Who knows SB2 heads? - Page 2 - DragCoverage.com Speed Forums
   
  #11  
Old November 30th, 2009, 07:03 PM
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with nitrous sb2 heads are prone to burn up pistons with the small cc chambers,the tune almost have to be perfect.if you get a set and plan on spraying it heavy you will need the chambers opened up. plus some reqiure special blocks or lifte bores being bushed and offset.
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  #12  
Old November 30th, 2009, 11:16 PM
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Quote:
Originally Posted by regalrcr View Post
with nitrous sb2 heads are prone to burn up pistons with the small cc chambers,the tune almost have to be perfect.if you get a set and plan on spraying it heavy you will need the chambers opened up. plus some reqiure special blocks or lifte bores being bushed and offset.
Now thats some good info.
Overall it sounds like sb2.2s may be more of a pain in the ass then there worth. Thanks for all the points of view, ideas and thoughts.

Looks like its gonna be a big block and a TON of spray for me
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  #13  
Old November 30th, 2009, 11:19 PM
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Now does anyone know where I can find a 555+ci nitrous motor?
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  #14  
Old December 1st, 2009, 01:33 PM
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Dusty Bradford knows them to the T!!! He had a set on his 406 sbc with a 94mm turbo on 295/65 radials and went 4.96 in the 1/8 at brandenton motorsports park and he helps Chad Henderson with his ez street gn. He is a stand up guy and will help you in any kind of way!!!!! I have his number if you want it. PM me!!!!

And you can use them on a standard block dont have to be a sb2 or sb2.2 block!!!!!!!!!

You can get lucky and find a matching set and intake setup for fairly cheap now that nascar has went to the new heads!!! i found a complete topend set for about 3200.00 but went turbo instead of nitrous for my ez street car.

nascar spend that (14,000) type of money in a complete r and r engine because of billet rods and cranks and sb2.2 blocks seriously lightened and the r/r on the engine before they build another just like it to go in the car.
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Last edited by Venom; December 1st, 2009 at 01:41 PM. Reason: forgot something
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  #15  
Old December 1st, 2009, 08:19 PM
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Quote:
Originally Posted by showdown482 View Post
A little info about NASCAR Cylinder Heads you should know. First of all, all Winston Cup and Busch cylinder heads are cast of aluminum alloy and they’re a great bargain if they suit your application. Just about every engine builder uses the very best performance components available. For example, the porting job is usually CNC machined from a computer engineering design that costs millions. Del West Titanium valves and retainers are used almost exclusively. Isky “Tool Room” or equal valve springs are used. Most Intake and some Exhaust valve seats are of an exotic metal called Beryllium (an aerospace alloy), for greatest heat transfer and durability. About the only valve train assembly (rocker systems) used are Jesel or TD and are of the shaft mounted design. Most all engine builders use specially fabricated valve covers with spray oilers for the valve springs. These heads cost a typical Winston Cup or Busch Team over $14,000 to build but that’s where the big HorsePower numbers come from.
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A few caution comments when buying NASCAR Heads. There’s a lot to know about the value (or lack of value) of a particular head. A lot of heads are discards that didn’t work out while others are specific design for a specific purpose (such are restrictor plate engines). These may not be a real bargain especially if you can’t get THE matching intake manifold. In many cases, the intake manifold is of equal importance to the heads when it comes to performance. Only a competent engine builder that knows the head and intake design can match the two components and get maximum performance. There’s more to know than just “flow numbers” (what the heads flow in cfm). Combustion chamber size, intake runner size, intake runner location and angle, valve location and more are all things important when you spending thousands of dollars.>>
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Chevrolet Heads

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Chevrolet Heads as used by NASCAR come in three (3) basic configurations, 23 Degree, 18 Degree and SB2.2. All three are aluminum. There are some aftermarket heads (such as Brodix and AirFlowResearch) that are different and are not used by NASCAR Teams because they are not allowed by NASCAR Rules. >>
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Pricing for these heads depends on many factors and should be discussed with one of our Technical Staff members. >>
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23 Degree

