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Skip White Performance
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BBC CHEVY 496 540 572 BRAVO 335 REC. PORT 335cc ALUMINUM HEADS BARE SET/PAIR

$729.00

Available



Product Information

UPC331957502743
Product TypeShipped Product
Shipping Cost $48.50
Number of reviews 0

OUR NEW BRAVO 335 BARE BBC HEADS.

120cc COMBUSTION CHAMBERS 335cc runners.

 photo a12afc7b-b99c-4672-bc1c-7de7d024bd9d.jpg

The Bravo 335 bbc rectangular port heads are perfect for 454, 496, 540 and 572 street/strip engines. These are what we now use on our 505 and 555 bbc engines. They produced 735 hp with our Comp 575 lift hyd. roller cam and single plane intake manifold on pump gas. We're estimating approximately 650 hp in a 496 build with the same mid size cam. None of the low cost bbc heads on the market have this performance that we know of. Fully built, ready to install.

Pictured below is the intake port view.

We certainly know where to draw the line with low end products, and we continue to eliminate parts that we once accepted but for various reasons no longer carry. Sometimes it's not that a particular product has had a problem that leads to its elimination; something better just comes along. The Bravo 335 cylinder heads are that “something better" coming along. Considering the price is only slightly higher than our former line of heads, this has to be the best value in a set of cylinder heads we have ever offered. We now use the Bravo 335 heads on all of our 496/505, 540/555, engines. The performance has been outstanding on every combination we have tried them on. In the rare event you have issues with these heads, the problem will be addressed. So far problems have been near non-existent. These heads have been on the market for some time. They have been used by various engine builders for some time.

We have complete top end hardware kits available for the Bravo 335 heads in our other listings. The kit has the correct head and intake gaskets, head bolts with special washers, and stainless intake bolts. The part number is TEK-1017-1275, or any TEK kit that has the 1275 part number in it. The first number is the type of head gaskets, and we have several different head gaskets that will work with the Bravo 335 heads. The 1275 is the intake gasket part number, and that is mandatory for use with these heads.


In the lower section of this ad, you will find valuable information on how these heads perform when used with various engine sizes and cam combinations in street rod form. Please read the complete ad before purchasing.

Pictured below in the first picture is our new Bravo 335 combustion chamber.

Notice the multi angle valve seat cut. These heads are designed to very high standards.

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The Bravo 335 heads pictured above are designed much like the high end heads on the market.

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Uses valve size 2.250 and 1.88. These heads have the correct seat diameter to allow the use of these valve sizes.



These are true multi-purpose heads for street, drag race, and power boat applications. This set is an excellent upgrade over OEM cast iron heads on your big block engine. We honestly feel there is not a better set of heads for the price. These heads are tried and proven. The intake runner volume is 335cc, and the combustion chambers are 120cc.


You can reduce your engine weight by around 100 lbs. with the use of aluminum heads. You can also increase your power up to 250hp over an OEM 454 engine, depending on choice of cam and intake manifold.

The horsepower gain from the weight reduction of aluminum heads alone is noticeable, not to mention the fact that aluminum heads will allow you to run a bit more compression without the risk of detonation. The benefits are many to running aluminum heads. The most expensive cars in the world all run them. There are no drawbacks!

Tech support is available. We are confident that we offer the best advice in the business.


We also offer these heads in fully assembled form.

Below is an excerpt from our bbc engine and cam ad that uses the Bravo heads. This can give you an idea of what these heads are capable of on a common bbc pump gas engine build, set up to run on pump gas, with a compression ratio of approx. 10.1:1 These cams have been very popular for us, and are perfect for most bbc builds. We have sold many engines with these heads. These heads coupled with a single plane intake have shown to make up to 736 horse power at 5900 rpm on a pump gas 555 engine with 10.1:1 compression ratio, using a new special custom grind cam that is only 575 lift.

This recent testing we have done with our special grind cams has proven that the Bravo 335 heads have the ability to make huge horse power numbers with the use of streetable cams, and safe compression ratios for use with pump gas. We recommend checking out our BBC engine ads for the full story on what to expect from these heads. We now use the Bravo 335 heads on all of our 496/505 and 540/555 engines. The 496/505 street rod dyno results are amazing.

