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LN Engineering has been offering its trademark Nickies sleeving for the M96 engine for well over a decade, with thousands of blocks upgraded with increases in displacement up to 4.0 liters. With a proven track record, no one has more experience than LN Engineering with big bore engines. In most cases, we ship the parts to the engine builder, rarely ever knowing even the customer's name, or receiving feedback. The adage "no news is good news" is the norm, with customers worldwide enjoying their new engines.
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In this instance, Dave Lincoln contacted Flat 6 Innovations, but a 3.4 to 3.8 track prepped engine for his 996 was out of the question because of lead time. Luck would so have it that LN's founder and owner, Charles Navarro, had a 3.4 to 3.8 test mule (originally a Flat 6 Innovations Stage II Track Performer refreshed with our first set of Mahle Motorsport pistons) built for his own car, but the project was on hold. Flat 6 Innovations directed Dave to contact LN Engineering since the engine wouldn't be needed or installed for months, allowing Dave to get on track ASAP. The rest is history. Dave has been so kind to provide us feedback, even including used oil analysis reports, with his on and off track experiences.
We all know you have choices when it comes to who does the machine work for your next engine build. LN Engineering might not be the fastest or cheapest, but you won't find another company and crew that is more dedicated to excellence and precision performance.
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"It's difficult to review singular components when they are all symbiotic in something as complex as the engine in a dedicated track car - but through my journey with the 1999 Carrera C2 - starting with a 3.4l stock motor and ending with a 3.8l conversion built by Charles at LN Engineering for his personal use track car - there have been notable differences throughout the changes in motor(s).
The motors that I can compare are the stock 3.4l found in the early model 99's and purpose built 3.8l conversion put together by Charles at LNE for his personal Boxster track car. It goes without saying that the difference between the 3.4l and the 3.8l is simply astounding on all counts. The output power is addicting - but the lineal torque curve provided is unparalleled. As an aside - a friend of mine has a similar C2 (996 series) with a 3.8l. The difference being, his motor was a transplant from a 997S car. I have driven the car multiple times personally and can say, unequivocally and without pause, the power delivery of the conversion motor - specifically, the torque curve - is MUCH more smooth, easier to modulate, and feels much more powerful overall than that of the transplanted one. If I were ever asked - having a motor converted is the way to go vs. trying a transplant. To this day DME, electrical, and compatibility issues plague his car. The overall costs may seem smaller to perform a transplant - however, based on what I know and what I have seen - the custom conversion is the way to go (by a wide margin) - not to mention the ability to address many (if not all) of the inherent issues that exist within these motors.
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My first venture into the 3.8l land was purely opportunistic. I had found myself in a (not uncommon) situation after having lost my 3.4 on track to a catastrophic failure. Losing a motor on track is something that we have all had to think about - the added stresses placed on the motors in this environment can be staggering. That said - my first choice was to have a Flat6 Innovations 3.8l Track Performer II engine built. Unfortunately, that simply wasn't in the cards as the (much warranted) wait list was a year long. After several conversations I was pointed over to Charles at LNE. He had a brand new motor that exceeded the specs that I was looking for available. This was for his personal car - but due to some home remodeling projects - hadn't found the time to install. Sometimes timing really is everything!
The motor that I received from LNE was build to specs that actually exceeded my original intent (no complaints there)! The engine is a 3.4l to 3.8l conversion,
Nickies cylinder sleeves with the Mahle Motorsports pistons,
ARP Hardware,
IMS Solution,
Bilt Racing 2qt Deep sump kit with the X51 style baffles, a
160 degree thermostat and whatever else I missed - which I'm sure is quite a bit. Upon initial startup the motor was a world apart from the original 3.4l - both in exhaust tone as well as the sound of sitting idle. Power delivery was simple phenomenal - showing no sign of 'flat-spots' or mid-range drop off. The motor pulled evenly all the way to redline. Even after 2000 track miles - there is no sign of smoking at startup, no signs of oil usage, and no changes in engine noise when hot off of the track. The stock 3.4l (as I have seen in stock 3.6l and 3.8l motors) would often be extremely 'ticky' and loud - especially immediately after track use.
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Oil starvation, a known issue on M96 engines, seems to be completely solved with the addition of the
Bilt Racing 2qt deep sump and X51 style baffles. Prior to this motor, I had a
0.5qt deep sump with modified baffles and still noticed pressure drops of nearly 2bar under certain circumstances. Worth noting, however... the 2qt deep sump sits LOW. Especially on a dedicated track car which is lowered to start. It may be advisable to utilize the
additional skid plate to provide some degree of protection. To date, I have not had issue and show no sign of scraping or other impact - however, the added protection may be nice to have in the event of an unplanned 'off-road-excursion."
Operating temperature has never been an issue. The addition of the 160 degree thermostat and 3rd (center) radiator keep engine temps consistent under all conditions - with the engine often running cooler on track than on the street.
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first oil analysis showed a remarkably small amount of engine wear - especially considering a brand new build. I attribute this to the
Nickies / Mahle combination, the superb oiling, and the overall wear properties of the
Joe Gibbs XP9. Yes, there are less expensive oils. Yes, I know everyone has their opinion. And yes, this has been debated to death. I'll take the recommendation of the person that built the engine though and continue to use it until someone proves otherwise.
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The motor has continued to perform brilliantly under all circumstances and under a variety of conditions - ranging from near freezing temperatures to the summer heat in Florida. Since the build I have stayed in communication with Charles at LN to provide 'running feedback' on the motor, its performance, and any noticeable differences between prior motors that I have run. I'll continue to provide oil analysis between track events and continue to provide real-time feedback to LNE as a way for them to ensure that they continue to offer the best possible products and services.
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I just got done with 3 days at Sebring. Again, the motor simply pulls like a freight train. I was able to go several sessions gridded right in front or right behind my friends 996 with the 3.8l transplant from the 997S... the differences between the motors are made much more clear when on the straights together or when accelerating out of a corner together... it's tough for him to compete with the low end and smooth delivery throughout the entire band.
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Please feel free to contact me with questions regarding my LNE Engine build!
Dave Lincon
dave.lincon@searshomepro.com
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View parts and upgrades used for Dave's build
in LN Engineering Online Store:
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Nickies Performance Cylinder Sleeves
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The Original IMS Solution
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2qt Deep Sump Oil Pan Kit |
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Stainless Steel Sump Guard Plate |
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0.5qt Deep Sump Oil Pan Kit |
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160F Low Temperature Thermostat Insert |
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ARP Engine Hardware and Fasteners |
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ARP Engine Hardware and Fasteners
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125 Gladiolus St. | PO Box 401 | Momence, IL 60954 | Phone (815) 472-2939 Fax (413) 280-9041
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