***** NOTICE*****     Lindsey Racing will be closed the week of September 6th through the 10th. Orders received during that week will be processed the following week.    
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Shop LINDSEY HEADS

LINDSEY RACING CYLINDER HEADS



This is not your average cylinder head. Lindsey Racing heads are professionally machined and ported to perfection and then flow tested to prove it, each and every head, guaranteed! If you want the best, you found it.

One of the last items that most people address in an engine upgrade is the cylinder head. They focus on other areas like Turbo Chargers, Mass Air Flow systems, camshafts, throttle bodies, exhaust systems, etc. All of these upgrades are well and good, but the limiting factor in any equation is still the smallest or most restrictive orifice that limits the engines overall ability to flow air into it. The last remaining item in this long chain of events that occurs in the engine is the cylinder head. Despite all the other mods, eventually the air is going to have to squeeze through the port on it's way into the cylinder.

Airflow through the cylinder head is the biggest single variable in engine performance. Huge gains in performance can be obtained by precise head work. Some engine builders rely on intuition when it comes to port shape on engines. Flow bench testing while porting will show you that intuition is often a very poor guide. Many "improvements" they make can actually reduce the flow. If every port and valve is not checked and optimized on the flow bench, there is no way to guarantee the engine will be a top performer. Lindsey Racing cylinder heads are top performers. We guarantee our advertised flow numbers on all cylinder heads. Some companies claiming porting and polishing will not. Ever wonder why?

Another FIRST from Lindsey Racing. In our never-ending quest to perfect an already good thing, we have managed to make another break through not available anywhere else. Have you heard about port velocities? In recent years, factory engineers as well as high performance engine builders have started to look at not just the CFM that a head flows but also the speed at which the air is traveling. This is evident in the number of factory cars now being offered with 4 valve cylinder heads. Not only do they flow greater numbers but the port velocities are much higher as well.

Our "Flow Guy" has the latest in flow bench technology which incorporates computerized sensors that measure the velocity at which the air is passing through the port. For an intake port to work efficiently port speeds need to be in the 350 FPS range. The ported heads we offer at Lindsey Racing are right in that ideal range. The exhaust port is a different story. A good exhaust port design should flow in the 600 FPS range. The stock configuration of the 944 Turbo is well shy of this, in fact it is less than 400 FPS. One option that some shops have tried is to take the 944 NA head and port and polish it on both intake and exhaust ports. The correct porting of the exhaust can increase the velocity as well as the flow. This is all well and good, but what is missing is the ceramic port liner that Porsche built into the Turbo head.

We felt that it would be beneficial to retain the ceramic liner if possible so Lindsey Racing has been testing different combinations on the 951 head to try and increase the port velocity without significant loss to the flow numbers. The problem is that the ceramic liner that is inside the exhaust port on the Turbo head cannot be altered, so porting the exhaust cannot be done. There is an alternative and we have discovered what that is. We now have found a combination that the exhaust flows 185 CFM with the velocity increased from a miserable 390 to an impressive 566 FPS! That is a 45% increase in velocity with only a 3% loss in flow rate!

Imagine what will happen to the Turbo when you hit it with hot exhaust gases that are moving so much faster. You guessed it, quicker spooling and increased HP. You expect more from Lindsey and you get it! This very affordable option is available on all 2 valve heads from Lindsey Racing.

If you haven't already visited the section of this web-sight about our Intake Manifold, you need to do so. The significant gains we achieve in our cylinder head cannot be fully realized without combining it with our new Intake. The combination of these two components can make your car perform like no other. No longer will the horsepower "fall off" early. Feel the power as your engine now pulls hard all the way to red line.

The head is first disassembled and cleaned with a close inspection to make sure that the head is a good candidate for the upgrade work. One major problem that is noticed on about one in five heads is the ceramic liner in the exhaust port has begun to break up. This is a serious problem. Debris breaking off from the liner could damage the Turbo, and regrettably means the head is not worth going any further.



If everything looks good, the valve guides are then replaced. The next step is the valve job. Valve seats on Lindsey Racing heads are NOT stone cut! The valve job is done on specialized equipment. A precision 5-angle cutter is used which makes all the seats exactly the same size. You can also control the seat depth from cylinder to cylinder. The valve job must be performed before the porting process can begin. A clean up cut of the deck surface to assure a good seal on the head gasket is next. Then, if porting is desired, it's onto the port shop to visit the "Flow Guy".