Below are the actual flow numbers for the Bravo heads. These numbers are true and accurate. The testing methods we use are considered to be on the conservative side. Some choose to show flow numbers for their heads that have been done in a way that shows numbers that are misleading in our opinion. Rather than base a set of heads on flow numbers, you would be much better looking at the horse power numbers they make, providing the dyno numbers are true. We use the Bravo heads on most all of our bbc engines builds all the way up to the 572 engine. The horse power numbers they produce are exceptional as compared to any of the low to mid range priced heads on the market. We have yet to have one customer complain about these heads not making the power they expected or the build quality, and hardware used.

Intake Flow

Exhaust Flow

.100
.200
.300
.400
.500
.600
.700

73
145
215
285
320
345
360

.100
.200
.300
.400
.500
.600
.700

71
120
165
200
228
249
266


Comp Cams OE HYDRAULIC ROLLER 575/575 Lift 254/260 Duration 112 Lobe Sep. Xtreme Marine Camshafts 01-461-8
This cam has a step nose for use in oe roller blocks.

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Part number: 01-461-8

575/575 lift.

254/260 duration

112 lobe sep.

This cam is our most popular choice for our street rod bbc engine builds.

Comp Cams 'Xtreme Marine & Auto' Step Nose Hydraulic Roller Camshafts.

Cam info:

This cam is one of our official cam choices in our line of bbc engines. It is the perfect size to offer the best balance of power while putting a relatively low amount of stress on the valve train. This profile is not only easy on the valve train, it makes a great amount of overall power on bbc street rods. This cam prevails as the perfect size for 454 and especially 496 bbc engines. It's has a somewhat aggressive nature in the 454 sized engines but becomes very manageable in the 496 builds. This cam, without a doubt, is the perfect size for the complete line of bbc street rod engines. Compression ratio in most of our engines is approx. 10.1:1 or more. Usually we like to run about 10.4:1 on most our bbc builds, but the new Bravo heads have a slightly larger combustion chamber, and this dropped our test engine to 10.1:1

This cam has a very unique profile. Our former cam used in our 555 engine was nearly identical in lift and duration and had a 110 lobe sep, and it made approx. 35 hp less on every combo we ran it on. Our new Comp cam is setup with a 112 lobe sep, yet still makes so much more power, and with the 112 lobe sep, creates a safer setup overall for the engine than a 110 lobe sep.

This is an amazing cam in every respect. As you may know, there are many aspects to a cam’s profile besides lift, duration and lobe sep. and Comp Cams has produced an excellent cam that works very well in all bbc street rods. We’re going to list below our actual dyno results on every size of bbc engine we have dynoed with this cam. We have used it in at least 600 bbc engines, from a 454 up to our 632 in the past couple years. Of the three Comp Cams we use, this is our most popular by far.

We offer two more amazing Comp cam profiles that we’re very proud of. For those running the smaller bbc engines, we recommend our cam one size down for improved low end response. If you’re building a 454/468 engine, this cam would be considered slightly aggressive, and would require compression ratio numbers in the low to mid 10's to operate well. For those building a 496 or larger and want the very best mid to top end power available in a hydraulic roller without having to spend huge amounts of money to stabilize the valve train, then this cam is the perfect choice for you.

This cam will allow safe operation of the valve train without spending a huge amount of money on valve train components. It's not going to give any problems in the long run if you’re running decent hardware and lifters. You should run a higher than normal grade lifter such as our Max Effort Series. This increased lift and duration will bring the spring pressures up on the nose somewhat high, and that's desirable to maintain valve train stability.

Official Dyno Results on this cam in our 572 pump gas engine with a single plane intake and new Bravo 335 rectangular port heads. Compression ratio was 10.1:1

572 single dyno photo 4b2d8579-d052-4e52-9199-8faaca2af686.jpg

bbc 572 single dyno graph photo e7d7b7e3-b767-4f53-9933-1a419df231a6.jpg

bbc 572 single fluid test photo b990bdc6-3859-4c1d-b58d-5becc629e7ef.jpg

Official Dyno Results on this cam in our 540/555 pump gas engine with a single plane intake and new Bravo 335 rectangular port heads. Compression ratio was 10.1:1

555-compcam-575-575-rec-sp 2 photo b28a89b3-e8f9-43e8-bf32-5934f68ec6b9.jpg

A solid 45-50 horsepower gain over the Procomp 320 bbc heads, all things equal.
Actually all things were not equal. The New Bravo 335 heads have 124cc combustion chambers, versus the Procomps 119. The compression ratio of this engine was down a good notch, yet still made nearly 50 hp more over the Procomp heads.

