Dateline: November 2, 2001.

It's been a while since we displayed our updates. And believe me, we have done plenty. Here I am contemplating what to do next!

In the next few days, we will be displaying the new updates. We will add it as we produce the pages. Little bit at a time.

Look forward to reading about:

Still Updating Site - Moved the radiator back to the front of the car. We are using our Lindsey Racing Stage II Intercooler now because it cooled the intake air as well as the twin 930 part we made. This gave us the room to move things back up front.

Still Updating Site - Installed the Lindsey Racing AFTERBURNER boost control system.

Installed the Lindsey Racing Level II Cylinder Head.

Here you see our Level II Cylinder head ready to install. This head flows 22% more CFM then the stock cylinder head. The stock head flows 180 CFM at 28" @ .500 valve lift and this flows 230 CFM. This is acomplished with the stock valve and seat. It's also O-Ringed and has the combustion chambers and valves thermal coated.

We also had the header and cross over pipe thermal coated both inside and out.

Installed the Lindsey Racing Prototype Intake Manifold.

This intake is the 3rd generation prototype. It flows an incredible 246 CFM per runner with the stock throttle body. We are working on our 65 mm throttle body which should jump that quite a bit. When you remove the throttle body, it flows 270. The four runners are identical and equal in length and we get less then 1% difference in flow between the four. The intake is Thermal coated and Teflon lined.

The stock intake manifold flows an uneven 206 CFM (first runner) and 186 CFM (3rd runner). This is a 10% imbalance in flow between one cylinder and another. The factory did a terrible job on the intake manifold in our opinion. If you have your intake extrude honed, you increase flow, (don't know how much yet) but it does not correct the 10% imbalance. You might as well have some flat lobes on you cam or varying compression between cylinders. Why go to the trouble of balancing your injectors and head if your going to pump varying amounts of air between one cylinder and the next with a poor intake.

Our first prototype intake manifold was a simple experiment. We cut off the runners about 5 inches from the injector flange and fabricated and welded a plenum on it. It did flow much more air, but because of the difference in the bends near the injector flange, the flow was not even across the manifold. This was not acceptable. Not only was the flow not acceptable, the thought of trying to sell something someone could easily make themself was a bad one. The runners were to short. 7" from valve to plenum in optimum. The runners did not have a 20% taper over their length which is optimal.

On the second prototype, we cut and rotated the rear runners to try to make them more consistent. It was an improvement, but still not acceptable. We wanted an intake that flows within 1% across the part and this was not going to do the job. This improved the flow, but still varried almost 5% across the part. But even if the flow would of been even, we could never get the optimum runner length and taper from using the stock runners. As you can see from the above picture, we were playing with the plenum. We enlarged the plenum two times. The second time we added a full inch. It did not flow more then the original plenum. This proved that the plenum size was adequate for the ports. An oversized plenum is just more space to pack causing turbo lag.

On the third prototype (pictured on the car) we had a runner cast from aluminum and thus the four runners are identical. Our research on runner length seemed to favor a 7 inch runner. In addition, the runner should be 20% larger from top to base. There are other important thing on the runner openings that our flow bench expert pointed out from his 35 years experience flowing intakes and heads. We made the back of the plenum from wood, then had a one off part cast in aluminum. From there we fabricated the front section and welded the unit together. Off to the flow bench where we got some incredible numbers. Since then we Telfon lined and thermal coated the exterior. We learned a lot building these parts. Were confident that our final design will be a piece worth waiting for.

We are in the process of producing a very similar manifold for sale. It will be a completely new part. Very similar to the part you see here with a few internal and external tweaks. We will be improving the cosmetics, the flow, and reposition some components such as the inlet a bit. It will require a new intercooler to throttle body pipe which will be part of the package. Teflon lined and thermal coated of course.

Something interesting we found out in intercooler testing is that the stock intercooler flows 5% less backwards then it does forward. Our Stage I and II intercoolers flow the same both directions after our work overs.

Look for this part to be released this Winter.

There are currently only two other intake manifolds available. The Milledge manifold for $4500. This is a very nice part but a little pricey for the average person. We expect ours to be about a quarter of the price. No carbon Fiber. Single throttle body. But capable of flowing what most any head will require. HP gains should be very similar. Maybe more. The other unit has a striking resemblence to our first prototype. Less expensive, but you get what you pay for. In addition, that system requires the reverse flow of the charge air through the intercooler. Our flow testing shows that the intercooler flows 5% less when flowing in reverse. It has to do with the restrictive cap on the inlet. Our modified intercoolers have less of a loss in reverse. Not that it matters with our intake. If you would like an intake like that, send us yours and we can chop it and tank it for about half the price. We can set it up to use the stock intercooler flow.