This aluminum head (commonly called Pontiac) for small-block V8s offer a substantial increase in both airflow and horsepower with minimal preparation. It has a standard intake port location, and is compatible with most small-block V8 components Note that the intake runners on each side of the engine are connected (Siamese) in pairs Ductile iron valve seats were used but some have upgrades. Standard length 2.100" intake valves and 1.625" exhausts are common. Phosphorous bronze guides are usually installed in this head. 62cc combustion chambers are original but other sizes are common depending on purpose. These heads use 3/4" reach gasketed 14mm spark plugs. >>
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18 Degree>>
These aluminum 18º cylinder heads were released for Chevrolet 350, 9.1 compression NASCAR racing engines. . Note that the intake runners on each side of the engine are connected (Siamese) in pairs. These heads are similar to P/N 10134364, except they have an additional .080" on the deck and an added .055" to the intake manifold flange to maintain port alignment. To raise the compression to meet your need, you can machine the deck surface. Valve spacing is 1.935". This head is recommended for cylinder bore diameter of 4.000"-4.155". Intake valve seat material is almost always beryllium copper. Exhaust valve seat material is usually beryllium copper. Valve guide material is manganese bronze. Valve guide clearance ("Typical" valve stem diameters): intake is 0.0012" and exhaust is 0.0016". 65cc combustion chambers are original but other sizes are common depending on purpose. Fully CNC ported. Required Components: Common Intake valve diameter is 2.15"; "back" angle is 12 degrees; length is 5.45" or 5.55". Exhaust valve diameter is 1.625"; "back" angle is 25 degrees; length is 5.45" or 5.55". Rocker arms (shaft mount): intake (with flat tappet) is 0.550" offset; intake (with offset roller lifter) is 0.450" offset; exhaust is 0.150" offset. Recommended Accessories: Intake manifold is P/N 10185053, 24502481, 24502487, or 24502579; intake manifold gasket set is P/N 10185007; head gasket is P/N 10185054; rocker cover P/N 10185064.>>
X-Ray 18 Deg. Head: This 18º V8 head is the same as P/N 24502580 except it is x-ray inspected to insure quality, then hot isostactic pressed (hipped) to remove porosity, and it then receives special low volume heat treatment. This head was designed for 9.1 NASCAR engines.>>
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SB2 & SB2.2

Caution is recommended if buying there heads in that many parts are not available (or are very expensive) for these heads. They are physically different than the SB2.2. Released in 1996, these SB2 (small block second generation) heads are designed for maximum effort competition, improved durability, simplified preparation procedures, and reduced overall cost of building and maintaining an S/B V8 racing engine. The intake valve ports are relocated to orient the intake runners toward the carburetor. The obvious difference is that the center two intake runners are separated like a Ford and unlike the 23 Degree and 18 Degree Siamese ports. The result is a distinctive "mirror port" arrangement that is a significant advance over conventional siamesed and symmetrical port designs. The exhaust ports remain in the traditional siamesed center port design with coolant passages between the ports that eliminate the need for additional machining and auxiliary water lines. SB2 heads provide "out of the box" airflow performance that is comparable with highly modified conventional castings. The revised valve layout improves valvetrain reliability by improving pushrod angularity and reducing or eliminating rocker arm offset. It also enhances piston durability by changing the depth and location of the valve pockets in the piston tops. The intake valve angles are 12º by 4º and the exhaust valve angles are 8º. The as-cast combustion chamber volume is 28cc; intake volume is 196cc. Recommended intake valves are 2.15" and exhaust valves 1.625" with valve length of 5.55" and valve seat intake 2.20" x .312" and exhaust 1.67" x .275". Technical Notes: A Special block P/N 24502600 (with revised lifter spacing/angles) is required only when using a flat tappet camshaft. These heads also require the following special components: upper intake manifold P/N 24502588, lifter valley cover P/N 24502587, spring oiler kit P/N 24502597, head gasket P/N 10185054 and rocker cover (not available). The following aftermarket items are available: head bolt kit from ARP P/N 234-4722; camshaft from crane flat tappet with 106º lobe separation P/N PL950266 and 109º lobe separation P/N PL950276 and roller cams are also available; rocker arms from Jesel; pistons from JE; special gaskets are required from Fel-Pro; valley cover P/N 1242; rocker cover P/N 1655; intake manifold, .030" thick P/N 1237, .045" thick P/N 1237-2, .060" thick P/N 1237-3, .090" P/N 1237-4, .120" thick P/N 1237-5. Wrench clearance for the nut on the short outer studs is limited. A 7/16" 12 point box end torque adapter (Mac Tools P/N XB142 with 3/8 drive) is recommended.>>
SB2.2

