Who has the Most Powerful Car Here?
08-31-2012, 09:59 PM
#18
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08-31-2012, 11:39 PM
#19
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Just added this to the harem. I think it has some horsepower.
Default 1989 Porsche 944 Turbo with Lindsey 3 liter motor
This is a 1989 944 turbo with 36,700 miles on it. At approximately 27,000 miles a 3 liter 8 valve motor was built and put in by Lindsey Racing. This motor is based on an S2 block with a Lindsey 8 valve Stage 3 turbo head. It has Mahle 968 turbo pistons and Pauter rods on a Magnafluxed, knife edged, balanced, cross drilled crank. Raceware head studs were used and a Widefire headgasket. The stage III head has Lindsey’s high velocity exhaust modification, titanium retainers and racing springs as well as the standard 1.88” stainless steel intake valves. The cam housing has a Webcam #457 with solid lifters and the Lindsey serial number #101. An adjustable cam gear was installed. In addition to the factory oil cooler a MOCAL is installed on the driver’s side of the car and runs in series.
The motor has the three piece Stage II SFR exhaust manifold and crossover going to a Vitesse Racing Stage V turbo. The spent air exits the car through a Tial 38mm wastegate and a SFR downpipe and 3” SFR cat pipe and exhaust with a Billett tip. Fuel comes in from a Bosch 044 fuel pump through a Lindsey rail with steel braided lines and adjustable FPR and into 83lb Siemens injectors. Spark is provided with a Vitesse electronic ignition Wasted Spark coil packs. Fresh air comes in through a Vitesse MAF controlled by a chipboard in the DME which can be adjusted with an SMT6 inside the car through a laptop along with ignition. A brand new engine harness was purchased and modified to accommodate the updated electronics. A SFR front mount intercooler cools the air down before it enters the head through a Lindsey intake manifold. The recirculating valve is a Turbonetics Godzilla model.
On the backside of the motor is a spec stage III clutch and aluminum flywheel. Power is transferred back to the stock 944 turbo S transmission with the factory limited slip differential. Lindsey Super Mounts bolt the motor to the car.
This car is riding on Bilstein Escort cup coil over suspension all the way around with deleted torsion bars in the rear and adjustable camber plates in the front. Billet Racers Edge caster blocks, spherical control arm bushings, banana arm spherical bushing, torsion tube carrier blocks and Elephant Racing PolyBronze suspension bushings were used. The front control arms and rear trailing arms were also polished. 968 M030 sways bars (30mm front and adjustable 19mm rear) help steady the car. In the rear on the sway bar billet mounts were used in the middle.
Big Red brake calipers on the factory M030 hubs and spindles are on the front of the car with cross drilled factory rotors and Lindsey Racing hats. The stock calipers are on the rear with cross drilled rotors as well. A 5/33 bias valve was installed to compensate for the larger front calipers.
The wheels are the RH 3.6 Speedline Style and are 18x10 in the rear and 18x8 in the front. Fairly new Kuhmo Ecsta XS tires all the way around – 225s and 265s. These tires have a treadwear rating of 180.
On the back of the car is a 1991 S2 hatch with an AIR 968 Turbo RS replica adjustable wing and factory trim pieces. Factory 968 door handles and mirrors were installed. The car has factory 968 stainless door sills and a powdercoated Redline bolt in rollbar. (mounts at the seat belt holes – no cutting needed) In the center console is a custom aluminum gauge panel with a VDO oil temp gauge. Also installed is a Zietronix ZT-2 that monitors and can log to a laptop A/F, boost, throttle position, MAF voltage signal, fuel pressure and EGT. Serial cable hooks-ups for the ZT-2 and SMT6 are installed in this panel as well as a knock counter pulling a signal from the factory KLR. The car is setup with a MAP to run E-85 and has a switch to activate that MAP in the gauge panel as well. Above the panel is a brand new Blaupunkt Toronto headunit with a hookup for an ipod or iphone to play music through the aux selection.
I have two keys for the car, a 16” factory 968 spare (needed to clear the big reds), the tool kit, jack and air pump. Also a big binder of records. http://www.bakody.com/Rennlist/TurboSRecords2.xls
The last dyno I did with this car it put down 372 rwhp at 17lbs of boost on pump gas.
o YouTube Video
o YouTube Video
It has an adjustable boost **** mounted under the glovebox for on the go changes to the setting. Running E-85 the boost could be turned up higher safely resulting in more power. The last compression check I did resulted in 1-132, 2-132, 3-146, 4-140.
