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CORVETTE TODAY #272 - The Lingenfelter Eliminator Spec S Engine For The C8
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Jul 11, 2025
Ken Lingenfelter and his team keep upping the horsepower game for the C8 Corvette! The new Eliminator Spec S engine is a fire-breathing 7 Liter monster with a mind-blowing 700+ horsepwer. And the beauty of it is...it runs on pump gas (91 octane)! Brandon Baker, the Vice President of Sales and Marketing for Lingenfelter Performance Engineering, joins your CORVETTE TODAY host, Steve Garrett, to tell you more about the finer points of this engine. This engine will work in the C8 Stingray and E-Ray. Brandon goes over all the specs and details of the Eliminator S engine. He describes how the engine was developed and talks about some ot the obsticles they overcame to create this amazing engine. If you want more horsepower for your C8, be sure to check out this episode of CORVETTE TODAY!
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[Music] Welcome to Corvette Today, the show that
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talks about everything Corvette with your host Steve Garrett, lifetime member of the National Corvette Museum,
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president of the Corvette Club of Kansas City, Missouri, and radio disc jockey at the number one radio station in Kansas
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City for over 45 years. Here's Steve Garrett.
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Thanks for listening and watching Corvette Today, the show that talks about everything Corvette and the only
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current podcast dedicated to Corvette. I'm your host, Steve Garrett. I appreciate you tuning in. Corvette Today
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Lingfelter Performance Engineering is doing some amazing things for Corvette and their engines. If you want to up
4:03
your Corvette's horsepower, Brandon Baker, the vice president of sales and marketing from Lingfenfelter Performance
4:09
Engineering, is here to tell us more about it. Brandon, welcome to Corvette today. Thank you, Steve. Very happy and honored
4:15
to be here and very excited to talk to you about our programs that we have going on and what we may have coming across the horizon here.
4:20
That's awesome. Brandon, let's start off about this new Eliminator spec engine. How was this thing imagined? Whose idea
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was it and how did it come into being? So this was kind of a a joint project through our team, our engineering team.
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We knew that we wanted to build more power and torque out of these engines for the LT2 platform for our customer
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base that is always striving for more power and for the customers that are striving for the reliability on a
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trackbased engine. We actually just had a few of these these engines finish up some track circuits. We had one just
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finished the one lap tire race per tire rack. And that car, we end up coming in fourth about a 100 cars on a -ay that we
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did with a 427 in it. So, it was a very cool project or program for that car. It really made some headway and we we did
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learn a few more things during the week a couple weeks ago for engineering and development on this LT2 platform.
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Man, that sounds really cool, buddy. Now, this engine really reminds me of the good old 427 cubic inch horsepower
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LS7 engines from the C6 Z06 days. Is that a coincidence? It's not a coincidence. GM really had
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their ducks in a row when they designed the 427. In our early development, we tried a few different engine
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combinations for cubic inch or stroke for these LT2s. Obviously, the 427 gave
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us a pretty tough hurdle to get over with the oil pan clearance on these LT2s for the oil scavenging system they have
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in there. So, we tried a few different cubic inches. Long story short, the 427 was the happiest combination that we
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did. So, that's why we stuck with it. There's obviously reasons why GM did it back in the day as well, but we went
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through our due diligence. We tried a few other combinations in a 427, a 4125
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bore in a 4-in stroke was the happiest combination. The torque curve was the best and it carried the power out the
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top for what we wanted to see. That's right. Now, your team did some major work on the LT2 engine. You took
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that engine, you added a new crankshaft, new pistons, and ported heads. Let's talk a little bit more about the details
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on all of those. So, we had to go through a lot of engineering. One of the biggest hurdles was the crankshaft
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itself. Obviously, adding that 4-in stroke with that oil system, as I said before, was a very tough one. Very early
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on through CAD data, we ran into clearance problems immediately. So, we had to design the crank. We had to take
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down the counterweights a bit on it just so we can actually clear it. That lays the backbone for it. From there, the
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general heart is what I would call it, the cam shaft of the engine. That is what dictates all the valve train
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movements on this engine and that's what really lays the groundwork with the
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crank in this 427. So the cam shaft plays a huge role in it because it dictates how we control clutch roll out
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where power comes in, how smooth we can have a roll out on the dual clutch transmission. So we really took time in
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engineering that cam shaft for this program as well. That's awesome. Now tell me the horsepower and the torque numbers for
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this engine. So this engine here on 93 octane pump gas, we do see 700
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horsepower. Wow. We see the 700 horsepower in our closed loop dyno cells that we did. So in the car, we do
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require for that 700 horsepower a nice free flowing air intake, intake manifold, exhaust. We do like to see
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high flow cats on these cars. We don't see huge number gain from the high flow cats, but we do also require nice full
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exhaust system for this 427. So, in reality, it's a big air pump. Better air in, better air out is where we get this
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horsepower from. We've ran this on a few cars with stock exhaust, and we have seen horsepower numbers suffer because
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of the stock exhaust. So, moving forward, we do require all the 427 cars to get an exhaust system with it. We do
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like our performance design, our carbon intake manifold. We do see gains from that. and our newer offering, the billet
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Wilson manifold. We do see pretty big horsepower gains with that as well. Both those options would be a good pairing
8:16
for the Wilson. Works on a coupe and a convertible. And then our performance design intake manifold just works on the
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coups for these at this time. Gotcha. And this is not just for Stingray either, is it?