555-compcam-575-575-rec-sp 2 graph photo 9dac2b16-2f63-4fe7-8c1b-85284520f700.jpg

Official Dyno report on our 496/505 engine with cam choice # 1 and a single plane intake, runs on pump gas.

674 hp with our new Bravo 335 heads is outstanding. This 496/505 engine only had approx. 9.85:1 compression ratio. Normally we run right at 10.3:1 Our hp numbers would have been higher for certain had we had the compression ratio in the higher zone. We fee this to be the perfect street rod head and cam combination for the popular 496 engine build, and will operate on pump gas with ease. We would like to see the compression on the 496 builds at 10.3:1 or more. We know the heads and cam are capable of producing more power had this particular engine had a bit more compression.

505-575-20cc photo e3924543-1f99-4279-b9ac-0df8cc9bf6ff.jpg

505-575-20cc graph photo 84918a7b-b793-412e-b08f-32a7dd00ac6b.jpg

Official Dyno report on our 496 engine with cam choice 1, Bravo heads, and a single plane intake.

681 hp with our new Bravo heads is outstanding. Notice this engine has our popular 575 lift hyd. roller cam in it also. These heads are outstanding.

496 bravo single photo bc95c9df-a829-47fe-aa62-8b0408674ac8.jpg

496 bravo single graph photo 7dba40d4-81d8-4f89-8122-66138afc223b.jpg

Guide plate recommendation.

We strongly recommend the use of the Dart adjustable guide plates with these heads, or with any BBC aluminum heads for that matter. These guide plates will allow better rocker tip alignment due to the fact they are fully adjustable. We use them on every set of BBC heads we install on our engines, including the Dart Platinum Pro-1's, and AFR heads. The rocker tip may end up offset to one side more than is acceptable when using fixed guide plates, and the Dart adjustable guide plates allow a decent amount of correction. The variances in stud position to valve guide alignment vary on all brands of heads. The rockers could also contribute to this issue, as the trunnion or rocker body could have variance. By having proper rocker tip alignment, you are distributing the pressure on the valve tip evenly. This not only reduces uneven valve tip wear, but also prevents undue stress on the valve guides in the heads. The part number for these guide plates is BBC-ADJ-GP. See our other listings for these items.

Pushrod recommendation.

Do not use stock GM pushrods with these heads.

The spring pressures on aftermarket heads are somewhat higher than on OE heads. Combine this with the larger lift and duration cams often used, and stock pushrods may flex or permanently bend. They will most likely be the wrong length. The stock pushrods are usually made from a mild 1810 steel that has been heat treated. Under high rpm, they will usually flex and cause a loss of lift, resulting in a power loss. The engine will usually run erratically when pushrods are flexing. The Spintron valve train dyno proves that inadequate pushrods will flex to a great degree as engine rpm increases.

Some GM pushrods have a welded ball on them, and they stand a greater chance of breaking off with the use of larger than stock cams and increased spring pressure. We offer high quality USA made, Howards brand pushrods made from 4310 chromoly. They are superior to any stock pushrod. Our prices on them are the best you will find.

You will see many low cost pushrods on the market, but these are totally unsuitable for use with these heads for the many reasons mentioned above, and they are not guide plate compatible. These pushrods will cause problems when used on a high performance setup.

Pushrod lengths of 8.850" intake side and 7.800 exhaust side are needed when running a hydraulic roller cam with these heads. There are many factors that determine what length pushrod is needed, but usually these sizes will work perfectly. Should you purchase a set of pushrods from us and find that the length is not suitable, you may return them, and we will send out the size you request.

IMPORTANT NOTE CONCERNING ROCKER ARM STUDS.

