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 [2012]. 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.