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Correct. We've done this on E-Rays as well. The -ray platform really takes this engine to a whole another level.
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Adding that 160 horsepower from the front drive and it it really turns into some would call it a supercar territory.
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It's a monster, isn't it, buddy? It is. It is. That's awesome. Well, Brandon, let's take our first break. When we come back,
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we'll talk more about this new engine from Lingfenfelter Performance Engineering. That's coming up next here
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Brandon Baker, the vice president of sales and marketing for Lingenfelter Performance Engineering. We're talking
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about the brand new awesome engine that they've got for the LT2. Brandon, this engine takes the LT2 from 6.2 2 L to 7 L
13:26
which is amazing. Does the Eliminator Specs S work well with the rest of the drivetrain, dry sump oil pam, the TMIC
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dual clutch transmission and all that stuff? Yeah. So, our LT2 engine here, our 427,
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it is designed to go into a factory chassis. We do modify the oil pan inhouse. The TMIC dual clutch
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transmission pairs very nicely with it. On our race spec cars, we'll upgrade the
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clutches in them to a Dodson Supertock or sportsman clutch. handle a little bit more power from it. But as far as a
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drivetrain, it's a pretty seamless integration that we do for it. No aftermarket controllers or anything is
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needed there. We really designed this to be an engine that you can send anyone out in. It'll drive like a factory car.
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You just won't have your four-cylinder mode anymore. But I haven't had anyone complain about that yet.
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Daytoday, it's not operate the same. Just once you put your foot to the floor, you're going to have more power on tap and you'll have a lot more torque
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on tap as well with it. That's awesome. Now, like you said before, you guys put this engine in the -ray. Tell me how
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that went with the -ay's motor in the front and the all-wheel drive. At first, it was a bit of a learning curve. There's a little obviously the
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learning curve from the front engine. We did get around that pretty quickly. They do pair very well, especially launching
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the car. The car already launches very well and it's very quick a jot to 60,
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but this just adds a whole another step to it. As soon as your rear tires start slipping or spinning, those front are
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right there to pull you along. And once you get up a little more in RPM, that 427 just keeps you screaming down the
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road. It's quite the car to drive at that point. I've driven many cars in my day and even for a naturally aspirated
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car, it is very, very impressive to have. That's got to be amazing. Now, with this
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Eliminator Spec S, you can modify it for even more horsepower, can't you? Tell me a little bit more about that and what do
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you do to add more horsepower above and beyond the 700 horsepower that it comes with. Yeah, so on these 427s, we still learn
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more and more every day on these combinations. The CA platform, every day there's something that we're learning on
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them. We're smarter the next week after the week before. So, we're continuing to upgrade these illuminator spec S's and
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Spec RS for some of our race cars on the 427 market. We're still playing with cam shaft combinations. We've played with
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compression ratios where we're bumping compression for a few guys. We are now offering E85 on the 427 option. We pick
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up ours 20 25 horsepower from that alone. Just a higher knock rating of that fuel allows us to have a little
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more timing in it. We're pretty close to where we can get these cars to run past
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our 6600 RPM limitation. So, right now we're limited to 6600 RPM for the shifts
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because the shift is controlled by a TCM. And we do have ways where we can overcome that at this time. That's still
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in R&D. And I have a few customer cars out there that we're testing with those guys as well. Once we're past that,
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these will be 7,000 plus RPM engines is where this 427 will truly shine and
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really start breathing well. But that 6600 RPM really had us limited before.
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There's definitely more to come. We do run our carbon fiber intake manifold on these to pick up power. The billet
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Wilson manifold. We do pick up even more power with that one. We do require a nice exhaust system, free flowing cats,
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a nice airbox. Generally, we use the Halltech Hornet airbox. We see good gains with that piece.
