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JANUARY NEWS
Happy New Year and we hope it's already off to a great start. Maybe you have a few New Year's resolutions that hopefully won't go in one year and out the other! But seriously... Lindsey Racing wishes each of our readers, customers, vendors, friends and family a successful year in what ever you do, and have plenty of time to spend with those close to you. We hope that includes your Porsche and that you will continue to let us keep it healthy and always exciting to drive in 2009! Our Christmas stocking stuffers specials were more popular then ever and we hope that made Christmas a little more joyous for those finding new P-car bits in your stockings over the fireplace. Our 944Cup National Sponsorship commitment for 2009 includes participation in all 7 regions as well as
the National Championship races. But aside from that, we are erecting a Web Page just for the 944Cup racers. This Page will be a quick link page to performance
parts and accessories that would be of interest to anyone participating in the event. One simple mouse click on the
We have already shipped two, and are finishing up our third 944Cup motor with three more in the planning stage. You can visit our Short and Long Block web pages for the 944NA engines, click on the product, then calculate your engine build price by working the drop down menus. We have included many options that are not 944Cup legal for their motors. These same menus are used to calculate and build engines for those who run with other classes who can go further, or the customer who isn't abiding by any rules for his street or Drivers Ed car. As the page evolves, it will indicate what you can and can't do for the 944Cup engine. In the mean time you can contact us directly if in question. Anyone visiting our web site lately has probably noticed a few improvements and added features. The overall look is a little fresher as well, but we're not done yet! Some of the additional plans we are going to implement require going through each and every product and category listing and removing previous code enabling us to make some site wide appearance changes without coding conflicts. That's a huge job and one that is only about 1/3 done for now. Once that's completed you will see additional appearance changes taking place. In the mean time, SHOP ON! Some of the new things already done on the site are... Please ignore any quirks you may see in some areas as we finish cleaning up the code for the next step. On some browsers, such as Mozilla, some of the web page text is temporarily not visible. It will be when we're done, but in the mean time you can drag the page with your mouse and light up the text. JANUARY SPECIALSFor the months of January and February we are offering the following special pricing for our retail customers only. Specials may apply to one or both months. Other discounts and programs do not apply and cannot be combined. You must request the special pricing at time of ordering. The shopping cart does not recognize our specials and will NOT automatically give you the special pricing. You MUST either send us a follow up Email immediately after ordering through the shopping cart or International Order Form, or give us a telephone call and ask for your special pricing. If you order by phone, you MUST mention the special pricing at time of order. If you contact us after the order is shipped and request the special pricing, it will be too late to receive it.
We are continuing Replacement Engine Harnesses special for another issue with a slight change. You can purchase any harness at 10% off regular pricing this January and February. If you take all three, you get 15% off!
We're entering the new year with exhaust system specials. Our Lindsey Racing 951 Headers are on sale for $749.00 for the month of January and $799.00 during February.
Both our Lindsey Racing 3" and Lindsey Racing 4" coated steel exhaust kits are on sale this January and February. Take 10% off any of the configurations you like. Plain, thermal coated, with the Stainless Steel tip option, or any of the tips and even if you add the Turbo Down Pipe. Take off 10%!
Our Fuel Lines are on sale this month. Stainless Steel Braided Lines, Black Lines with Black Fittings or Black Lines with Polished Fittings. Whatever your flavor, 15% off for the months of January and February.
Our MAX HP Chip Sets are on sale this January at 20% off their regular price. This covers all chips for all models that we carry including the new '85/2-'88 944NA chip mentioned in Shop Talk this month. JANUARY CUSTOMER CAR OF THE MONTHDave Curtain's 944 Track TurboDave has built himself one clean track turbo. You can eat off of this car. All the bells and whistles to do laps with as well!
