The SB2 LT1 is together....
06-14-2010, 11:34 AM
#61
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
Hope life is treating you well. Still one of the sickest LTX builds ever.
06-16-2010, 12:24 PM
#68
Your right it is, 3.875 stroke and a 4.03 is commonly called a 396. A 4.040 with a 3.875 stroke crank is usually referred to as a 398. If you do the math neither one is exact, but people round up. One of the only ones that actually equals the cubic inch displacement exactly is a 355. 383, 385, 396, 398, are all rounded up to the nearest whole number.
Last edited by BizZzatch350; 06-16-2010 at 12:31 PM.
07-10-2023, 03:58 AM
#70
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I been trying to veiw the pics you posted of your sb2 headed lt1 but It won't let me see them. I'm interested in doing something very similar to what you have done with a the lt1 and sb2 top end but mines going in a truck. I already have the built lt1 bottom end and sb2.2 heads are getting cheap these days so I'm really considering