Our "Flow Guy" has, for almost 40 years, been in the business of flowing cylinder heads and intake manifolds primarily in the drag racing industry. He uses a Super Flow SF600 flow bench for measuring the air flow within the port. His skill and understanding of what makes air do things inside a port was quickly recognized by us. We began working closely with him flow testing on the cylinder head as well as many other components in the air intake system.

Above you see a 951 head mounted on the flow bench. The valve is installed and opened to equal the lift of the camshaft with a dial indicator. This insures the advertised flow number with the stock lift. Higher lift cams will net higher flow numbers. Click on pictures below to take a close look at the workmanship on these 951 heads.

click to enlarge click to enlarge


Back at the machine shop now. The next stage is the optional o-ring groove. This operation is performed on a Vertical mill. A final cleaning is done before assembly begins. Springs are measured and installation height is precisely set. Most heads are assembled with our Racing Springs or new factory springs. Care must be taken when deciding on valve train components. Larger valves require higher spring pressures to close that heavier valve.



We currently have 6 levels of 944 and 951 heads. From Mild to Wild. Completely assembled and ready for installation. We can flow 928 and 911 heads as well.

Level I 8v


  • Surfaced Deck
  • Replace Valve Guides & Seals
  • Competition 5 Angle Valve Job
  • Optional High Velocity Exhaust
  • Optional O-Ring for Widefire Gasket
  • Optional Valve Spring Packages

Level II 8v


  • Max Port & Polish Intake Runners
  • Surfaced Deck
  • Replace Valve Guides & Seals
  • Competition 5 Angle Valve Job
  • Optional High Velocity Exhaust
  • Optional O-Ring for Widefire Gasket
  • Optional Valve Spring Packages

Level III 8v


  • Max Port & Polish Intake Runners
  • New SS 1.880" Intake Valves with 11/32" Stems
  • Surfaced Deck
  • Replace Valve Guides & Seals
  • Competition 5 Angle Valve Job
  • Optional High Velocity Exhaust
  • Optional O-Ring for Widefire Gasket
  • Optional Valve Spring Packages
  • Professional Evaluation & Assembly

Level IV 8v


  • Max Port & Polish Intake Runners
  • New SS 1.880" Intake Valves with 7mm Stems
  • New Iconel Exhaust Valves with 7mm Stems
  • Surfaced Deck
  • Replace Valve Guides & Seals
  • Competition 5 Angle Valve Job
  • High Velocity Exhaust Standard
  • Optional O-Ring for Widefire Gasket
  • Optional Valve Spring Packages
  • Professional Evaluation & Assembly

Level V 8v


  • Max Port & Polish Intake Runners
  • New SS 1.880" Intake Valves with 7mm Stems
  • New Iconel Exhaust Valves with 7mm Stems
  • Upgrade with Beryllium Copper Valve Seats
  • Surfaced Deck
  • Replace Valve Guides & Seals
  • Competition 5 Angle Valve Job
  • High Velocity Exhaust Standard
  • Optional O-Ring for Widefire Gasket
  • Optional Valve Spring Packages
  • Professional Evaluation & Assembly

Level V+ 8v


  • Max Port & Polish Intake Runners
  • New SS 2.0" Intake Valves with 7mm Stems
  • New Iconel Exhaust Valves with 7mm Stems
  • Upgrade with Beryllium Copper Valve Seats
  • Surfaced Deck
  • Replace Valve Guides & Seals
  • Competition 5 Angle Valve Job
  • High Velocity Exhaust Standard
  • Optional O-Ring for Widefire Gasket
  • Optional Valve Spring Packages
  • Professional Evaluation & Assembly



Flow measurements taken of the intake port of a stock head (at the .480" lift of the camshaft) flows 180 CFM at 28 inches of vacuum (water column). The exhaust port on the other hand, flows 191 CFM at the same lift only with a significantly smaller valve. It's all in the shape of the port. There have been numerous studies performed regarding how much air the exhaust port needs to flow in relationship to the intake port. Most competent porting services around the country say that as long as the exhaust flows around 80% of the intake that is good! Super Flow (flow bench manufacturer) claims that their testing has shown that no noticeable gains were found as long as the exhaust was 60% of the intakes flow.

Porsche designed an excellent exhaust port in the 951. The port is actually a ceramic tube, which the head is cast around. The surface of the port is already smooth and with its stock flow numbers of 191 CFM, the need to modify it is unnecessary. The intake port on the other hand is aluminum and this one leaves a lot to be desired.

