-03-2025
- Automotive
- Yahoo
Ken Lingenfelter Named To National Corvette Museum Board
Read the full story on Backfire News Ken Lingenfelter, who's made a name for himself tuning Corvettes and other GM products, was recently added to the board for the National Corvette Museum. It's a big addition to what's already a huge draw for enthusiasts and even non-car people as people flock to the museum to learn more about America's sports to an official press release, Lingenfelter has joined the Museum's Board of Directors as an At-Large Member. The man bought Lingenfelter Performance Engineering in 2008. His distant cousin John Lingenfelter founded the company. With Ken at the helm, the brand has continued to help owners push the performance envelope with their cars. He bought his first Corvette in 1977 and was bitten with the performance bug. Since then, the man has acquired many more, plus muscle cars and some exotic rides. The museum has even put several of his 'Vettes on display throughout the years, most notably his 1954 Chevy Corvette EX-87 Duntov Mule, a pivotal piece of history for the sports car. Lingenfelter has deep roots with GM, thanks in part to his father being an executive with the auto giant. But he himself was a manager at the Fisher Body Assembly Plant back in the day. 'Corvette has been a lifelong passion of mine, and I am honored to join the National Corvette Museum Board,' said Ken Lingenfelter. 'The Museum is a vital institution that preserves Corvette's incredible history while inspiring future generations of enthusiasts. I look forward to working alongside this dedicated team to help drive the Museum into an exciting future.' The National Corvette Museum is going through a number of changes right now, so having Lingenfelter's support will be invaluable. Not only is the building being expanded with several new areas to augment visitors' experiences, a Corvette Hall of Fame is slated to open later this year. Image via National Corvette Museum
Yahoo
28-02-2025
- Automotive
- Yahoo
Lingenfelter's 7.0-Liter Upgrade Brings Over 700 HP to C8 Corvette
⚡️ Read the full article on Motorious Lingenfelter Performance Engineering is pushing the limits of the Chevrolet C8 Corvette with its latest high-performance offering: the Eliminator Spec S, a naturally aspirated 7.0-liter LT2 V-8 delivering over 700 horsepower and 600 pound-feet of torque. This new powerplant, designed for both the C8 Stingray and the all-wheel-drive E-Ray, is currently the highest-output naturally aspirated engine available for the mid-engine Corvette. On the dyno, the setup produces 577 horsepower and 528 lb-ft of torque at the rear wheels, which Lingenfelter estimates translates to more than 700 hp at the crank. To achieve this level of performance, Lingenfelter partnered with Callies to develop a set of custom components, including H-beam connecting rods and a forged crankshaft. The engine also features 4.125-inch MAHLE Power Pack pistons, a COMP Cam camshaft tuned for the dual-clutch transmission, and a stock-style oiling and scavenging system to maintain reliability under high loads. However, this kind of performance doesn't come cheap. The Eliminator Spec S package is priced at $29,950, with additional upgrades available. Buyers can opt for a $2,395 carbon intake manifold, a ported throttle body for $480.95, or a Halltech cold air intake for $795. Exhaust upgrades include a CORSA Xtreme system for $3,978.99 or CORSA headers for $2,495. With its naturally aspirated design and big-block power, the Lingenfelter Eliminator Spec S offers a compelling alternative for Corvette enthusiasts looking for extreme performance without forced induction.
