Steve ,who's headers are you using . I like how nice and tucked under the car they are!! And the BLACK is killer:wow:

doom didn't he say he built them himself. i love this car for so many reasons .it's homebuilt and it dont have a ls in it. now dont flame me for that :_paranoid it's just that one lil thing that will set this car apart from the rest.

Nice build!!!

Way to show 'em how we do it "up here"...

:hail:

Mario

I knew going in no one made a set of headers for a SB2.2 in a Camaro let alone a set of SB2.2 headers. So I started looking for a company that would sell me a set of headers in kit form for a small block to fit a Camaro. The only company that would even entertain that concept was Stahl. I ordered their No. 105 kit along with a set of SB2.2 flanges. Once I received the parts, I didn't like their flange and built my own from 3/8" material. I had planned to use the tubes for 3, 4, 5, & 6 and then modify the 1, 2, 7, & 8 tubes. However, I was only able to use one tube on the right bank, but in order to clear the rack and pinion steering on the left bank, I had to modiy all four tubes.

Thanks for all the nice comments. I appreciate it and have learned alot from everyone else as well.

Thanx Steve! Please keep the pictures coming !!:hail:

Your right on the money with your comment!!:thumbsup:

Fantastic project....digging the out of the box thinking on the motor. :thumbsup:

Awesome job what are the specs on the motor have you had it on the dyno? How much lift are you using ? Nice work on the headers, on everything.

I've always been a small block nut, but wasn't ready to jump on the LS band wagon yet, but will on my next project. When Chevrolet introduced the SB2 series head, I was always intrigued by them. The last engine I had in my circle track midget had an SB2 head. After retiring from racing and purchasing the Camaro, I knew that I wanted a small block with a set of Sb2's just to be different. I also knew that with port size I was going to need as much cubic inch as possible to get any type mid-range usuable power knowing full well that I was sacrificing low end torque and power. I spent a great deal of time searching for a set of heads. The set I finally purchased were an R&D set from Richard Childress Racing that only had dyno time on them. RCR was playing with a smaller intake port for some reason and apparently didn't like what they saw so I was able to pick these up reasonably cheap. These heads feature a 265 cc runner as opposed to most SB2.2's that are 285 and larger.

As I said above, I knew I wanted and needed a lot of cubic inches, so the initial plan was for a 434. However, pistons became a problem. I wanted to stay away from a tall deck block so that spacers were not required for the valley cover and intake. For a 4" stroke crank, the shortest rod length I could find was 6". That meant with a 9.025" deck block, the wrist pin height was only 1" on the piston. Usually not a problem, but the chamber volumn on the head is only 45cc. Therefore, in order to get to 10.5 compression ratio, I needed a piston with a 30cc dish. Both JE and Wiseco would not build such a piston as the top ring would be above the dish and they both felt that the piston would not hold up. The only alternative was to shorten the stroke to 3.875 and use a 5.850 rod. Therefore, I ended up with 420 ci using a stock 400 block bored .030 over.

The camshaft is a Comp Cams piece. They thought I was a little crazy running an SB2.2 head on the street, but they did custom grind a cam to work with the port volume and the reduced RPM range of a street engine. The cam specs are:

Duration - Intake 248 @ .050"
Exhaust 252 @ .050"

Overall Valve Lift using the Jesel 1.6 ratio rockers is .650

I didn't have it dyno'ed, probably will wish I had, but will definitely have it on a chassis dyno when completed. I'll post numbers at that time. Probably next spring.

i bet that thing is going to sound sweet:hail: