TNGChris

wow,i had no idea they were that fast.those numbers had to be on slicks?and what power level was that?i was thinking 10s on street tires in the 800HP version.

if somebody wants one of these cars because they're cool,they can afford it,and they want a unique car to cruise around in,i'm fine with that.if you want to take it to the track,even better...if you're a rich guy in your late 40's getting it to feed your ego,and fuck with kids in their $10k Mustangs(or rev on anybody you might think will race you),you've got a problem.
i'm not saying that any of this is the case,but Tim certainly has a huge ego,and isn't afraid to flaunt his money.
chris

Cosmo

I'd have a lot more respect for him if he built it. Any idiot with too much money can buy a fast car...

rotorsownyou7

I'm pretty sure that was a custom 1000+ hp version on slicks.

I don't know this guy, but people seem to think he flaunts his shit. If so, this is a stupid reason to buy the car. If not, cool.

BTW, are you guys doing this talking, or is he? He said he would upgrade if someone beat him? Seriously?

James93tsi

Tim has the fastest of everything it seems..he sold eliminator boats exclusively through our dealership.His personal ride with twin supercharged and intercooled 572's went like 140-150 mph.He also has a sick Buick GN.He's just someone who has the loot to buy the fast shit..I'm looking forward to coming back home and riding in the vette

James93tsi

I'm pretty sure it's a brand new twin turbo ZO6...probably no expenses spared on this one dex

Cosmo

I love that people have boats like that on Smith Mountain Lake. There is so much room to open them up...

4drgsr

regular off the shelf version,research it on motor trend,or car and driver,both tested it. 850~ hp or so.

4drgsr

these are the specs on the older vette! 2000 model!
Specifications:


Vehicle type
front-engine, rear-wheel-drive, 2-passenger, 3-door coupe


Price as tested
$116,227 (base price*: $112,088)


Engine type
Twin-turbocharged and intercooled pushrod 16-valve V-8, aluminum block and heads, GM/LPE engine-control system with port fuel injection


MODIFICATIONS (all parts made by LPE except as noted)
Engine and transmission: blueprinted block, forged crank and pistons, billet connecting rods, custom camshaft, ported heads, custom valvetrain, twin Garrett/Incon turbochargers, twin air-to-air intercoolers, B&B exhaust, $43,995; radiator, $1595; 3.15:1 axle ratio, $999; clutch and flywheel, $660; thermostat, $50; axle installation, $500 Suspension: Penske double-adjustable external reservoir shocks, $3945; Vette Brakes and Products Level One suspension (anti-roll bars, leaf springs, bushings, tie-rod ends, transaxle mounts), $2360; labor, $1200 Brakes: front, $6145; rear, $4055; Baer bias spring, $49; labor, $500 Wheels and tires: LPE/HRE 3-piece forged aluminum wheels, 9.5 x 18-in front, 11.0 x 18-in rear, $4095; Hoosier A3S03 tires, P275/35ZR-18 front, P305/30ZR-18 rear, $1000; labor, $200 Body and interior: Skunk Werkes rear wing and front splitters, $2495; labor, $500



Displacement 346 cu in, 5665cc



Power (SAE net) 650 bhp @ 5800 rpm



Torque (SAE net) 600 lb-ft @ 5000 rpm



Transaxle stock Tremec T-56 6-speed manual


Front brakes Baer 14.0 x 1.25-in vented, grooved discs; Alcon 6-piston calipers



Rear brakes Baer 14.0 x 1.25-in vented, grooved discs; Alcon 4-piston calipers



Brake-pad material Baer Dual Carbon Pro Race



Wheelbase 104.5 in



Length 162.2 in



Curb Weight 3462 lb



Weight distribution, F/R 56.1/43.9%

4drgsr

look what he did with 6500+pounds, vette more realistic now???











Lingenfelter 427 Twin-Turbo Escalade EXT - Specialty Files 1 | 2

Giving new meaning to the word excess, in every respect: size, weight, cost, and, uh-huh, speed.

BY LARRY WEBSTER, PHOTOGRAPHY BY AARON KILEY August 2003

With a curb weight that is almost double that of a Corvette and a center of gravity measured in feet rather than inches above the ground, the Cadillac Escalade EXT luxury five-passenger pickup is as likely a performance vehicle as Rosie O'Donnell is an obsequious Avon Lady. So imagine the confusion in our little brains when we tested a modified Escalade that was quicker than a Porsche 911, a BMW M3, and even a Ferrari 360 Modena F1.

This unholy Escalade was the work of Lingenfelter Performance Engineering of Decatur, Indiana. Although we've covered many of the company's modified Corvettes and Camaros over the years, we've only sampled a few of its trucks.

"Since GM introduced its latest-generation truck platform in 1999," says LPE's Jason Haines, "the number of trucks that we've modified has quadrupled." So, as full-size trucks are good business for the auto companies, it seems large vehicles are also good for tuning shops such as Lingenfelter's.



The problem with tuning trucks is they're heavy. To make one reasonably quick—and provide the well-heeled owner with the kick he or she expects—takes copious amounts of horsepower.