ENGINE MODS: Lindsey Racing Built 2.5L
Lindsey Racing Stage II Cylinder Head SHOP TALK944MAX ChipsThe 944MAX chips for the 1985.5-1988 944NA engines are now available. This chip is for the 944 NA owner who wants optimum performance and drivability. "Race Gas Only" versions of this chip are available for the 944Cup racers looking for a little more. All chips currently on sale for the month of January only. Lindsey Racing Deck PlatesOur deck plates tying the tops of the cylinders together for the 100mm 944 blocks are completed and if you would like those added to your engine build plans, we can! Lindsey Racing Darton SleevesWe are now installing Darton Wet Sleeves. We have blocks in stock with sleeves already installed awaiting your piston and bore size choice! Lindsey Racing Piston RingsWe now stock a custom ring pack for the 100mm 944 engines. The main reason we had these ring packs built for us is because the Goetze aftermarket rings we sell and even the genuine Porsche rings came up short in our book. In many circumstances, we wished there was something better out there, but there was not. We will discuss the disadvantages of both rings, then discuss the advantages of ours. Now that ours are available, we think there won't be much of a decision to make any more. We now have a perfect ring at a great price! The Goetze ring pack is an affordable set of rings for the 944 and 951 100mm bore engines. They do offer 104mm packs for the '89 2.7L 944, 944S2 and 968, but this discussion will be limited to the 100mm set. The main fault we see in the Goetze rings are the ring end gaps you end up with. If you have a 100mm bore and install a set of the 100mm Goetze rings, you will usually see about .025" ring gap on the top and 2nd ring and a little more than desirable on the oil rings. Porsche specs a ring gap for the 951 of .008" to .016" on the top and 2nd ring and .012" to .024 on the oil ring. The 944NA is .008" to .019" on the top and 2nd ring and .012" to .036". So as you can see, the end gaps are more than needed and what you get is the equivalent of an engine that already has a fair amount of mileage on it. That doesn't seem like the most sensible solution to us, but up until now, it was the only inexpensive solution available. With the Porsche 100mm rings on the same 100mm bore, we would typically see .016" on the top and 2nd ring right out of the box. This is on the high end of the Porsche tolerance, but it is within their range. The oil ring would also fall within their specifications. The downside to this solution is the considerably more expensive price tag. Our 100mm Genuine Porsche rings currently sell for $540.00 compared to the $167.80 for the Goetze's. That calculates out to you paying $372.20 for .009" less end gap on the rings. Neither the Porsche or Goetze rings would require any end gapping work, although you would always want to check the ring gap before assembling your engine. There always runs the possibility of a mistake in the supply or manufacturing chain, and you need to verify the tolerances. A gap too tight would be disastrous as things heat up and expand. Those gaps close and if they weren't large enough, the ends would come together and the ring would grow in diameter and start to scrape the cylinder walls doing damage. Now what happens when your block's bore is larger than the 100mm? Every .001" larger in diameter will give you about .003" additional ring end gap. So if you honed your block to get the cylinders round again or to clean up slight scratches, your ring gaps are now larger than the .025" of the Goetze or the .016" of the Porsche rings. If your pistons are in good shape, but the cylinders need a little more than a light hone, it may give you more piston to cylinder clearance than desired. On a stock Porsche piston (4032 material), the cylinder to piston skirt clearance is .0008". Yes... that's three zeros. Se we are less than one thousandth of an inch. As the clearance is larger, the piston starts to rattle. That's not necessarily a problem, but not ideal. One of the things we occasionally do on a rebuild to keep the costs down is have the stock piston skirt coated to build up the diameter and provide a superior oil retention friendly coating to the skirt. This can be applied up to .002" thick which would translate into a .004" larger diameter piston. Of course we now must hone the bore larger to obtain the proper piston to skirt clearance once again. In this .002" thick skirt coated piston example, using the Goetze rings would mean a ring gap in the .037" range, and .029" on the Porsche rings. Now we are straying further from the .008" to .016" ideal range. Lindsey Racing provides both boring and honing of the alusil bores. We will hone a block up to .005" larger for the price of $175.00, and anything larger will become a boring charge ($600.00). So if you're looking to do an economical engine rebuild, and there is no reason to replace the pistons, the honing and piston skirt coatings will be a substantial savings and get you back to proper piston to skirt clearances. But what about the rings? This is where and why we decided to build what we feel is a much better ring pack choice than the Porsche or the Goetze! Lindsey Racing now offers a unique custom ring pack for the 100mm engines. These are custom rings manufactured and selected to take care of the gap issues we pointed out above. These new rings "will" require file fitting or narrowing the end gaps. You can hone the block up to .005" over the 100mm and still get ring gaps of .008" if you want.
