Not to be confused with the Lumber Tycoon 2 Roblox game developed by Defaultio, the LT2 regular production order code refers to the Chevrolet Corvette Stingray's base small block. Developed specifically for mid-engine applications, the punchier sibling of the LT1 produces 490 horsepower at 6,450 revolutions per minute and 465 pound-feet (630 Nm) of torque at 5,150 rpm.
Opting for the NPP exhaust system adds five ponies and five pound-feet to the mix, which is more than enough in a car such as the Stingray. For most people, that is, because the aftermarket can do better. The latest upgrade worth digital ink on digital paper is the (breathe in first) Lingenfelter Eliminator Spec S 7.0L 427 LT2 Naturally Aspirated C8 Corvette Engine, which is $29,950 including core charge discount and installation.
Let that starting price sink in for a minute. At press time, you can get a brand-new Sonata for that cash. Think $27,500 for the SEL trim level, plus $1,150 for the destination charge and $470 for the optional paint color Serenity White. Advertised as being the most powerful naturally aspirated C8 engine available, the 427-cube mill sports a CNC blueprinted and sleeved aluminum-alloy block.
The list of upgrades over GM's bone-stock LT2 further includes a forged rotating assembly from Callies, 4.125 pistons from Mahle, plus a Lingenfelter Eliminator Spec S camshaft by COMP Cams. The setup retains the stock cam phasing system, oiling system, and scavenging system.
Prospective customers willing to spend $29,950 on top of the Stingray's starting MSRP of $68,300 are presented with 700-plus horsepower and in the ballpark of 600 pound-feet (813 Nm) of torque on 91 octane with the standard 85-millimeter throttle body. Seriously impressive numbers, for certain!
Photo: Lingenfelter
Be that as it may, the aftermarket specialist founded by NHRA racing driver John Lingenfelter can extract a further 15 horses and 14 pound-feet (19 Nm) with the optional Performance Design C8 LT2 Carbon pTR Intake Manifold and a 103-millimeter throttle body. For some reason or another, Lingenfelter's website doesn't list any 103-millimeter throttle body. The fancy intake, on the other hand, retails at $2,155.50 for the time being.
Optional extras also include a ported 95-millimeter throttle body ($432.85), a Halltech cold air intake airbox ($715.50), GForce Performance Engineering OUTLAW axles ($1,889.10), Corsa headers ($2,245.50), and a Corsa Xtreme-S four-valve exhaust system with black chrome tips ($3,581.09). Lingenfelter claims that the 427's camshaft optimizes the power band to work within the dual-clutch transaxle's shift and torque parameters.
Tremec supplies the dual-clutch tranny for all versions of the C8, with the Stingray-specific version of the TR-9080 maxing out at 590 pound-feet (800 Nm; hence the 80 suffix) and 7,500 revolutions per minute. Tremec's double-clutcher is also used by Maserati for the MC20 supercar, which packs 621 ponies and 538 pound-feet (730 Nm).
Not bad for a 3.0-liter V6 with a couple of turbos on deck. However, when Ferrari extracts 654 horsepower from a similar displacement and number of cylinders, one has to wonder if Maserati could've done better. Adding insult to injury, the more affordable Corvette Z06 offers more power than the MC20. And an 8,600-rpm redline to boot!
After a 1:43 scale model of a Ferrari 250 GTO sparked Mircea's interest for cars when he was a kid, an early internship at Top Gear sealed his career path. He's most interested in muscle cars and American trucks, but he takes a passing interest in quirky kei cars as well. Full profile
Would you like AUTOEVOLUTION to send you notifications?
Google News