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Nice. That's amazing. Now, I should have asked you this from the very get-go. Is this an entirely brand new engine or do
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you use that existing LT2 engine that comes in the Corvette? So, we use the existing LT2 that comes
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in the car. Okay. We do this on a core program. So, generally we have about 10 of these
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engines in rotation at a time. Of those 10, I can speak right now, eight of the 10 are spoken for. I'll probably have
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the other two spoken for in a week or two. But what we do, all these cars that we're getting in there, they're one,
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two, maybe 5,000 miles at the max. So, we take the engine from the car, we use
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that as a core, and we put in already assembled, dyno, ran, tested, make sure
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there's no leaks or anything on the engine dyno. and that goes right into the customer's car at that point. We
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transfer over their electronics. We put a new oil tank on there so there's no crosscontamination or anything, but
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everything will transfer back to the customer's car. That's awesome. By us doing this, it cuts down our
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turnaround time by about two 3 weeks in some instances. So, it's essentially an engine swap. If you were to bring me a
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C8 in 3 weeks, I would have the car for 2 to 3 weeks opposed to 2 or 3 months on
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what it takes us to actually build the engine. These 427s, they're built entirely by hand. I have a guy on them.
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We have 60 plus hours per engine to build these. So, they're very labor intensive. All the bores are checked at
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six points. There's quite a bit that goes in. We have almost a pamphlet of a build book that we can give the
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customers of every little measurement we did on it. So it definitely takes up time and that's why we do the core
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program on these. And in reality, we're replacing all the parts in it with new pieces. The only thing that say is the
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block. They get linehed. We put sleeves in it. They get lifter bushed as well.
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Lifter bush helps on the core shift between the lifters and everything. And we do those bushings so we can tighten
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up the tolerances so we can have a higher oil pressure on them. Oh, that's pretty amazing, buddy. Now,
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the big question is everybody wants to know what's the price of the Eliminator Spec S and where can we get that
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installed? The engine itself for the program installed is $30,000. E-rays require a
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little bit more. So, we're a little bit higher on a -ay, but not bad. A couple thousand more on. We do these at two
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locations, my Wixen, Michigan and my Decatur Indiana. I do also sell this engine as a core program. So, I can send
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it to a local installer buy or near a customer if they're way out of state or
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anything. A lot of guys opt to have the car come to us so they can have our certificate, our authenticity paper, and
19:34
all that stuff with it, our badges. 90% of the time, we get the car that comes here for the 427, but I do still send
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the engines out just themselves and people do install them on their own. Well, that all makes sense. I would
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rather have you guys do it than have somebody else that doesn't know exactly what it takes to do that put that in my
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car. That would be great. Right. Well, Brandon, let's take our final break. When we come back, we'll talk about more specs and the benefits of
19:59
this engine. That's coming up next here on Corvette Today.
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833-639-4231. I'm your host Steve Garrett. With me is
23:56
my buddy Brandon Baker. Brandon is the vice president of sales and marketing for Lingenfelture Performance
24:02
Engineering. We're talking about this awesome new engine that they've got for the C8 Stingray. Brandon, let's talk
24:07
some more nuts and bolts. You had to add additional ventilation to the valley area that supports the upper scavenging
24:13
system. This was necessary, wasn't it? I mean, you had to have more air, right? Correct. So, we actually want to
24:19
alleviate air is is where it comes from. Oh, we get a little bit more crankase pressure in the crank. The factory oil
24:26
scavenging system, it does pull it pretty well being a dry sump, but we still did find some areas of issue down
24:32
there where we had to alleviate some more pressure. We do ventilate the center valley of these engines to get
24:38
some ventilation out and we do pull it out through like the valve covers on these engines to alleviate that
24:43
pressure. We did have a few early issues. Rear crank seals is where this came about and we freed up some power
24:49
from this as well. So when there's too much air down there, you're compressing more on the bottom side of the piston. So when we alleviate that pressure, it's
24:56
just a little bit easier for the piston on the down stroke. Gotcha. That makes sense. I'm not a mechanical guy, but you explained it to
25:02
me and I understand that. So that well done my friend. Also the CNC process had a lot of benefits for you guys as well.