His first attempt netted an increase from 186 (a 6 CFM increase was gained from 5 angle valve job) to the 229-CFM, with more experience he has increased this to 232-CFM. This is a 28.8% improvement, which is significant. If you calculate the intake flow of 232-CFM to the stock exhaust flow of 191-CFM, you will see that the ratio is around 80%. Well within the desired range. These flow numbers were achieved with stock valves. We are currently experimenting with larger valves and other mods to the intake port but for most applications the need for larger valves is not necessary. Higher lift cams will net higher flow figures.

With the addition of a slightly larger intake valve with a different stem design, we up the CFM to 252CFM which we call our Level III head. This is a perfect match for our new High Flow Intake manifold.

We can O-ring heads for your 2.5L, 2.8L or 3.0L applications utilizing the 951 block. Building a 3.0L using a 968 block and wanting to use a 951 8 valve head? Lindsey Racing can take care of the water passage alteration necessary to join the two. Relocating the water jacket to mate to the 968 block. Top View. Bottom View.

Model CFM % of gain
Stock 180 0
Level I 186 3 %
Level II 232 28.8 %
Level III 252 39 %
Level IV TBA %
Level V TBA %
Level V+ 257.2 42.8%


When shopping for your next cylinder head upgrade, insist on the numbers. After all, that is what you're paying for with a port and polish. Anything less is just a valve job.

We hear the claims by other companies and wonder why they don't advertise flow numbers. We welcome the chance to test them and see if they stand up to ours. If you have a head, from someone else, we will flow it for you free of charge. We recently tested a Powerhaus Ported and Polished cylinder head from a customer's race car. After cleaning it up, it flowed 216 CFM at 28" with .480 lift. Not bad, but our stock valved head flows 7% more air with our Port and Polish. There is a difference so insist on the numbers. This customer's head is now getting re-ported by us, getting our big valve and high velocity work. He is spending $2,300 to have his "Ported and Polished Powerhaus Race Head" worked by us. Don't spend the money twice. Do it right and all the way the first time with Lindsey Racing. Besides, you can't get the "high velocity" exhaust work anywhere else. Our competition is probably scratching their heads, wondering what we did to achieve this. It wasn't easy so we don't expect any followers any time soon.


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INTERNATIONAL ORDERING



TO OUR INTERNATIONAL CUSTOMERS:


In the past, we have used a separate order form for placing International orders. We have quit using that process and are requiring all customer to use the shopping cart system built into the web site and it's check out process.

If you simply want a quotation and are not ready to place an order, then cut and paste the contents of your shopping basket, take a screen shot of the basket, or make a list of items and send us a email requesting a quotation with shipping.

If you need shipping prices before you make your final decision to purchase, then you should request that quotation by email and not use the shopping cart checkout process because you will be paying for the parts at that time.

Since our shopping cart and shipping estimator will "NOT" correctly calculate shipping charges on International Orders, we have it set-up to where the shipping will be Zero Dollars ($0.00) when checking out. When the shopping carts address process learns you are not in the United States by selecting your particular country, that's when it switches to equal Zero. That does NOT mean shipping is free.

Upon completion of the check out process, you will have paid for your parts but NOT the shipping on those parts.

Once we look over your parts ordered and calculate shipping weights and box sizes, we will send you an E-Mail with at least one shipping option and maybe several. We utilize UPS, DHL and the United States Postal Service (USPS) to deliver your parts.

Once you pick a shipping carrier and agree to the quotation by returning the E-Mail, we will be sending a PayPal money request for the amount of the shipping to be collected. If the parts are expected to be shipping out quickly, then you may receive that email quickly. If the parts are going to need to be built or something is on back order from the list of parts, we may hold off sending that E-Mail until we have the shipment ready to go. It can vary from order to order as to how we do that. If you think you should be hearing from us quickly, but you don't, feel free to contact us.

If you have special shipping needs or requirements, during the checkout you will see a SPECIAL ORDER INSTRUCTIONS window. Enter that special information there.

A good bit of our business is International and we have been taking care of those valued customers since 1999.

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TURO LEVANEN

'88 944 TURBO S 3 Liter Street Legal Track Racer!

This car is the only one driven both daily on the street and in the Nordic Porsche Sports Cup series.





