j-mart32

iTrader: (4)

Might have missed it but is the mms 250 coming in a 6 bolt head or Any plans for a 6 bolt?

Tony @ Mamo Motorsports

MMS 235 is a 2.100

Solid 110 grams
Hollow 89 grams
-------------------------------

MMS 250 (2.165)

Solid is 114 grams
Hollow is 92 grams

Hollow is always the way to go....even with the MMS 220's. Better valve control equals more power and more reliability (valve bounce can cause p to v issues).....springs last longer as well controlling less mass over millions of cycles. And the power curves look sexy smooth.....no jagged BS if you get all the other details right (valvetrain related).

4.060 was the bore I used to flow test the heads.....right on Navy Blue....LOL

(And I answered these questions hours ahead of my typical schedule! )

No single plane will come close to the low midrange TQ of the FAST and even upstairs they kind of suck unless you have the room for a top mounted TB and no 90' elbow.

Regarding the Eddy Pro Flow if you have room for that you should be running the FAST LSXRT which IMO is the best all around intake your going to bolt on a dual purpose street strip car.....problem is it wont fit very many applications but if your lucky enough to have one that will allow it to install, the LSXRT is the total package.....big torque and big power upstairs.

Hope this helps

-Tony

Mike Prychka

the endlebrock pro flow intake is alot cheaper then the fast.. i plan on going twin turbo down the line so spending more then i need to for the intake manifold is foolish in my eyes... eventually when i have a aftermarket block, and tons of good parts ill have my friend at the fab shop make me a sheet metal intake manifold..


i just wanted your opinion if i should pick the endlebrock pro flow over the endlebrock super vic?? your opinion MEANS ALOT in this world..

def going to get your heads.. cant beat them in any way or form!!

Mike Prychka

im putting this motor in a first get s10 but ill buy a hood if i have to..

svede1212

iTrader: (3)

So would a stroker 383 (3.903 bore), 229/236 .631/.631 cam, LTs and FAST/NW 102 set up mainly used on the street be better with the 220?

NAVYBLUE210

MMS 235s Physically to Big to fit on Bore smaller then 4.0"
The MMS 220s will be killer on that 383.
(Ideal cam probably 231*-235* intake duration
Add 4*-6* on exhaust with LSA 114*+2*-3* ADV.)
Exhaust duration on your cam is just a hair big but will still be excellent
If you already have it and will have awesome low and mid range Throttle response with great street manners. Actually F body without true duals probably
Ideal.

gagliano7

Tony help this fellow out. https://ls1tech.com/forums/generatio...00hp-fwhp.html

Tony @ Mamo Motorsports

I dont suspect that guys pulling the trigger on anything soon but if he has a reasonable budget (considering his goals aren't exactly mediocre) I know we could get there NA with a street friendly cam and my new MMS 235 heads on the larger 6.0 liter bore.....he just needs to budget the ported FAST, the correct exhaust, the good valvetrain and lifters....all the staples of a solid combination.

I will chime in there later tonight time permitting

-Tony

j-mart32

iTrader: (4)

Tony Bumping this back up... Any plans for a 6 bolt setup?

Tony @ Mamo Motorsports

No need IMO.....with the AFR 3/4" deck and good hardware as long as your tune is close you can pretty much make 900 RWHP or so with good longevity. If your looking for more than that you should be in a square port head anyway (larger LS3 or LS7 port) and I would just use a TFS casting at that point to help my customer (they have six bolt options).

-Tony

DavidBoren

I'm still more interested in your baby-valve 205's, personally. Any word on when they will be ready? What size valves did you finally set on for the 3.78" bore?

Tony @ Mamo Motorsports

Looking like 1.970 / 1.570

The only thing still questionable is the intake valve size which may grow as much as .010 at the most. Im kind of killing myself trying to get this small valve small port head to 300 CFM just cause it would be awesome to advertise there versus 296 CFM.....LOL

Im in the mid 290's now....even there Im very happy with it but you know how it goes!

-Tony

A.R. Shale Targa

iTrader: (2)

At 4 cfm shy of your MAGIC goal, is there perhaps another brand of intake valve that has a different approach shape/angle to the margin
I've used Manley's 7mm (.274") intake valve to cheat-up limited stock car head applications, although admittedly I did not do pre and post flow testing..
I've also wondered what if any improvement could be had with a valve guide trailing wing....sorta like a pointed guide extension on the chamber side of the intake valve stem.

DavidBoren

Thanks for the update. I'm definitely going to want a set of your mamo-fied 205's for an undersquare, small bore 359" stroker I plan on putting in my S10.

hrlyhnx

iTrader: (3)

Tony...
on your new 235 NFI's (4.00 bore minimum), if I understand you correctly these are similar to your regular 235's but with bigger exhaust diameter?
head............... ID .............. ED
235 reg.......... 2.100 ........ 1.600 yielding int/exh of 342/260 @ .650 lift
235 NFI......... 2.100 ........ ?.??? yielding int/exh of ???/??? @ .650 lift

Thanks in advanced

North*power

iTrader: (1)

I'm curious as well and I know he has a set to compare to in hand! Mine are the CNC+ hand ported/ blended NFI version going on a fresh 416 in the next week or two. It will be on an engine dyno at my builders to break in, and get some numbers before I put it in my ah... S10.

Tony @ Mamo Motorsports

Intake program is the same

Exhaust has a 1.630 valve....same flow at .200....up a few at .300....up 6 CFM at .400.....after that its about 8-10 better the rest of the way.

268 - 270 CFM at .650....272-273 CFM at .700

I will post all the numbers after I bench test the next couple of heads I have in the works but its the highest flowing exhaust port of any LS I have tested no matter the brand....the size runner.....the type of head (LS7....LS3.....whatever).

On my bench....an SBC head going more than 260 CFM doesn't happen very often. A few years back getting 250 CFM was a milestone and the heads that accomplished that made big power.

-Tony

PS....One of my "regular" MMS 235 customers who just swapped heads, rockers and lifters....used the same cam.....same engine....and reinstalled it in the same car picked up 4 MPH trap speed on his first track outing over his previous best which was accomplished with a set of ported OEM castings (its a 408 CID engine btw). Obviously better weather conditions and more time spent dialing in the new combo will only widen that gap even more but even his current gain is very significant. I believe he is going to post his results at some point but the change to the shape of the power curve was/is insane. The engine hadn't peaked at 6700 yet when the dyno operator shut down the pull (I hate that btw....don't know why so many shops do that)....it carried 98% of peak TQ for like 1000 RPM....it was retarded. He also reduced his ET and got into the 10's for the first time running a 10.93.....It's a 99' C5 and he still has an unported 92 FAST on there and a 2.5" exhaust.....there is so much more potential here its crazy.

Tuskyz28

Was that customer with a 408ci that picked up 4 mph running LS3 heads?

#notice you had said oem castings.

Darth_V8r

iTrader: (4)

that's crazy! exhaust flowing like stock heads intake ports!

carbuff

iTrader: (8)

Tony,

Interesting data. On the 408 you referenced, I assume that's an NA setup?

Is it possible to have "too much" exhaust airflow? That seems like a silly question, but I would think if engines continued to need more and more than castings would be available that offer it. I recall from the deep crevices of my memory that 75-80% is the typical targeted number, but I don't know where that comes from... I'd appreciate more education in this area, particularly since it seems GM is now producing heads that are moving further away from that with the large intake flow numbers...

Thanx!