On a 100mm bore, we gap the top and 2nd rings to .015" and oil ring to .025". We feel it's better to run on the higher range of the tolerance to avoid any problems by playing it safe. Higher boost requires higher gaps than the small end of the tolerance range and we don't always know what the customer will end up doing. The top ring (compression ring) is an advanced profile chromed face stainless steel ring part. The 2nd ring "scraper ring" is a cast iron tapered face part diamond finished to a perfect tolerance. Oil ring is taken care of by twin chrome steel rails with an oil expander ring in between. You won't find these anywhere else. Better material than the Genuine Porsche and retain your proper gaps on honed bores. Perfection! Not only is this the best ring solution for your 100mm bore engines, but the price makes it a no-brainier. Our Lindsey Racing Ring Pack sells for $250 for the entire set! Crankshaft Seal Surface RepairThere isn't much worse news than finding a leaking rear main crankshaft seal. It's not the price of the seal itself, but the labor involved with changing it. It's like changing the clutch assembly, and then some! However the unfortunate news is that simply changing the seal may not stop the leaking. To seal efficiently, the crankshaft seal must run against a smooth, round surface . This is referred to as the seal counterface. If the counterface becomes worn or damaged, the seal will no longer be able to fulfill its function, which is to retain lubricant and to ward off contaminants. What typically happens is the counterface becomes damaged when a contaminant particle is caught under the seal lip and creates a track or groove as the crankshaft spins. As this continues, the seal will allow more particles to pass or get stuck, and the seal efficiency deteriorates, eventually leading to a leaking seal causing oil spots on the garage floor, burning oil on the exhaust, oil loss and the potential for damaging the clutch assembly. To correct the situation, it may be necessary to repair the crankshaft surface since a simple seal replacement will likely not be sufficient. To repair the counterface surface, it's usually necessary to disassemble the engine and remove the crankshaft in order to be able to grind down the counterface until it is within specification again. However, if the groove is to deep, metal must first be added and then the shaft has to be ground down to restore the original diameter. Otherwise a new seal will not function properly. There is a fix for the problem and one that unless your crankshaft looks perfect (good as new) on that counterface sealing surface, we recommend it be performed. It may be possible to do this with the crank in the car, but we will let you know once we perform that task. A thin metal shaft sleeve is installed over the counterface of the crankshaft. This .011" thick stainless steel sleeve is thin enough that it will still work with the stock size crankshaft seal. Although the installation is pretty simple, it should be done carefully to achieve the best results. As the thin-walled sleeve has an interference fit, any disturbances on the shaft surface may create a similar pattern on the sleeve surface and the seal will leak. Therefore, the seal counter surface of the crankshaft should be carefully cleaned and any burrs or rough spots should be filed down prior to installation. Deep wear grooves, scratches or very rough surfaces should be treated with a suitable powdered metal epoxy filler and the sleeve must be positioned on the shaft before the filler has hardened. Loctite “Quickmetal” (#66010) works well for this. In this picture, on this pre-machined and cleaned crankshaft, you see a worn groove in the counterface of the crankshaft where the seal rode. This one is pretty severe and is almost guaranteed to leak.
In this picture, you see the sleeve after we have installed it with the supplied tool that comes with the repair sleeve.
In this picture, you see the sleeve with the temporary installation flange removed.
Now we have a fresh counterface surface and the crankshaft is ready for installation with that new rear main seal for a leak proof job. Sleeves are in stock and step by step instructions are being produced and will be found in our Tech Garage. Since the rear main crankshaft seal (90x110x12) used on the 944 all/968 part number #999-113-426-41 fits many models of Porsches, the repair sleeve should as well although we haven't verified the list. The models are as follows.
911 '78 thru '89 NEW PAGES, PRODUCTS & DRAWINGS @ LINDSEYRACING.COMWe are continually doing things to improve and grow www.lindseyracing.com, adding new pages of product as well as new and exciting information to current pages. Since the site is always growing, we thought it would be beneficial to share some of the "CHANGES" with you in this new section of our newsletter. Otherwise, who knows how long it may take to discover them.
944 CUP New Page FINAL THOUGHTSWe will be changing how we distribute the news letter notification next issue as well as at what point the issue goes to the archive for viewing for those not subscribed. More when it happens! Until next issue, we wish you many safe and quick laps.- The Lindsey Racing Crew LINKSTake me directly to Lindsey RacingTake me to the Horsepower Talk archives.
Would you like to be featured as car of the month? Please submit pictures and information to Dave Lindsey.
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