951 STAGE 5


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951 STAGE V INTERCOOLER



Lindsey Racing's largest intercooler upgrade for the 944 Turbo. Since we feel this is as much intercooler as one would ever need in this car, we named it the Stage V.

Our Stage I and II Intercooler upgrades are a great performance increase for the money. With a 15 year sales history and hundreds and hundreds of units in the field, we have received only positive comments from customers. Since the stock intercooler only flows 205 CFM at 28", as soon as one makes improvements to the intake and cylinder head, your stock intercooler becomes a restriction. There is only so much you can do in the confined area the intercooler resides in. Until now!

The Lindsey Racing Stage V Intercooler bumped up the flow from 205 to 280 CFM @ 28" and improved the cooling drop 40 degrees over the stock intercooler with a larger Spearco core with additional air supplied to it.

This is the "big boy" intercooler many of you have asked for and been waiting for us to develop.

We had a few goals with this new Stage V Intercooler.

Goal Make the best flowing intercooler without blocking the radiator on the market. Our stage II was the one we had to beat.
Solution We spoke with a few different core manufacturers. Spearco seemed to be the name that is most notable in the aftermarket racing world. Unfortunately, Spearco did not have a stock core size to fit our goals. So.... we have Spearco build a custom unit for us. We take a core that already outflows the competition and add an additional 15% more rows. This unit without tanks is capable of flowing over 1000CFM. Those numbers get cut down considerably when you install tanks because you're funneling down a 6.5" x 4.5" square opening down to a 2-1/4" round hole. Click here for more flow information.

Goal Use a new core to facilitate any new technology and eliminate core charges and swapping.
Solution Simple solution. Cast our own aluminum tanks, and purchase a new core from Spearco.

Goal Utilize any existing intercooler piping (hard pipes) either stock or aftermarket.
Solution Intercooler piping (hard pipes) have been around for years. Many customers already have an investment in this upgrade and we wanted them to be able to use their existing pipes. This was simple. Build the new tanks so that they meet the stock pipes in the same location.

Goal Position the intercooler in the stock location so we don't block any crucial systems such as radiators and AC condensers. We already know that placing the intercooler in front of the radiator will cause the car to overheat. That's a Fact! We know this because we have customers who have abandoned that approach and went with our systems after finding out the hard (expensive) way first.
Solution We think the only location for the intercooler is arguably where Porsche put it. The solution to installing an intercooler that was nearly 2 inches higher than the stock unit was to alter what was above it since you can't go down easily. Thus creating the header panel you see here. We have header panels for both headlight and non headlight cars. Non headlight header panel can have our NACA ducts added for MAF flow air.

Kokeln has done an independent "before/after" DYNO pull with our Stage V Intercooler and shown impressive HP and Torque gains even while sitting still on a dyno. Not just peak numbers, but an improvement across the entire RPM range. We were not aware of their comparison plans and had no input as to their testing.

Kokeln says, "The motor is a Vision-built 3.0L stroker motor, 8v head (stock), stock cam, Kokeln 951HP Package, (Kokeln Turbo, Kokeln Intake w/ stock air meter, 52 lb. injectors, Kokeln chips, adj. FPR), Tial wastegate, .9 BAR, no cat, no muffler, 2.5" exhaust, race gas. The only difference between the 2 graphs is the replacement of the stock intercooler with the Lindsey Stage 5 Intercooler. Dynojet 248. Temp for the dyno run was about 68º F. There was a 36" fan in front of the intercooler."

Intercoolers make more power at speed because they cool the charge air better as you increase with speed. 1% additional HP for each 10 degrees of air temperature reduction is the rule of thumb. HP gains on the dyno are mostly a result of flow. Expect extra performance under speed. Our opinion is that with the addition of a higher flowing head and intake, the results would be even higher since you're not utilizing the potential flow of the intercooler with stock parts.



Requires the use of a Lindsey Racing Stage V Header Panel.

