The SB2 LT1 is together....
building a sb2.2 motor can cost just as much as a 23 degree motor or it can cost tripple.
ive owned multi sets of sb2 and 2.2 heads..i had a 412ci engine that made almost 900hp n/a in nitrous trim..she was set up for 2 foggers..
ive never seen them on small bores like this though always on 4.125 and bigger..i asked dave years ago how he got them to work on such a small bore and never got a reply..i assume they had to notch the top of the bore to clear the valve size..
you will need new pistons,cam,headers,rockers,lifters,intake,valve covers and such to use sb2.2 or sb2 heads..sb2 are a 559 casting and was there first version of them..they dont make as much power or flow as well..the sb2.2 011 castings are what you want and then you want the newer versions of them because they can work an flow better..
If you plan on having these ported get the restrictor plate heads..they can be had cheaper because most dont want them do to smaller runner sizes..which if you getting them ported only give your ported more of away to design his port for your deal..
mbe is a good place to contact for them or rfd,darrin morgan,sloko,bes an some of the other top porters in the country
ive owned multi sets of sb2 and 2.2 heads..i had a 412ci engine that made almost 900hp n/a in nitrous trim..she was set up for 2 foggers..
ive never seen them on small bores like this though always on 4.125 and bigger..i asked dave years ago how he got them to work on such a small bore and never got a reply..i assume they had to notch the top of the bore to clear the valve size..
you will need new pistons,cam,headers,rockers,lifters,intake,valve covers and such to use sb2.2 or sb2 heads..sb2 are a 559 casting and was there first version of them..they dont make as much power or flow as well..the sb2.2 011 castings are what you want and then you want the newer versions of them because they can work an flow better..
If you plan on having these ported get the restrictor plate heads..they can be had cheaper because most dont want them do to smaller runner sizes..which if you getting them ported only give your ported more of away to design his port for your deal..
mbe is a good place to contact for them or rfd,darrin morgan,sloko,bes an some of the other top porters in the country
your talking about a top end deal that last on nascar motors spinning between 7k-10k for almost 500 mile stretchs..
the lifters would be what i would look out for if i was doing every day driving with it..you would want like an endurance style lifter..put a .6xx lift cam on a 26x/27x on say a 112 lobe and put springs in it good for .750 lift or so with 11-1 comp and have fun
the lifters would be what i would look out for if i was doing every day driving with it..you would want like an endurance style lifter..put a .6xx lift cam on a 26x/27x on say a 112 lobe and put springs in it good for .750 lift or so with 11-1 comp and have fun
Holy crap, I am alive. Sorry fellas, lots has happened since my last reply including getting married, sending a kid to college, dealing with being a small business owner in the midst of the bad economy, losing a close family member, etc...
We were not the first to do this on an LTX. Darren and the black car Z was the first.
At the time we built this we wanted to do something unique with the LTX platform but if I had it to do over again today I would but in a big cube LSX and make the same power with much better driveability. Technology has changed so much in 5 years.
The power numbers are correct. We actually stepped the hit up and made over 930 at the wheels.
The block was a 95 production 4 bolt block massively re-worked to withstand the power. The cam bores and and cylinder bores were not moved or modified however.
The heads did not cost that much to convert, About $700 if I remember correctly. The bores were 4.040 and we did not do anything special in the chambers. Imagine how much it would have made with a 4.125"+ bore.
We were Porsche guys way back when that was semi affordable.
We used Isky Red Zone lifters with oiling mods to make them reliable and never had a problem with them although we didn't take any really long (100+ mile) trips.
We still have the car although it is stored. Bottom line is that it was heavy due to the dual purpose nature (3700 with me in it) and with big power, big weight and big tires on a manual trans your going to have problems. Although we had a GForce GF5R in it with a custom Soft Lock McLeod in it we broke the trans 3 times. That gets real expensive. I do have some video I never posted of it with the front wheels about 3 feet in the air. We never got it all the way down the track as we were doing 8th mile nitrous testing as not to burn anything up. It did go 5.83 @ 120 in the 1/8th on a soft hit with a conservative 60' before we blew up the trans for the final time. I'm sure sorted out it would have gone 8.80's.
We fixed the GF5R trans and sold it. The car now has a D&D T56 in it with the Bogart road wheels & tires and big Baer brakes on it with a new third member with 3.73's and a locker in it. It's much more streetable.
As a final note, it's for sale if anyone's interested. I also have another complete SB2.2 top end for sale. Contact me for details at 610-301-3872. Thanks for all the interest and again, I'm sorry I feel off the earth for a while.
Dave
We were not the first to do this on an LTX. Darren and the black car Z was the first.
At the time we built this we wanted to do something unique with the LTX platform but if I had it to do over again today I would but in a big cube LSX and make the same power with much better driveability. Technology has changed so much in 5 years.
The power numbers are correct. We actually stepped the hit up and made over 930 at the wheels.
The block was a 95 production 4 bolt block massively re-worked to withstand the power. The cam bores and and cylinder bores were not moved or modified however.
The heads did not cost that much to convert, About $700 if I remember correctly. The bores were 4.040 and we did not do anything special in the chambers. Imagine how much it would have made with a 4.125"+ bore.
We were Porsche guys way back when that was semi affordable.
We used Isky Red Zone lifters with oiling mods to make them reliable and never had a problem with them although we didn't take any really long (100+ mile) trips.
We still have the car although it is stored. Bottom line is that it was heavy due to the dual purpose nature (3700 with me in it) and with big power, big weight and big tires on a manual trans your going to have problems. Although we had a GForce GF5R in it with a custom Soft Lock McLeod in it we broke the trans 3 times. That gets real expensive. I do have some video I never posted of it with the front wheels about 3 feet in the air. We never got it all the way down the track as we were doing 8th mile nitrous testing as not to burn anything up. It did go 5.83 @ 120 in the 1/8th on a soft hit with a conservative 60' before we blew up the trans for the final time. I'm sure sorted out it would have gone 8.80's.
We fixed the GF5R trans and sold it. The car now has a D&D T56 in it with the Bogart road wheels & tires and big Baer brakes on it with a new third member with 3.73's and a locker in it. It's much more streetable.
As a final note, it's for sale if anyone's interested. I also have another complete SB2.2 top end for sale. Contact me for details at 610-301-3872. Thanks for all the interest and again, I'm sorry I feel off the earth for a while.
Dave