mikey4play

Guessing that number is flywheel.

XLR8 C4

Correction made. 451 HP.

XLR8 C4

Dyno sheet was posted.

scott5

ah okay. That makes more sense.

itsslow98

450 is a solid number on a mustang dyno. It's a shame you don't have a before dyno to really compare. I'll be having mine dynod before and after so I can truly see the gains.

XLR8 C4

Keep us posted. My Z was bone stock before the Mamo upgrade.

NemesisC5

All top shelf goods, find the best tuner money can buy and you have a very good chance to make 500 at the wheels.

Potent68

How much does that package cost? It sounds like a lot of fun.

itsslow98

Its a fair amount more than bolting on a blower but I was looking for a solid n/a setup.

robz

Although I believe that number is entirely achievable on a Dynojet from my experience, it's not practical unless you were using it for race purposes primarily.

I believe he made 451whp on a Mustang dyno with a small cam which is very impressive.

Vetteman Jack

Good luck with the mods. Will be looking for details on the end results.

C5Dobie

I'm 430's on mustang dyno (slowhawk) w/ stage 2 cam, headers, ported TB/oil pump. hi-flo cats, vararam....I know dynojets always read higher when I got LT's installed same mustang dyno showed 383rwhp but I went on a dyno jet 2 months later no changes whatsoever car put down 407whp

Dynojets are over achievers lol!

Anthow - I think w/ a more aggressive cam than what I'm running + the milled aftermarket spec'd heads etc. your 480whp mark may be possible on a mustang dyno.....absolutely on a dynojet & then some.

zeevette

I would check prices between Mamo, and BTR. Better results are possible with the TF heads Brian works with. It may be pricier, but I don't know.

Mikes-Z06

Anthow - I think w/ a more aggressive cam than what I'm running + the milled aftermarket spec'd heads etc. your 480whp mark may be possible on a mustang dyno.....absolutely on a dynojet & then some.[/QUOTE]


480rwhp on a mustang dyno ......
dynojet +10% = 528rwhp. good luck. LS3's have a difficult time making that.

C5Dobie

480rwhp on a mustang dyno ......
dynojet +10% = 528rwhp. good luck. LS3's have a difficult time making that.[/QUOTE]

I am not arguing one way or the other as I can only speak from my own experience, but if guys (including myself) are making 420-450whp on mustang dyno w/ various cam setups, w/o touching the manifold & leaving the stock 243 heads untouched, why is 480whp impossible w/ a set of milled/aftermarket heads & port/polished or aftermarket manifold?

If it is impossible then I wouldn't spend a dime more on my engine would instead strap on SC or swap gears.

itsslow98

From what I've seen I highly doubt the trick flows would make more power than these MMS. I also didn't go from a peak up number. I wanted a great flowing head with the ability to safely rev it and for it to be reliable. That's why I spent more on the 10mm rocker studs machining and lightweight valves.
I think 480rwhp with this 229/232 is a safe number on a dynonjet. Again not looking to set any records with a peak number or I'd do a monster cam. This car should really perform well in every part of the rpm range.

NemesisC5

Your parts from Tony should yield lots of power under a wide curve with very good manners = very happy driver.

Mikes-Z06

Well said. In the end you just want a great Street Car. Even if its
450-460rwhp on a dynojet - It'll drive great. Tony delivers. You should be easily pulling stock c6 Z's, especially from 2nd to 4th) Aim for 123-125mph in the quarter. Maybe a bit more if you can reduce weight.

Wasn't my thing, I installed a sound system with rear sub woofer, dyna mat and best foil - I even did the rear wheel wells on the inside,
C6 seats, etc. My quarter (on MPSS) was 121.3mph. (And I'm 240 with just over half tank of gas). With 2.2 short, my time was in the toilet, but the mph showed the true HP considering the weight)

Don't short change Brian Tooley and what he has to offer. Trick Flows have a history of proven consistency, especially his heads and setups. He's done, and continues to do, a lot of R&D.

Tony @ Mamo Motorsports

Guys,

Sorry for the delay finally getting to this thread. The Holidays and running this business pretty much consuming all my time of late.

So for the "veterans" that have been around a long time (decade plus), pouring over the results from the Corvette forum and LS1Tech, I think its fair to say that in general, the cars that have made the most power with smaller cams have always been running a cylinder head I designed....aka an AFR head (205's or 215's etc.) which I designed years ago, or more recently running my newer and even more efficient port designs I have put into my MMS heads (Mamo Motorsports products). The reason this is the case has to do with the level of efficiency in the cylinder head design....heads that are more efficient moving more air at higher speeds (though smaller ports) to better pack the cylinders and as such, require less cam timing (less duration) required to produce bigger numbers. The other perk of that situation is the low and midrange numbers are greatly enhanced from the more conservative cam timing leaving you guys with somewhat of a "have your cake and eat it too" scenario (not much of that in this hobby....usually a give and take). The head featured here in this build is my MMS 220 head and it is my flagship cathedral head for a 3.900 bore engine and all of the customers using it have made big power....some exceeding 500 RWHP in more aggressive applications with an OEM shortblock (one Fbody in particular trapping close to 130 MPH btw....in an Fbody which isn't as light or aerodynamic as a Vette).

Keep in mind....I still hyper focus on R&D and cylinder head design here at Mamo Motorsports (intake manifold design and throttle body design as well). I am an expert in my field in regards to airflow after all dedicating the last 20 years of my life to just that, and let's not forget this is how I built my reputation in the first place. To this day it still consumes the lion's share of my R&D efforts running Mamo Motorsports. Designing and setting up packages around my product has all but guaranteed my customers solid results come dyno time and I assure you this build will be no different.

Alot of folks throw big numbers around but if you really look around and see what most guys with heads / cam 346's are truly making, the majority of these builds are in the 425 - 450 RWHP range regardless of how aggressive a cam we are discussing. Our goals with this build was to achieve more with less cam and build/design a combination with a wide flat torque curve....something still responsive and fun to drive on the street, yet capable of still laying the smack down up top to the tune of 475 RWHP or so on a dyno that's not stingy and not optimistic either (aka real world numbers that results at the track would back up).

An engine with a power curve that's very tractable at all RPM's and is still enjoyable (and happy) cruising down the Blvd at 1400 RPM's loafing in 6th gear.

While all of this is still speculation at this point (and very much subject to the dyno, the guy installing the package and the guy tuning it), Im confident we will have excellent results when the smoke clears and I look forward to seeing them.

The OP has been a pleasure to work with and Im excited to get his feedback once the new powerplant is tuned and running well in his (low mileage recent score C5Z06) which is one of the best cars to exploit an engine like this.

Happy New Year to all....I will keep an eye on this thread should any of you have some questions for me along the way!



Cheers,
Tony

robz

I agree with you guys.
You can't go wrong with the pros mentioned. The efficiency of the heads they produce allow you to run a moderate cam and make big power which in turn makes for a great street car which everyone wants. I've been on both sides of the fence. Even when I set up a radical 346 for the drag strip I would still prefer it run decent on the street. The more extreme you go the less street able it become and the less fun it becomes.