951 STAGE V INTERCOOLER



Lindsey Racing's largest intercooler upgrade for the 944 Turbo. Since we feel this is as much intercooler as one would ever need in this car, we named it the Stage V.

Our Stage I and II Intercooler upgrades are a great performance increase for the money. With a 15 year sales history and hundreds and hundreds of units in the field, we have received only positive comments from customers. Since the stock intercooler only flows 205 CFM at 28", as soon as one makes improvements to the intake and cylinder head, your stock intercooler becomes a restriction. There is only so much you can do in the confined area the intercooler resides in. Until now!

The Lindsey Racing Stage V Intercooler bumped up the flow from 205 to 280 CFM @ 28" and improved the cooling drop 40 degrees over the stock intercooler with a larger Spearco core with additional air supplied to it.

This is the "big boy" intercooler many of you have asked for and been waiting for us to develop.

We had a few goals with this new Stage V Intercooler.

Goal Make the best flowing intercooler without blocking the radiator on the market. Our stage II was the one we had to beat.
Solution We spoke with a few different core manufacturers. Spearco seemed to be the name that is most notable in the aftermarket racing world. Unfortunately, Spearco did not have a stock core size to fit our goals. So.... we have Spearco build a custom unit for us. We take a core that already outflows the competition and add an additional 15% more rows. This unit without tanks is capable of flowing over 1000CFM. Those numbers get cut down considerably when you install tanks because you're funneling down a 6.5" x 4.5" square opening down to a 2-1/4" round hole. Click here for more flow information.

Goal Use a new core to facilitate any new technology and eliminate core charges and swapping.
Solution Simple solution. Cast our own aluminum tanks, and purchase a new core from Spearco.

Goal Utilize any existing intercooler piping (hard pipes) either stock or aftermarket.
Solution Intercooler piping (hard pipes) have been around for years. Many customers already have an investment in this upgrade and we wanted them to be able to use their existing pipes. This was simple. Build the new tanks so that they meet the stock pipes in the same location.

Goal Position the intercooler in the stock location so we don't block any crucial systems such as radiators and AC condensers. We already know that placing the intercooler in front of the radiator will cause the car to overheat. That's a Fact! We know this because we have customers who have abandoned that approach and went with our systems after finding out the hard (expensive) way first.
Solution We think the only location for the intercooler is arguably where Porsche put it. The solution to installing an intercooler that was nearly 2 inches higher than the stock unit was to alter what was above it since you can't go down easily. Thus creating the header panel you see here. We have header panels for both headlight and non headlight cars. Non headlight header panel can have our NACA ducts added for MAF flow air.

Kokeln has done an independent "before/after" DYNO pull with our Stage V Intercooler and shown impressive HP and Torque gains even while sitting still on a dyno. Not just peak numbers, but an improvement across the entire RPM range. We were not aware of their comparison plans and had no input as to their testing.

Kokeln says, "The motor is a Vision-built 3.0L stroker motor, 8v head (stock), stock cam, Kokeln 951HP Package, (Kokeln Turbo, Kokeln Intake w/ stock air meter, 52 lb. injectors, Kokeln chips, adj. FPR), Tial wastegate, .9 BAR, no cat, no muffler, 2.5" exhaust, race gas. The only difference between the 2 graphs is the replacement of the stock intercooler with the Lindsey Stage 5 Intercooler. Dynojet 248. Temp for the dyno run was about 68º F. There was a 36" fan in front of the intercooler."

Intercoolers make more power at speed because they cool the charge air better as you increase with speed. 1% additional HP for each 10 degrees of air temperature reduction is the rule of thumb. HP gains on the dyno are mostly a result of flow. Expect extra performance under speed. Our opinion is that with the addition of a higher flowing head and intake, the results would be even higher since you're not utilizing the potential flow of the intercooler with stock parts.



Requires the use of a Lindsey Racing Stage V Header Panel.