Although a 3300-pound, 350-hp Corvette can outrun just about anything with an additional $20,000 and 200 horsepower, LPE had to more than double the output of the Escalade. The stock 6.0-liter V-8 thumps out 345 horsepower and 380 pound-feet of torque—respectable numbers—but once the makeover is completed, the power and torque levels are outlandish: 700 hp at 5200 rpm and 740 pound-feet at 4600 rpm. That's more than the 493-hp Mercedes S600, the 550-hp Saleen S7, and the 650-hp Ferrari Enzo Ferrari.

At $55,975, this monster LPE motor costs a few grand more than an entire Corvette Z06 and does not share any parts with the stock unit. The block is a heavy-duty aluminum unit that GM developed for its Le Mans-winning Corvettes in 2001. Tucked into the cylinders are 4.13-inch-wide pistons (stock is 4.0) with topside depressions that lower the compression ratio from 10.0:1 to 8.5:1. Stroke was increased from 3.62 inches to 4.0, and displacement was increased from 6.0 liters to 7.0. Two Garrett turbochargers increase intake-air pressure by 9.0 psi, and two 12-by-24-inch intercoolers chill the charge to further increase power.

The last time we sampled this engine, it was in a Corvette, and that experience was a little frustrating because it so easily spun the tires. Sure, burnouts can be cool, but it's a little embarrassing when you want to dust off a pimply-faced punk in a Camaro IROC and instead of effortlessly blowing him off, you're spinning your wheels. Still, that Vette was a rocket, and with a little finesse, it managed to win our September 2002 "Supercar Challenge."

No finesse was required to launch the Slade, however, because Lingenfelter retained the standard full-time four-wheel-drive system. The transmission was upgraded with stronger clutches and higher shift pressure for $2795, and a $1495 high-performance torque converter was added. Other goodies included Alcon brakes for $5375, a suspension stiffening for $1695, and 20-inch wheels wearing Pirelli Scorpion Zero tires for $6550. In addition, the steering system's idler arm was stiffened with a series of gussets for $600. Okay, you'd better sit down. This Escalade—including the cost of a new 2002 stock $50,015 vehicle—came to a heart-fluttering base price of $124,500.

What we liked best about the Slade was how effortlessly it put all 700 horses to the ground. With the four-wheel-drive system and automatic transmission, an Avon Lady could launch the thing perfectly. Apply a bit of brake torque, and the LPE Escalade honks to 60 mph in only four seconds, just about half the time a stocker needs. In 11.1 seconds it's at 100 mph, and in only 12.7 seconds it passes the quarter-mile at 106 mph (a Ferrari 360 Modena F1 reaches 60 in 4.6 seconds and the quarter in 13.1 seconds at 110 mph).

A Dodge Viper and a handful of other sports cars are quicker, but we figure the Lingenfelter Slade could easily outfox plenty of unsuspecting drivers. At full boil, it makes a tremendous roar. It's not loud inside the cabin, but bystanders report a whooshing sound that resembles a jet at takeoff. Inside, you can hear the spooling turbos and an annoying gasp as the blow-off valve releases air pressure whenever the throttle is closed.

We recommend opting for the big brakes because they did a tremendous job of slowing down this shoe-box-shaped missile. From 70 mph, it stopped in 182 feet, only 12 more feet than a Porsche Cayenne Turbo can manage. After five repeated stops, we noticed only a hint of fade, which is far better than the stock brakes that feel ready to go home after one stop.

The suspension and the Pirelli Scorpion tires increased cornering grip from 0.73 g to 0.83 g. If we didn't live in the Pothole Belt, we probably would have appreciated the handling benefits of the new suspenders. But we'd happily give up a little grip in exchange for a smoother ride.

As much as we enjoyed blasting around in this unlikeliest of sprinters, the whole idea of it still strikes us as odd. If you want performance, why not buy something designed to go fast—a Chevy Corvette or a BMW M5? It looks as if the LPE Escalade may join genital piercing and Toyota's new Scion brand on the list of things we just don't get.

Lingenfelter Performance Engineering, 1557 Winchester Road, Decatur, Indiana 46733; 260-724-2552; www.lingenfelter.com.

Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door truck
Price as tested: $126,620 (base price*: $124,500)
Engine type: twin-turbocharged and intercooled pushrod 16-valve V-8, aluminum block and heads, GM/LPE engine-control system with port fuel injection

Displacement: 428 cu in, 7008cc
Power (SAE net): 700 bhp @ 5200 rpm
Torque (SAE net): 740 lb-ft @ 4600 rpm
Transmission: 4-speed automatic with lockup torque converter
Wheelbase: 130.0 in
Length: 221.4 in
Curb weight: 5709 lb
Zero to 60 mph 4.0 sec
Zero to 100 mph: 11.1 sec
Zero to 130 mph: 21.2 sec
Street start, 5-60 mph: 4.5 sec
Standing 1/4-mile: 12.7 sec @ 106 mph
Braking, 70-0 mph: 182 ft
Roadholding, 300-ft-dia skidpad: 0.83 g
EPA fuel economy, city driving: 11 mpg
*Base price includes all performance-enhancing options.

sidewaysfox

NO SHIT...