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On Friday, we will be testing my new Tony Mamo ported Fast LSXR intake manifold. Should have few pictures and the test data up Friday evening. I'm sure folks recall the last Mamo ported intake the MSD AirForce we tested absolutely rocked.
The LSXR is more of a mid-range intake manifold with the sweet spot in the mid 6,000 rpm range than the higher winding MSD. Carefully examined the TM LSXR carefully and am very pleased with what I see. In hindsight, I should have set a 102 NW or WARR throttle body for porting too.
Last edited by 99 Black Bird T/A; 04-29-2019 at 03:49 PM.
Standard test procedure as per previous description. Confirmed flow was with in 1 cfm of prior results for cylinder head.
The runner clean up is high quality and most importantly consistent. We carefully examined each runner opening and Tony definitely has the fine touch with hand porting.
I've included the only other intake I've test with new mid-lift valve job. My pet Peak Ported 90mm LS6 does pretty well to .450 lift and then gets blown away as the lift goes up.
This is the first intake I've tested that I'd be willing to pull the PP 90mm LS6 off of my 91 RS and try Probably need to update from a 2001 vintage cam too. Other flow super stars either had proven tuning and idle issues with my set up (LSXRT) or were suited to higher rpm than my RS is set up for (MSD)
The Mamo ported LSXR total rocks.
The GMPP heads are set up with a mid-lift valve job. With the high lift valve job version we tested a peak flow was 330 cfm was possible with the GMPP heads
I'm certain the Mamo LSXR,can move 300+ cfm with quality ported heads set up for high lift flow. This is insanely good for a composite intake manifold that fits under the stock hood.
Last edited by 99 Black Bird T/A; 05-05-2019 at 08:43 AM.
Nice!
Would love to see what one of these Mamo LSXRs could do on top some Mast 215/225s and LLSR cam. It wouldn't be the cheapest top end but would make some ungodly N/A power.
Standard test procedure as per previous description. Confirmed flow was with in 1 cfm of prior results for cylinder head.
The runner clean up is high quality and most importantly consistent. We carefully examined each runner opening and Tony definitely has the fine touch with hand porting.
I've included the only other intake I've test with new mid-lift valve job. My pet Peak Ported 90mm LS6 does pretty well to .450 lift and then gets blown away as the lift goes up.
This is the first intake I've tested that I'd be willing to pull the PP 90mm LS6 off of my 91 RS and try Probably need to update from a 2001 vintage cam too. Other flow super stars either had proven tuning and idle issues with my set up (LSXRT) or were suited to higher rpm than my RS is set up for (MSD)
The Mamo ported LSXR total rocks.
The GMPP heads are set up with a mid-lift valve job. With the high lift valve job version we tested a peak flow was 330 cfm was possible with the GMPP heads
I'm certain the Mamo LSXR,can move 300+ cfm with quality ported heads set up for high lift flow. This is insanely good for a composite intake manifold that fits under the stock hood.
Holy CARP - that is a huge gain across then entire range vs a really good setup. Kicking myself for not going this direction in my interest of going OEM+. Well maybe when I bump to the bigger cam one of these needs to get added to V.
Holy CARP - that is a huge gain across then entire range vs a really good setup. Kicking myself for not going this direction in my interest of going OEM+. Well maybe when I bump to the bigger cam one of these needs to get added to V.
So good news, Bob at On3 in Columbus get V all tuned up tonight. The Mustang Dyno with Atmospheric read out 424tq and 434hp. Using the low end of the 12-14% correction to a Dynojet number brings us to 475tq and 486hp which is exactly what I expected to see. As expected it stalled out around 6K where the ported LS2 Dorman ran out of breath. I’m a bit confused about needing to pull back from 26deg thing to 23deg timing after 5k rpms. Wondering if the Corsa setup is choking her off?
Need to host the pics but having login issues tonight.
I’m way late to the party on this thread, I don’t often venture beyond the CTS-V sub-forum. Fantastic work on gathering all of this data and sharing it with the masses, 99 Black Bird T/A!
Sorry for referring back to old posts, but what are the “GMPP 243” heads? Is that some special version that GMPP sold at some point? Just curious how those may or may not be different from my OEM ’05 CTS-V LS6 heads (which really aren’t OEM anymore, as they were ported a few years back by TEA).
I’m way late to the party on this thread, I don’t often venture beyond the CTS-V sub-forum. Fantastic work on gathering all of this data and sharing it with the masses, 99 Black Bird T/A!
Sorry for referring back to old posts, but what are the “GMPP 243” heads? Is that some special version that GMPP sold at some point? Just curious how those may or may not be different from my OEM ’05 CTS-V LS6 heads (which really aren’t OEM anymore, as they were ported a few years back by TEA).
Thank you, it's been fun and I really need ti get a summary together.