951 STAGE V INTERCOOLER



Lindsey Racing's largest intercooler upgrade for the 944 Turbo. Since we feel this is as much intercooler as one would ever need in this car, we named it the Stage V.

Our Stage I and II Intercooler upgrades are a great performance increase for the money. With a 15 year sales history and hundreds and hundreds of units in the field, we have received only positive comments from customers. Since the stock intercooler only flows 205 CFM at 28", as soon as one makes improvements to the intake and cylinder head, your stock intercooler becomes a restriction. There is only so much you can do in the confined area the intercooler resides in. Until now!

The Lindsey Racing Stage V Intercooler bumped up the flow from 205 to 280 CFM @ 28" and improved the cooling drop 40 degrees over the stock intercooler with a larger Spearco core with additional air supplied to it.

This is the "big boy" intercooler many of you have asked for and been waiting for us to develop.

We had a few goals with this new Stage V Intercooler.

Goal Make the best flowing intercooler without blocking the radiator on the market. Our stage II was the one we had to beat.
Solution We spoke with a few different core manufacturers. Spearco seemed to be the name that is most notable in the aftermarket racing world. Unfortunately, Spearco did not have a stock core size to fit our goals. So.... we have Spearco build a custom unit for us. We take a core that already outflows the competition and add an additional 15% more rows. This unit without tanks is capable of flowing over 1000CFM. Those numbers get cut down considerably when you install tanks because you're funneling down a 6.5" x 4.5" square opening down to a 2-1/4" round hole. Click here for more flow information.

Goal Use a new core to facilitate any new technology and eliminate core charges and swapping.
Solution Simple solution. Cast our own aluminum tanks, and purchase a new core from Spearco.

Goal Utilize any existing intercooler piping (hard pipes) either stock or aftermarket.
Solution Intercooler piping (hard pipes) have been around for years. Many customers already have an investment in this upgrade and we wanted them to be able to use their existing pipes. This was simple. Build the new tanks so that they meet the stock pipes in the same location.

Goal Position the intercooler in the stock location so we don't block any crucial systems such as radiators and AC condensers. We already know that placing the intercooler in front of the radiator will cause the car to overheat. That's a Fact! We know this because we have customers who have abandoned that approach and went with our systems after finding out the hard (expensive) way first.
Solution We think the only location for the intercooler is arguably where Porsche put it. The solution to installing an intercooler that was nearly 2 inches higher than the stock unit was to alter what was above it since you can't go down easily. Thus creating the header panel you see here. We have header panels for both headlight and non headlight cars. Non headlight header panel can have our NACA ducts added for MAF flow air.

Kokeln has done an independent "before/after" DYNO pull with our Stage V Intercooler and shown impressive HP and Torque gains even while sitting still on a dyno. Not just peak numbers, but an improvement across the entire RPM range. We were not aware of their comparison plans and had no input as to their testing.

Kokeln says, "The motor is a Vision-built 3.0L stroker motor, 8v head (stock), stock cam, Kokeln 951HP Package, (Kokeln Turbo, Kokeln Intake w/ stock air meter, 52 lb. injectors, Kokeln chips, adj. FPR), Tial wastegate, .9 BAR, no cat, no muffler, 2.5" exhaust, race gas. The only difference between the 2 graphs is the replacement of the stock intercooler with the Lindsey Stage 5 Intercooler. Dynojet 248. Temp for the dyno run was about 68º F. There was a 36" fan in front of the intercooler."

Intercoolers make more power at speed because they cool the charge air better as you increase with speed. 1% additional HP for each 10 degrees of air temperature reduction is the rule of thumb. HP gains on the dyno are mostly a result of flow. Expect extra performance under speed. Our opinion is that with the addition of a higher flowing head and intake, the results would be even higher since you're not utilizing the potential flow of the intercooler with stock parts.



Requires the use of a Lindsey Racing Stage V Header Panel.

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STAGE V INTERCOOLER 944T
Part# LRA-951-INT-5

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$1,349.95

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