In a world filled with high-winding small-blocks, torque-laden stroker motors, souped-up superchargers, and big-bottle nitrous systems, there’s still a surefire way to earn everybody’s envy when they size up your Corvette—evil twins.
That’s the story of Lindgren Supercars’ black ’07 Z06, which delivers a ground-shaking 750 hp to the rear tires thanks to a trick, custom twin-turbo setup grafted onto a stock 7.0-liter LS7.
“This car was built to showcase the skilled craftsmanship of the fabricators and tuners at Lindgren Supercars,” company owner Karl Lindgren says. “Our goal was to transform a C6 Z06 into a street and track monster with brutal yet controllable power, precision handling, and daily driveability.
“Our shop manager Matt Vander Loop and I had been kicking around ideas for what kind of car we should build as our first shop car, and ideas of Vipers, Corvettes, and others had been tossed into the mix,” he says.
In October 2011, on a flight from Dallas back to his home in Green Bay, Wisconsin, Lindgren made up his mind. “On a whim, I left in the middle of my airport layover, called a Chevrolet dealership, and asked them to come pick me up. Instead of going back to the airport and getting on my connecting flight, I bought a Z06…and drove it back to Wisconsin.
“We tore the car apart in October and unveiled it in March . These long months of inclement weather make it tough for driving sports cars, but afford ample opportunity for working on them. During this time, we touched nearly every nut, bolt, and wiring harness in the car, and separated the body from the rolling chassis numerous times. It was a completely different car once the snow had melted. It looked different, sounded different, housed a multitude of brand-new parts, and made nearly twice the power it did before. It was a complete monster now.”
Surprisingly, the build retained the Z’s stock 427ci LS7 long-block, including its rotating assembly, cam, and heads.
Here’s how it all came together:
“After pulling the body off the frame, we put our craftsmen to work on a custom induction system for the LS7,” Lindgren says. “They fabricated a short-ram aluminum intake manifold with integral velocity stacks and 304-stainless turbocharger manifolds.”
Then, the team upgraded the Vette’s already-potent suspension to top-rated Pfadt components: Feather Light Generation SA Coilovers at all four corners, along with anodized 6061 T6 aluminum engine and transmission mounts.
Next up, the crew reengineered the Z’s fuel system, starting with an Aeromotive Eliminator 1,400hp fuel pump in place of the OE unit. The rest of the system comprises an Aeromotive pressure-sensing regulator, return-style lines, billet rails, and Injector Dynamics ID1000 100-lb/hr injectors.
“The return-style system allowed us to independently set our base fuel pressure and run 1:1-ratio regulation, which is critical for boosted applications. Each rail is fed from the center, which ensures every injector in the bank has even flow, unlike rails fed from the ends, which are known to starve the last injector in the series in high-horsepower applications,” Lindgren says.
They also bolted up an ACT twin-disc clutch rated to rein in 1,100-plus lb-ft of torque.
After reinstalling the C6 body back onto its rolling chassis, Team Lindgren stripped down the engine harness and relocated most of its wires under larger components, such as the engine block. The coil packs, meanwhile, were hidden between the runners under the intake manifold.
The next chapter in this Corvette’s five-month transformation from stock to superpowered focused on finding available real estate in the engine bay for all the extra plumbing needed for the planned twin-turbo system. “There is very little room in the front of the C6 for radiator or accessory-cooler modifications, so we started from scratch,” Lindgren says.
After extracting the OE radiator, oil cooler, and power-steering cooler, the crew refabricated the radiator-support bracket and installed a 2.5-inch-thick, dual-pass aluminum unit down and back in the chassis about 2 inches. Next, they bolted up a 3,300-cfm fan and aluminum sheetmetal shroud, repositioned the stock oil cooler at the rear of the vehicle (where the passenger-side exhaust previously resided), added a twin-circuit trans cooler and high/low electric fan, modified the factory dry-sump oil tank to achieve a 15-quart capacity (up from 10 quarts stock), and replaced the power-steering and radiator reservoirs with a custom chambered unit.
The radiator relocation provided the extra room needed to mount custom dual intercooler tanks, which were fabricated from 4.5-inch-thick Garrett cores. “We never skimp on ways to lower intake-air temperature, especially in forced-induction applications,” Lindgren explains.
The twin-turbo system’s other components were all handpicked: a pair of Precision 6266 turbos and 46mm wastegates, dual 50mm TiAL blow-off valves mounted on the charge piping behind the front bumper, custom piping secured with Wiggins-style dual O-ring clamps, and even a 2.5-pound compressed-air system to regulate the pressure on the wastegastes’ diaphragms.