This aluminum cylinder head, designed for Winston Cup competition style racing, is very similar to the SB2 head P/N 24502559 released in 1996. This head was designed to improve durability, simplify preparation procedures, and reduce the overall cost of building and maintaining a small block racing engine. Intake ports are a "mirror" design; exhaust ports remain the same as original SB2. All eight ports are angled toward the center of the engine. The SB2.2 has an 11º by 4º intake valve angle and 8º exhaust. The intake valves centerlines were moved 0.250" closer to the intake flange and 0.080" toward the cylinder bore centerline. We recommend a 2.15" intake valve and overall length of 5.65", and the exhaust valves were moved 0.014" outward. The spark plug holes were moved 0.125" toward the center of the bore for combustion efficiency. This head is redesigned to use shaft mounted aftermarket rocker arms, and the rocker cover rail was rolled five degrees toward the intake flange to increase clearance for the intake rocker arms. The valve spring pads were increased for use of 1.625" valve springs. Material has been added to the deck surface for a 48cc combustion chamber, and with a flat top piston it gives 12.1:1 compression. This head has been x-ray inspected to insure quality, then hot isostactic pressed. Replacement intake port plugs to plug bolt holes in intake runners are size AN-8 with four per kit, P/N 12480171.>>
Good information, however some power is in the oil,valve seat angle,ignition timing curve,fuel,spark plugs,gap,head gaskets etc.....In the big scheme of things to be known,when I think I know, I know nothing....
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  #16  
Old December 5th, 2009, 01:51 PM
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I put together two SB2's in the last couple years, a 447ci now in my brothers Vette and an aluminum block 461 now in my car. To run an SB2 on a decent amount of spray requires enough pin height to get the rings down far enough, and a combustion chamber worked over to work better with NOS. You can get away with a 100 kit with most off the shelf stuff, much more requires mods. If you are starting from scratch, RFD has some wedge heads that are close to the SB2's and work well with NOS. You can get away a little cheaper than new wedge heads building an SB2 with cup takeoffs and run great N/A, but I would lean toward wedge for any heavy amount of spray.

Mark

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  #17  
Old December 5th, 2009, 01:56 PM
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Lol who sprays a 100 ........
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Old December 5th, 2009, 04:05 PM
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You would be surprised what a 100 kit will do for an SB2. Another SB2 dragster down here gets .30-.35 with a 100 kit....
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  #19  
Old December 5th, 2009, 04:17 PM
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DAMN JIMMYW HAS A SB2 RIDIN IN A 67 CAMARO WITH ALOT MORE ON IT THAN A 100 NOT SURE WHAT HE HAS BEEN BREAKIN BUT HE IS TAKING A SECOND OR MORE OFF THE ET.

I RAN THE SAME COMBO HE HAS YEARS AGO WITH 300-350 ON IT & WE WAS BLOWING HEAD GASKETS. WE WAS RUNNING 5.90s ON MOTOR & 5.20s ON THE HOSE WITH A 3000 LB. DEUCE.
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