Engine Mods Include:

3 Liter 968 block bored to 105 mm
LR 65 Turbocharger (LR)
3” to 5” exhaust (LR)
Stainless steel 3” downpipe (LR)
Sport headers (LR)
Catcam cam
Link engine management and all new electrical wiring
Old mechanical rotor ignition changed to coil pack / EMS / digital ignition with new TDC measuring
Flex fuel for 85 ethanol to 98 gas--all mixtures go
Head with 48 mm intake valves
Comet 3 layer head gasket (LR)
140# valve springs (LR)
5 angle seat grind
Larger Intercooler with aluminum hardpipes w/ silicone hoses
LR silicon water hoses
LR fuel rail with 92 lb injectors
Intake Manifold – extrude honed and polished
Racing fuel pump with new hoses
Tial 38mm wastegate
Solenoid over boost controller. Two programs (1.0-1.3 bar). 400 hp-500 hp
Wössler pistons (105 mm 8.5:1 compression) LR
Pauter con rods LR
Light battery in race mount and cut-off switch
Silicon vacuum lines LR
Rod bearings, main and balance shaft bearings Calico metal coated
Oil Pan and Balance Shafts Reseal
Recent radiator, water pump, rollers, belts etc. new – Gates Kevlar/Blue Timing belt
Approx. max horsepower 480 rwhp with 720 Nm torque (531 ft/lb) with substantial dyno hours


Driveline/Transmission:

SPEC Stage 3 Clutch LR
Heavy duty motor mounts
Heavy duty trans. mounts
Recent Clutch Master/Slave with hoses
Heavy duty drive shafts LR
Torque tube with heavy duty bearings
Quaife mechanical differential
All wheel and drive shaft bearings new
All bushings non-OEM


Brakes:

GT3RS 997 brakes and 350 mm slotted and cross drilled rotors
Turbo s rear brakes
Brake bias valve changed


Suspension:

Koni Sport Front
Koni Series 30 racing rear
Front 500 lbs coil springs
Rear 900 lbs coil springs
Adjustable front camber plates
M035 sway bars LR
Elephant Racing Polybronze spring plate bushings
Poly bushings everywhere else
Front solid bushing ball joint kit
Strut tower bar
Lower caster block bar
New front and rear wheel bearings
Recent race alignment and corner balance


Body:

Front/Rear tow hooks
Fire extinguisher system in cabin and engine bay
Fender flares
GT3 front splitter
Rear diffuser in process
968 rear lights and bumper carbon fibre
Sunroof removed (GT parts)
997 gt2 rear wing
Glass fibre hood
Plastic rear window


Interior:

Sparco/GT3 Speed Seats (R & L) in black
Porsche GT3 Steering Wheel and hub
Sparco 6pt cam lock harnesses (R & L)
Geiko racing approved gauge
Stock seat belts remain functional
Track Mats, steel plates and Lightened pedals aluminum
Extra long shifter stick and short shifter
Electrical boost control 2 programs – center console
A/F meter-center console
Fuel pressure meter
Boost meter
Racing “kill” switch in cabin
Full fire ext. system cabin and engine bay with external switch
Back seat delete
Top

INTERNATIONAL ORDERING



TO OUR INTERNATIONAL CUSTOMERS:


In the past, we have used a separate order form for placing International orders. We have quit using that process and are requiring all customer to use the shopping cart system built into the web site and it's check out process.

If you simply want a quotation and are not ready to place an order, then cut and paste the contents of your shopping basket, take a screen shot of the basket, or make a list of items and send us a email requesting a quotation with shipping.

If you need shipping prices before you make your final decision to purchase, then you should request that quotation by email and not use the shopping cart checkout process because you will be paying for the parts at that time.

Since our shopping cart and shipping estimator will "NOT" correctly calculate shipping charges on International Orders, we have it set-up to where the shipping will be Zero Dollars ($0.00) when checking out. When the shopping carts address process learns you are not in the United States by selecting your particular country, that's when it switches to equal Zero. That does NOT mean shipping is free.

Upon completion of the check out process, you will have paid for your parts but NOT the shipping on those parts.

Once we look over your parts ordered and calculate shipping weights and box sizes, we will send you an E-Mail with at least one shipping option and maybe several. We utilize UPS, DHL and the United States Postal Service (USPS) to deliver your parts.

Once you pick a shipping carrier and agree to the quotation by returning the E-Mail, we will be sending a PayPal money request for the amount of the shipping to be collected. If the parts are expected to be shipping out quickly, then you may receive that email quickly. If the parts are going to need to be built or something is on back order from the list of parts, we may hold off sending that E-Mail until we have the shipment ready to go. It can vary from order to order as to how we do that. If you think you should be hearing from us quickly, but you don't, feel free to contact us.

If you have special shipping needs or requirements, during the checkout you will see a SPECIAL ORDER INSTRUCTIONS window. Enter that special information there.

A good bit of our business is International and we have been taking care of those valued customers since 1999.