Other engine mods include a Nick Williams 102mm throttle body; Lindgren’s signature oil catch can/PCV system, alternator-relocation bracket, and valve covers; and a pair of stainless-steel tubular manifolds with 1.75-in primaries. The latter flow into 3-inch stainless downpipes, then on to a single MagnaFlow muffler and 8-inch center exhaust tip.
While the tire-melting Z retains its factory- issued Tremec six-speed manual trans, below the car is a billet-aluminum trans-tunnel plate that adds rigidity to the chassis while also preventing excess engine heat from entering the cabin. The stock 3.70:1 rear was left untouched.
Lindgren dialed in the combo personally, heavily modifying the stock tune stored on the E38 engine-control module. “We put a significant amount of time into the transitional and driveability elements of the tune to maintain that stock feel, but compensate for the…power adders. These areas are often overlooked by tuners who are just focused on a horsepower number,” he says.
“There are known limitations of [the LS7], but it does have pretty impressive capabilities. When our first complete power-sweep on low boost netted over 600 rwhp, we knew we had a monster on our hands. By the end of the dyno day, I was able to tune the Z to squeeze out 750 rwhp at only 8 psi of boost. We could have tried for more, but this was a comfortable number, and still more power than we felt we could use on the street.”
With his horsepower goals obtained, Lindgren set out to give the Z a more aggressive exterior appearance. To that end, he bolted up a Lingenfelter SV-4 supercharger hood, a ZR1 front splitter and side skirts, a Breathless Performance Products GT2 rear diffuser, custom-tinted side marker and LED taillights, and COR Forged concave wheels wrapped in sticky Toyo Proxes T1R rubber.
The interior, meanwhile, maintains a mostly stock presence, except for a four-point rollcage. An NLR Control Products AMS-1000 boost controller is stealthily hidden underneath the center armrest.
“Driving this Corvette is a ‘Dr. Jekyll and Mr. Hyde’ experience,” Lindgren says. “With the big, 7.0-liter LS7 and our custom exhaust manifolds, the turbos spool almost instantly. The acceleration is so violent, it’s like being attacked by an axe murderer. At the same time, the car is so refined and easy to drive that I have taken it to the grocery store more than a few times, without even thinking about the evil twins under the hood.
“I try to drive the Z frequently when the weather is nice, and it’s really a joy to pilot,” he concludes. “We’ve taken it to a few car shows in the area, and the reaction is always the same. People see this twin-turbo Z06 as a real supercar able to hold its own against any exotic sports car on the market today. They are amazed that we were able to pack such a large amount of stuff into a small area, and…by the craftsmanship and attention to detail. We regularly win some kind of award at the shows we attend, but the biggest reward for me is being able to share our work with others, and knowing that people appreciate what we do as much as we love doing it.”
|2007 Chevy Corvette Z06|
|Owner||Karl Lindgren; Green Bay, WI|
|Heads||CNC-ported LS7 aluminum|
|Valves||Stock titanium 2.200-in intake / 1.610-in sodium-filled exhaust|
|Camshaft||Stock hydraulic roller|
|Rocker Arms||Stock 1.8-ratio with offset intake|
|Pistons||Stock hypereutectic aluminum|
|Crankshaft||Stock forged steel|
|Rods||Stock forged titanium|
|Intake Manifold||Custom Lindgren Supercars aluminum with integrated velocity stacks|
|Throttle Body||Nick Williams 102mm billet|
|Fuel Injectors||Injector Dynamics 1,000cc|
|Fuel Pump||Aeromotive Stealth Eliminator with boost-referenced pressure regulator|
|Ignition||Stock LS coils with custom mounts, Taylor 10.5mm wires|
|Engine Management||Stock E38 ECM, tuned by Lindgren Motorsports|
|Power Adder||Lindgren Supercars twin-turbo system with dual Precision 6266 billet turbos and 46mm wastegates|
|Maximum Boost||12 psi|
|Intercooler||Lindgren Supercars custom twin air-to-air with 4.5-in Garrett cores|
|Exhaust System||Lindgren Supercars custom 1.75-in tubular stainless manifolds, dual 3-in pipes and merged tip|
|Transmission||Stock T56 six-speed manual|
|Rearend||Stock with 3.70 gears|
|Front Suspension||Pfadt Feather Light Generation SA Coilovers|
|Rear Suspension||Pfadt Feather Light Generation SA Coilovers|
|Front Brakes||Stock Z06 discs with six-piston calipers|
|Rear Brakes||Stock Z06 discs with four-piston calipers|
|Wheels||COR Cipher forged three-piece; 20x10-in (front), 20x13-in (rear)|
|Front Tires||Toyo Proxes T1R 285/25ZR20|
|Rear Tires||Toyo Proxes T1R 345/25ZR20|
|Miles Driven Weekly||Less than 50|
Photos Courtesy Tyler Priewe and Minty Fotos