Way back like in 2001, Lingenfelter Performance Engineering want to be involved as a sponsor with Katech with the C5R/Caddy racing program. One of the areas LPE contributed was cylinder head development. LPE developed a CNC'd version of the LS6 head with BIG ~250 cc intake port. A version of this head turned up for sale to the public in the GM Performance Parts catalog. These were referred to as. GMPP LS6 heads way back in the day. The ports in the heads were generally too big for a nice streetable 346 LS1 with the Tuning back then unless using a small cam to offset the big intake port.
I have a set of 243's that have the old GMPP/LPE intake port but the heads didn't have LS6 valves. I have a pet theory the heads will work pretty well om a 408 stroker and the big ports will fine.
I also tested a different set of heads the 799 Wegner NASCAR Spec heads that were tested from the Nascar Truck series that used the Spec LS2 engine. Titanium valves etc.
Later they old GMPP 243's got a new valve job and some other details like reshaping the chambers. In short they were optimized for mid lift flow. There's definitely better newer heads available but I enjoy the "science project" of working with the older less expensive parts.
Last edited by 99 Black Bird T/A; 06-06-2019 at 10:52 PM.
99 Black bird T/A- Man, you have done so much good work around here, I never miss a post on this thread.
What gets me is how good the LS6 manifold and heads (243/799) STILL are!
The best part is, the heads came on ALL 5.3 Gen IV truck engines!
And THEN the manifolds on those same trucks are as good as the LS6 manifolds! Insert cam, good to go!
I wish my budget allowed the same testing with a nice ported set of LS3 heads and a long list of LS3 manifolds. ported, long, short, medium runners etc If that lots ticket hits ..guess I will have to start buying tickets to have a chance for one to hit lol
I think the factory parts give an amazing account of themselves. For daily drivers a good set of ported 243's and a ported TBSS or 90 mm snout LS6 and decent medium sized cam can do 450+ to 465+ whp with a fat torque curve pretty economically.
Wish I could have Land Speed develop a custom fat 250 cc intake port for the 243/799 head tailored for 400+ cube strokers and very high rpm smaller LS engines. The market has move on of course to LS3 and the new LT1 so there isn't a really a niche for a new high dollar big runner ported factory head. Lot if folks say correctly velocity velocity velocity but after a certain air speed you hit a wall and can't get more velocity. Then the bigger runner can move additional air vs a smaller runner. In other words, I really don't think we saw the absolute potential of the good old GM 243/799 head NA.
We get 335 cfm out of the old GMPP intake port with one of Bretts custom high lift valve jobs and just a 2.04 intake valve on a 4 inch bore on a SF 1020 bench that's often 10 or more cfm under other benches.
I'm confident if Land Speed developed the whole package (intake port, VJ, chamber & exhaust around a 2.08 intake valve and matched CSA etc) we could see 350+ cfm on a 4.060 + bore. Maybe even see that on a 4 inch bore.
I really wish Jay founder of Absolute Speed still posted. He was a fantastic head porter and I like to hear his opinions.
Last edited by 99 Black Bird T/A; 06-07-2019 at 09:18 AM.
I picked up a DLS2 and a used Mamo ported silver blade LS2 90mm TB with all assorted harnesses for my 03 C5Z getting a BTR LS1 Stage2 cam. I looked right to the FAST intakes, but for my purposes and budget the DLS2 seemed to be the most economical and beneficial option.
Awesome thread, thanks to all that have contributed!
Thank you, it's been fun and I really need ti get a summary together.
Way back like in 2001, Lingenfelter Performance Engineering want to be involved as a sponsor with Katech with the C5R/Caddy racing program. One of the areas LPE contributed was cylinder head development. LPE developed a CNC'd version of the LS6 head with BIG ~250 cc intake port. A version of this head turned up for sale to the public in the GM Performance Parts catalog. These were referred to as. GMPP LS6 heads way back in the day. The ports in the heads were generally too big for a nice streetable 346 LS1 with the Tuning back then unless using a small cam to offset the big intake port.
I have a set of 243's that have the old GMPP/LPE intake port but the heads didn't have LS6 valves. I have a pet theory the heads will work pretty well om a 408 stroker and the big ports will fine.
I also tested a different set of heads the 799 Wegner NASCAR Spec heads that were tested from the Nascar Truck series that used the Spec LS2 engine. Titanium valves etc.
Later they old GMPP 243's got a new valve job and some other details like reshaping the chambers. In short they were optimized for mid lift flow. There's definitely better newer heads available but I enjoy the "science project" of working with the older less expensive parts.
Sorry I didn't come back to this sooner. Thanks for the explanation. Pretty cool to hear about "skunk works" type stuff like this!
04-28-2019, 05:31 PM
Probably need to update from a 2001 vintage cam too. Other flow super stars either had proven tuning and idle issues with my set up (LSXRT) or were suited to higher rpm than my RS is set up for (MSD)