This car original came out of New Jersey and although it has a clean carfax and title it was stolen at one point and recovered. In the process all of the VINs were removed from the car except for one. The hood and core support were replaced due to damage incurred. The original driver’s seat was replaced with a 4 way power factory sport seat and then I replaced the passenger seat with a matching 4 way power factory sport seat. The dash incurred a small cut in the middle although I have a perfect black 968 dash (identical) that I will include with the car.
This car is very aggressively built and really would be at home on the track. Because of the level of hardware used in its build it needs more attention and monitoring than a factory original car. The cam is very aggressive and the clutch takes some getting used to. I purchased it in October of 2010 out of Virginia with about 33,000 miles on it. I have spent a lot of time and money improving it but am ready to move on. This is not a perfect car however it did recently win 2nd place in class at a Peachstate Concours.
I have the original build bill from Lindsey Racing for over 37k plus another 6 or 7k in parts and work I’ve had done to the car. That is all in addition to the value of a low mileage 944 turbo S.
This is not a car to buy and not budget money to maintain - it is a street legal race car. The 3 liter motors are very expensive to build and are made up of very rare parts. This car is pushed to the limit in every way and will demand expensive upkeep in exchange for the fun factor. Currently the rear right wheel has a very slow leak and a very slight bend in the outer lip in one spot. The AC system is present but not working – I suspect the car needs a rebuilt compressor.
Asking $20k firm. I am not interested in any trades unless it is for a clean 993.
Default 1989 Porsche 944 Turbo with Lindsey 3 liter motor
This is a 1989 944 turbo with 36,700 miles on it. At approximately 27,000 miles a 3 liter 8 valve motor was built and put in by Lindsey Racing. This motor is based on an S2 block with a Lindsey 8 valve Stage 3 turbo head. It has Mahle 968 turbo pistons and Pauter rods on a Magnafluxed, knife edged, balanced, cross drilled crank. Raceware head studs were used and a Widefire headgasket. The stage III head has Lindsey’s high velocity exhaust modification, titanium retainers and racing springs as well as the standard 1.88” stainless steel intake valves. The cam housing has a Webcam #457 with solid lifters and the Lindsey serial number #101. An adjustable cam gear was installed. In addition to the factory oil cooler a MOCAL is installed on the driver’s side of the car and runs in series.
The motor has the three piece Stage II SFR exhaust manifold and crossover going to a Vitesse Racing Stage V turbo. The spent air exits the car through a Tial 38mm wastegate and a SFR downpipe and 3” SFR cat pipe and exhaust with a Billett tip. Fuel comes in from a Bosch 044 fuel pump through a Lindsey rail with steel braided lines and adjustable FPR and into 83lb Siemens injectors. Spark is provided with a Vitesse electronic ignition Wasted Spark coil packs. Fresh air comes in through a Vitesse MAF controlled by a chipboard in the DME which can be adjusted with an SMT6 inside the car through a laptop along with ignition. A brand new engine harness was purchased and modified to accommodate the updated electronics. A SFR front mount intercooler cools the air down before it enters the head through a Lindsey intake manifold. The recirculating valve is a Turbonetics Godzilla model.
On the backside of the motor is a spec stage III clutch and aluminum flywheel. Power is transferred back to the stock 944 turbo S transmission with the factory limited slip differential. Lindsey Super Mounts bolt the motor to the car.
This car is riding on Bilstein Escort cup coil over suspension all the way around with deleted torsion bars in the rear and adjustable camber plates in the front. Billet Racers Edge caster blocks, spherical control arm bushings, banana arm spherical bushing, torsion tube carrier blocks and Elephant Racing PolyBronze suspension bushings were used. The front control arms and rear trailing arms were also polished. 968 M030 sways bars (30mm front and adjustable 19mm rear) help steady the car. In the rear on the sway bar billet mounts were used in the middle.
Big Red brake calipers on the factory M030 hubs and spindles are on the front of the car with cross drilled factory rotors and Lindsey Racing hats. The stock calipers are on the rear with cross drilled rotors as well. A 5/33 bias valve was installed to compensate for the larger front calipers.
The wheels are the RH 3.6 Speedline Style and are 18x10 in the rear and 18x8 in the front. Fairly new Kuhmo Ecsta XS tires all the way around – 225s and 265s. These tires have a treadwear rating of 180.
On the back of the car is a 1991 S2 hatch with an AIR 968 Turbo RS replica adjustable wing and factory trim pieces. Factory 968 door handles and mirrors were installed. The car has factory 968 stainless door sills and a powdercoated Redline bolt in rollbar. (mounts at the seat belt holes – no cutting needed) In the center console is a custom aluminum gauge panel with a VDO oil temp gauge. Also installed is a Zietronix ZT-2 that monitors and can log to a laptop A/F, boost, throttle position, MAF voltage signal, fuel pressure and EGT. Serial cable hooks-ups for the ZT-2 and SMT6 are installed in this panel as well as a knock counter pulling a signal from the factory KLR. The car is setup with a MAP to run E-85 and has a switch to activate that MAP in the gauge panel as well. Above the panel is a brand new Blaupunkt Toronto headunit with a hookup for an ipod or iphone to play music through the aux selection.
