Cylinder head choice????

[ptodd]

Clements 13/11 degree head im sure more than half of the woo and lucus guys are running these.

[rubbinsracin]

saw the dart 9* package at the machine shop a couple of weekends ago and they let us watch the dyno runs......not sure on what the numbers are.....but holy smokes did that thing run hard on all the pulls. the power band on it was salty to say the least. but then they said how much the motor cost....and i pooped my pants. he had more in the heads than my entire 11-1 limited motor cost lol

[let-r-eat]

I have seen the 9* stuff......WOW.....I guess 7,6,5,4,3,2,and 1 is all that's left......Its hard to sort the marketing gimmicks from the real thing anymore. Have seen junk say bye bye to all the high dollar stuff at some point or another. Don't think things will ever change.

[Egoracing]

The SB2 head was designed for NASCAR and has a very narrow RPM window that it runs good in. When the head was designed there was no gear or RPM rules in Nascar and the builders were hitting 10,000 rpm on some tracks and that is what the head was designed for. Under 8500 they are sluggish and lazy but above it they are strong. Several items I have seen all point to the intake runner length on them is short which raises the useful RPM of the head. The 9 degree stuff has a longer runner that is raised in the head more than the 13 degree heads which gives them a lower and wider useful rpm range.
I think the peaky HP (8500-10,000+rpm for peak output) high rpm and it's affects on parts is why you do not see them in dirt late models anymore, the cost of running them is to high when there are better choices that are easier on parts and make big power.

[rubbinsracin]

I think something that is important to know is that the 9* heads are not simply 23*, 18*, or even 13* heads that have just been angle cut. they are a completely redesigned casting. hence the cost and limited application.

[let-r-eat]

Ego is telling the story. short runner that is high in the head.

[sj valley dave]

We run a SB2.2 that was built by Bill H and it is not doggy below 8500 rpm LMAO...You have to get the right head to start with...Martinsville and the road racing heads worked from 5,000 up just look at there tach readings at those type tracks...Bill H said it's all about the cam profile with those heads..He said sure you can build him to act like a 2 stroke and explode at 7,000, but you can also build them where they will pull hard down low. We run on some hooked up gumbo sometimes and we don't get yanked off the bottom...We don't twist it real hard either...usually a 8200-8400 chip...Never have had a problem with the Crower HIPPO Severe Duty rollers. 180 offset on intake, straight up on exhaust, 1.8 T&D rockers...LS1 firing order not just a 7/4 swap...a 4 cylinder swap..

[Mosidebite]

Thanks for the replies guys. This is the kinda info I am looking for. Anything else would be greatly appreciated.

[Egoracing]

I think the short track heads had a different runner pattern that helped them on the lower end but they are hard to find and not as many sets running around anymore besides there are much better choices now that cost less $$ than the SB stuff.

[sj valley dave]

To a point I agree with you Ego, but you can get some smoking deals on SB2.2 stuff and make big HP! I know a couple of the Touring guys some, Scott James and have spoken with Billy Moyer when he was out here last year and they both told me the same thing, that one of the big reasons you don't see more WoO types with SB2.2 is not the power or the power band it is the weight. Those guys are looking to shave ounces off their cars so they can put the ballest where they want it and the SB2.2 is a lot heavier than an in line valve head. And when they are looking to save ounces, they hate bolting on more pounds than need be.

[Mosidebite]

where would be a place to start looking for the right sb2.2 stuff? Sounds like a pretty good option

[Egoracing]

To a point I agree with you Ego, but you can get some smoking deals on SB2.2 stuff and make big HP! I know a couple of the Touring guys some, Scott James and have spoken with Billy Moyer when he was out here last year and they both told me the same thing, that one of the big reasons you don't see more WoO types with SB2.2 is not the power or the power band it is the weight. Those guys are looking to shave ounces off their cars so they can put the ballest where they want it and the SB2.2 is a lot heavier than an in line valve head. And when they are looking to save ounces, they hate bolting on more pounds than need be.

A would agree with the weight, It actually never entered my mind how heavy they were. The problem with buying them is unless they are coming from an engine builder you do not know what they are, short track or large track, until you get them to someone that knows them and has used them. It is easier to use the 13 degree stuff and you can get it used for decent money also.

[sj valley dave]

where would be a place to start looking for the right sb2.2 stuff? Sounds like a pretty good option

I would get hold of Steve Hendren, Bill's son. He is really sharp and hooked up on the SB2.2 stuff. Their "house" car has a 422" SB2.2 in it also..828-286-0780

[Mosidebite]

10-4 Bill put me onto the cam profile for our 420 stuff a couple years ago, about as helpful as a guy could get, knowing he was gonna sell a cam instead of a complete engine he still helped us out...racing is gonna miss this guy!

[Mosidebite]

After talking to Steve, I learned Dave is spot on. As far as the short track/road racing heads versus the rest: Steve says to get a non restrictor plate head with a matching intake that has the larger stem valves and all will be fine. And if you look you can find head intake rocker assemblies for sb2's cheaper than 16 or 18 degree stuff. THANKS GUYS!