Yahoo
11-02-2025
- Automotive
- Yahoo
13 Years On, Zelectric Is Still Converting the World to Electricity
Zelectric has been converting VW Beetles and Porsche 911s and 912s for 13 years in sunny San Diego. I got to drive their Irish Green 1968 912 for a bit and loved it. Prices start at $78,000 for a Beetle conversion, minus the cost of the Beetle; the 912 I drove was $195,000 all-in. Two-year waiting list abides. The Porsche 912 EV from Zelectric in La Jolla, California, that I got to drive was just fantastic. That's the gist of this whole story. They can build one for you, if you can wait two years. They also have some other finished cars that maybe you'd like to buy right now. All that's clear. The rest, it's all still being sorted out. Even how to build these cars is still being fine tuned. 'No one has it figured out,' said Zelectric's co-founder David Benardo, as he rattled off a list of competitors and their parts sources. Theoretically, you can buy everything you need online, but putting it together and making it work without burning down your garage still requires some know-how and creativity. You can go to an authorized Chevy dealer and get an eCrate electric motor with the battery and all the necessary parts and have an authorized shop install it in your electric car conversion right now, if you can reach the three authorized Lingenfelter shops in the upper Midwest. You can also order a Ford Performance Parts Eluminator Mach-E electric crate motor and basically do it yourself, hoping and praying you don't electrocute yourself in the process. Ford has sold a few hundred of them. Chevy, too. But even experienced shops like Zelectric are still figuring out this electric vehicle conversion business. We're all still in the early days of independent EV conversions. But Zelectric has done a good job on this Irish Green 912. Benardo and wife Bonnie Rodgers first got the idea to convert their ragtop VW Beetle to electricity in 2006. They sat on the idea for six years. Then in 2012, they got a team together. Two and a half years later, they had completed the electric conversion of their perfectly good electric Beetle. They kept going from there. Since that first Beetle, Zelectric has made more than 70 conversions of Volkswagen Beetles, Things, and Karman Ghias, as well as a selection of older Porsche 911s and 912s. And each product has been better than the last. They buy drivetrain parts from suppliers that guarantee the parts, then they assemble them into converted pure electrics. The 912 I drove had a Tesla Model S rear motor, a battery pack from a Chrysler Pacifica, and a controller from EV-Controls, because those were the components that worked best for that particular car. The problem, if there is a problem, is that Zelectric keeps wanting to branch out into new models instead of picking one model and perfecting the conversion process for it. With components sourced from EV West, EV-Controls, and other suppliers, much work has to be done to make each set of components hum reliably and forever as Zelectric keeps playing around with new car models. Why not pick just one and focus on that? I suggested the 901 911s from 1963 to 1973. Why not perfect that kit and make lots of money cranking those out? There's no good answer. A lot of this is Benardo doing what he wants to do. Squirrel! And what he's done with the 912 I drove was just about perfect. From the outside—and even from the inside—you can't tell it's electric. The only real difference inside is the single screen that operates the 'transmission:' forward, neutral, reverse, all appear as tabs on the touchscreen. Start the car, hit D for Drive, and off you go. The car is quiet, with no gear whine. It's powered by a 400-kW (536-hp) Tesla Model S drive unit from the rear of a Tesla Model S. The battery pack is an LG Chem 32-kWh pack from a Chrysler Pacifica because that works best in a 912. Range is 120-145 miles depending on how you drive. Charging comes from dual 5-kW chargers at Level 1 or Level 2. The braking and suspension systems are from a 1977 RS upgraded by Wayne Baker Racing. It rolls on 195/65R-15 Michelins in front and 205/65R-15 rears wrapped around Fifteen52 Magnus Walker Outlaw wheels. With one battery pack in the front trunk, weight distribution is improved to 42/58 front/rear. The car feels light. Benardo says it weighs 2,505 pounds. That's 4.67 pounds per hp, which is close to supercar territory. There's no traction control, stability control, or ABS, so be careful how quickly you step on the accelerator. 'You have to do all the work,' he said as we rolled off into eastern San Diego county. But it's not work, it's fun! The acceleration is just short of what would scare you, but more than you're likely to need. I got to go around a couple of corners and it felt flat, no roll to speak of. The rear end never stepped out like older 911s are famous for. The steering was very light; I might have wanted just a little more feel through the wheel but this was a highly enjoyable car. The regenerative braking is adjustable, and this one was cranked up just the way I prefer. It just so happened I drove an Everatti 911 conversion a month or two before this one. The Everatti is a 1991 Porsche 964 911 making 500 hp. It's sporting the company's 964 carbon-widebody RSR homage. It came with a 62-kWh battery, good for 0-60 mph in 3.7 seconds in this car. It weighed 3,230 pounds in this specification, which compares favorably to the 3,241 pounds for a 964. The Everatti weighs more and has approximately the same performance but wrapped in a carbon-fiber body. You can spend over a half million dollars on an Everatti. The Zelectric 912 is just $195,000. Which brings us to price. A Zelectric conversion typically starts at around $78,000 for a Beetle or Karmann Ghia; a Microbus conversion starts at $85,000; a Tesla-powered Porsche 911/912 can cost significantly more, reaching upwards of $98,000 for the conversion alone. Prices vary depending on what you want done. And everything takes two years. Which would I prefer? I might be completely happy driving off with the 912. Call Zelectric and get yourself on the waiting list. Are you going to buy one? Let us know below.