I have two keys for the car, a 16” factory 968 spare (needed to clear the big reds), the tool kit, jack and air pump. Also a big binder of records. http://www.bakody.com/Rennlist/TurboSRecords2.xls
The last dyno I did with this car it put down 372 rwhp at 17lbs of boost on pump gas.
o YouTube Video
o YouTube Video
It has an adjustable boost **** mounted under the glovebox for on the go changes to the setting. Running E-85 the boost could be turned up higher safely resulting in more power. The last compression check I did resulted in 1-132, 2-132, 3-146, 4-140.
This car original came out of New Jersey and although it has a clean carfax and title it was stolen at one point and recovered. In the process all of the VINs were removed from the car except for one. The hood and core support were replaced due to damage incurred. The original driver’s seat was replaced with a 4 way power factory sport seat and then I replaced the passenger seat with a matching 4 way power factory sport seat. The dash incurred a small cut in the middle although I have a perfect black 968 dash (identical) that I will include with the car.
This car is very aggressively built and really would be at home on the track. Because of the level of hardware used in its build it needs more attention and monitoring than a factory original car. The cam is very aggressive and the clutch takes some getting used to. I purchased it in October of 2010 out of Virginia with about 33,000 miles on it. I have spent a lot of time and money improving it but am ready to move on. This is not a perfect car however it did recently win 2nd place in class at a Peachstate Concours.
I have the original build bill from Lindsey Racing for over 37k plus another 6 or 7k in parts and work I’ve had done to the car. That is all in addition to the value of a low mileage 944 turbo S.
This is not a car to buy and not budget money to maintain - it is a street legal race car. The 3 liter motors are very expensive to build and are made up of very rare parts. This car is pushed to the limit in every way and will demand expensive upkeep in exchange for the fun factor. Currently the rear right wheel has a very slow leak and a very slight bend in the outer lip in one spot. The AC system is present but not working – I suspect the car needs a rebuilt compressor.
Asking $20k firm. I am not interested in any trades unless it is for a clean 993.
09-01-2012, 12:02 AM
#21
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09-01-2012, 01:40 AM
#22
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yea...i'll give you a list of **** this thing has
-All wheel drive
-all wheel steer
-electronically controlled suspension(sport/tour)
- electronically controlled exhaust(sport/tour)
- way more other crap that it never truely needed, and get this, all that electronic stuff and the sunroof's are manual, go figure
realize the awd system add about 200lbs to the car, so with out it, it would weigh less than a mk4 supra, it's nearest USA rival. but you can sure as hell feel the weight in turns. striaght line the awd makes it pretty quick for its heft. i'm removing weight as well as adding power.
-All wheel drive
-all wheel steer
-electronically controlled suspension(sport/tour)
- electronically controlled exhaust(sport/tour)
- way more other crap that it never truely needed, and get this, all that electronic stuff and the sunroof's are manual, go figure
realize the awd system add about 200lbs to the car, so with out it, it would weigh less than a mk4 supra, it's nearest USA rival. but you can sure as hell feel the weight in turns. striaght line the awd makes it pretty quick for its heft. i'm removing weight as well as adding power.
09-01-2012, 01:59 AM
#23
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09-01-2012, 02:45 AM
#24
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Ha, yes I figured it must have been something like that.
So with the S/C 928's should we halve their results to make a fair comparison?
So with the S/C 928's should we halve their results to make a fair comparison?
09-01-2012, 03:30 AM
#25
That guy gets the cleanest engine award....
Honestly...that is what I would like my 951 to look like...it's pretty close as far as cleanliness...but that's where the comparison ends...ha
Honestly...that is what I would like my 951 to look like...it's pretty close as far as cleanliness...but that's where the comparison ends...ha
09-01-2012, 05:08 PM
#26
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09-01-2012, 07:03 PM
#27
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Do a search on Rolex (he is a site moderator that used to own that car) and you will get a lot more background on it!
09-01-2012, 09:05 PM
#28
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09-01-2012, 10:16 PM
#29
I wonder what the red record car ran for the closed course speed run it did. Had 'Bonneville'-esque Moon-Cap hubcaps, or whatever they're called.
I think the 917-30 had 17 or 18" wide rear wheels or something preposterous. Early prototype had to run dualies, no wheels or tires in that size existed yet!
I have a little 917-30. It has as much horsepower as I deem necessary for its occasional jaunt around the desk.
Have a great holiday!
Take care!