Still Updating Site - Installed a Kokeln Stage 5 Turbo.

Still Updating Site - Installed a Lindsey Racing MAF system with MAC II fuel controller.

Freshened up the bottom end with new bearings, rings and Pauter connecting rods.

This was overdue since it had been four years since we did the last rings. We did a compression test and found that we had compression between 100 and 117. Far from where it should be. This is the compression we had when we did the 370 RWHP on the dyno. We added new rings, bearings, and installed some Pauter connecting rods. We also had the pistons coated again. The undersides were Teflon coated, the tops are thermal coated and the skirts are coated with a moly product.
Pistons and Pauter Rods

Still Updating Site - Installed Front Winglets.

Lindsey Racing Rear Wing.

Many have been waiting to see this. We displayed our wing for the 944 at the Hearland Park club race in October. What can we say. It's worth the wait. We are doing final work with the installation on the stock hatch and should be offering the wing this Winter. You can adjust the angle of the wing for the desired down force. Shorter uprights are being considered for street cars or those wanting not to attract so much attention. Sorry about the wait!

Lindsey Racing NACA Duct header panel

Two products near release are the NACA Duct header panel for non headlight race cars and the NACA duct head light door covers for street cars. Fresh cold air to the Mass Air Flow and Engine compartment are the purpose. Aside from that, they look awesome as well. We can add the NACA ducts to you current fiberglass header panel. Call for info.

Installing Kokeln Rear Suspension System and Sway Bars.

We added the Kokeln rear suspension to add adjustability, less restrictive movement and reduce weight.
Here you see the system waiting to be installed under the car.
Kokeln Rear Suspension System

In this picture you can see the system installed along with the rear sway bars.
Kokeln Sway Bars Installed

Installed Kokeln Camber Plates.

The raised camber plates allow for lowering of the car about 1-1/2" while leaving the strut length unchanged. Installed Double Adjustable Protrac Dampers.

We searched high and low for a strut and shock package. We settled on the Protrac Damper double adjustable system with 12 compression adjustments and 16 for rebound.

We felt that the Protrac was the best in the price range and the company offered superior customer support. Matter of fact, we liked it so much that we became a dealer for Protrac. For full information, view suspension on our site.

The front dampers we had made to stock length and decided to use the Kokeln raised camber plates to accomplish the lowering of the car. If you use a stock length shock and lower the car, you change the position of the piston while in a neutral or static position. Lets say you have 6 inches of travel. If you lower the car 2 inches, you only have one more inch of travel left before the strut bottoms out. If the strut bottoms out it can cause the entire corner of the car to raise or perhaps break something. Perhaps worse. The softer the spring the greater the chance of bottoming out. We have equal travel left in both compression and rebound.

The rear dampers were made 2 inches shorter. This accomplishes the lowering of the car while keeping the piston in a center position for reasons mentioned above. This did require different springs lengths then the normal stock dimensioned system. Two inches shorter.

The springs pictured here are not the springs we ended up using. We purchased an array of Eibach springs. Because we ended up using the Kokeln raised camber plates, we used a two inch shorter spring because they supply a 2" solid spring hat that fits up inside the camber plate. The larger diameter of the spring would not allow for rotation or camber adjustment without this spring hat (extension).

On our initial setup we installed 650 lb. main springs on the front and 500 lbs. on the rear. Our research showed a 75% front/rear ratio is a good place to start. Our front and rear spring are now all 6" springs. We ordered a set of 450, 550, 600 and 700 lb. springs. We can swap the front and rear spring and raise or lower the whole set-up in 50 pound increments.

In addition, the remote reservoirs on the dampers are Nitrogen filled. They are set at time of manufacture at 12 bar (174 psi.) of pressure. You can raise or lower this pressure and in effect simulate a stiffer or weaker spring rate. This is something you cannot do on the more expensive Penske systems which was another reason we chose Protrac. We now carry a small bottle of Nitrogen and a Penske high pressure shock tool and we can adjust at the track. It's almost as easy as adjusting the pressure in you tires.

When you consider we can adjust the spring rate, have 12 compression and 16 rebound adjustments, the system is very tunable. Now we only need to figure out what to do with all this adjustment. We mounted the front reservoirs under the hood. The rear units pass through the floor and are mounted on the drive shaft tunnel in the interior.