25:09
Talk to me about that. So when we go in and build these engines on a 4125 bore, a factory bore is only
25:16
4065. So we have to go quite a bit bigger on the bore itself. That's why we go in, we
25:22
cut the factory sleeve liners out of it and we put in an aftermarket sleeve in there. The aftermarket sleeve is a lot
25:29
stronger, a lot more rigid, and we add some rigidity to the block for that reason. So, we go in, we cut those
25:35
sleeves out. We also lifter board these blocks. The lifter boards allows us to correct on some core shift in there, and
25:43
it also helps us on oil pressure. When we lifter bush them, we can hone each
25:48
lifter bore individually to our set tolerance that we want from our engine builders. And we can actually raise or
25:55
decrease oil pressure on some of these if we have a very tight tolerance. It's basically quality control at that point.
26:01
As I mentioned earlier, we are on a core program for these. So, we don't want a customer on a 5,000 mi car getting an
26:09
engine from someone on a 8,000mi deal. When we go in, lift bushet, new sleeves,
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all the parts that any new rotating assembly is touching is brand new pieces. It's honed to spec. It's
26:22
properly sized. It's brand new. The only thing that transitions over is the block. But these blocks, they're not
26:28
number matching like the old days and stuff. Yeah, there's no issues there. There's no numbers matching on these
26:33
anymore. I have people ask quite often about that as well. Why won't my original engine? And in reality, you
26:40
would never know to be honest. The CNC is very critical to this project. Without it, we would never been able to
26:46
do the traditional 427 cubic inch. We could cheat more and do a larger bore
26:52
and have a a smaller stroke, but having the 4 inch stroke is the key to this
26:57
because as I said before, we're limited to 6,600 RPM for that shift event. We just couldn't go past it at the time.
27:04
Hopefully here pretty soon we'll have a few things released on where we're shifting these things at 7,000 RPM.
27:10
Nice. Nice. And the beauty of all this is you can use pump gas for this engine. Exactly. So the pump gas aspect here at
27:16
Lingan Felter Performance, we strive on being OEM quality, reliability, and
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drivability. We don't want to have a customer that has to put a water meth tank in the car so we can run it and
27:29
make the proper power that he wants. We don't want to make these cars run gas because you and I, we could jump in one
27:36
of these cars on a random Friday, run down to Florida for the weekend or for a week or go out west, hit a trip to Vegas
27:43
or something like that. And you don't want to be spending 1,000 miles on the highway and having to buy race gas,
27:48
cleaning out your maps. We want these to be so street friendly that you can drive
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in it, go anywhere. For some people, these are pleasure cars. Some people, they're commuter cars. I've seen a few
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C8s come in here with 50,000 miles already. Wow. They weren't part of the 427 program.
28:05
They're just guys that want exhaust systems or anything, and they put it on and they just kept on driving.
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Wow. That's amazing. And you know what? It would be so cool to have one of those engines, you know, like you said, going
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to Florida, hitting Vegas or something. I know me, I'd probably get stopped and I'd say, "I'm sorry, officer. Was I
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going a little too fast?" He'd say, "No, Mr. Garrett, you're just flying a little bit too low."
28:28
Buddy, if a Corvette owner is interested in getting an Eliminator Spec S, how do they reach out to Lingfelter Performance
28:35
Engineering? So they can give us a call at 2607242552
28:41
or they can email our sales team at saleslingfelter.com. Also if they went to our website
28:48
lingenfelter.com they can scroll to the bottom and fill out our newsletter. That newsletter will
28:53
take their info and it essentially creates a lead out of them and we can contact each person individually about
28:59
their needs, their wants and their goals for what they want to achieve on their vehicle build. and that can help us
29:05
determine how to better suit what they want. Fantastic. Brandon, thank you so much for taking the time to be on Corvette
29:12
today. I'm excited about your engine, buddy. Yes, sir. Thank you for having me, Steve. Hopefully, we we can get you out
29:17
here one day and put you in the driver's seat of one of these 427s car. I'd love that. Thanks again for
29:22
listening and watching Corvette Today. And be sure to tell your family, friends, and other Corvette enthusiasts
29:27
about the Corvette Today Show. And thanks to our sponsors, Wheelcraft. Want to dress up your Corvette with bright
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wheelcraft.com today or call 833639-4231.
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Corvette today. Seoka Corvette at ciocorvette.com.
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Also, Aerolari wheels. Get $100 off your purchase with the promo code CT111 at
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aerolari.com. Mark Walter with the Retirement Income Hour podcast and Hendrickk Chevrolet in Kansas City at
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Chevyusa.com. Thanks for checking out Corvette Today on podcast and YouTube. If you'd like to
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contact Steve with ideas for Corvette today, you can email him at stevegared djgmail.com.
30:32
Garrett has two Rs and two T's. That's stevegared djgmail.com.
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Also, sign up for email notifications at corvette.k.page.
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DJ. Thanks again for listening and watching Corvette today. [Music]
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