If you have been a regular shopper with us, you will have noticed we do offer some knock-off products that are made off-shore. We do also sell many products made in the USA. We have always been very particular as to the quality and workmanship of such products, while considering the cost. We scrutinize our products very carefully and refuse to sell products that simply don't meet our standards. We have now eliminated another of the low cost knock-off products from our line. The low cost imported rocker arm studs have shown numerous problems unlike those in the past. We have looked at several others on the market, and still find many issues with them that are not acceptable.

Many of the studs had run-out in the shaft of up to an eighth of an inch. This caused major problems with rocker alignment, and depending where the position was when the stud tightened up, would determine the direction of the rocker misalignment. If the warped stud was facing toward or opposite the valve, then the roller tip would would not be centered to the valve tip. This would then create a loss of lift and cause increased wear on the valve tip.

If the warped stud tightened up in a side to side position, then this would allow the rocker tip to be cocked on the valve tip. This would then side load the valve tip with undue pressure, creating a serious wear problem on the side of the valve tip and create excessive wear on the valve guides in the heads. This also side loaded the rocker trunnion and front roller, creating an excessive wear issue in the roller rockers.

We also found a difference in the tread pitch and depth compared to the ARP studs. The rocker studs in an engine are under a tremendous upwards pull and improper thread design may cause the studs to pull out of the head. The ARP studs screw into the heads with a very precise fit and feel.

After thoroughly comparing the ARP studs and several off shore models, I am convinced that we will never offer the off shore studs again, regardless of the price difference. They were never as bad in the past as what we’re seeing now. This run-out was most likely caused by improper heat treating methods.

We are aware of only one other rocker arm stud besides ARP on the market of decent quality, and that's from the GM Performance division, and it's fair to say they are most likely supplied to GM by ARP under private label.

We have rejected many products that are outright junk and would cause serious issues in your engine only to see other sellers offering those same exact products. It's all about learning where to draw the line.

The correct ARP rocker stud part number to use with these heads is #100-7101. See our other listings for these parts.

Studs and guide plates are NOT included. Other sellers may include these items but rest assured, they are usually not suitable for these heads. We use nothing but the Dart adjustable guide plates and ARP rocker studs when we build an engine using these heads, as they allow for perfect alignment of your rockers. See our other listings for a full selection of accessories.

We are glad to offer many great low cost items, as well as the high end products, but will always give careful consideration to quality, functionality, and overall value.

SPEC INFO AND RECOMMENDED ACCESSORIES FOR FOR THESE HEADS.

Intake Gasket: Felpro 1275 For rectangular port heads. These intake gaskets have a glove like fit on the Bravo 335 heads.

Intake Port volume: 335cc

Intake Port Dim:

Int Port Location: Stock

Intake Valve Dia.: 2.250"

Exh Valve Dia.: 1.880"

Exhaust Port Dim:

Exh Port Location: Raised

Exhaust Gasket: Depends on what type exhaust you're using. Best to try and match up the gasket to your header or exhaust manifold

Head Gasket: Felpro 1017-1 for Mark IV & VI blocks, or our PC-5211 MLS head gaskets.

Head bolts: BBC-50 Head bolts, or ARP 135-3607 Head bolts or our BBC-75 Head stud kits.

Manifold: Most any oval or rectangular port style intake will work.

Milling: Max. .060 Scroll down to see info in this listing for details on this.

Pistons: Most stock or aftermarket pistons. Our Wiseco pistons combine perfectly with these heads.

Push Rod length: 8.850" intake side, 7.800" exhaust side. We have the correct pushrods needed. See our other listings.

Push rod Guide Plate: We strongly recommend Dart adjustable guide plates. Not included. # BBC-ADJ-GP. See our other listings

Rocker Arm studs. ARP 100-7101 Do not use off-shore rocker arm studs. ARP only. Not included. See our other listings.

Retainers: Steel 10° Comp brand machined locks are used on all of our heads.

Spark Plug: Straight, .750” reach, gasket, Autolite 3923 or NGK 4544 for one step lower heat range. See our other listings for these.

Spring Pockets: 1.550” OD (.030” deeper max)

Springs: Comp brand # 987-16 1.46 outer diameter. Dual spring for hyd.

roller cams. Single for those running a hyd. flat tappet cam.

Valve Length: .100 over intake valves, std length exhaust valves.

Valve Stem Dia: .3415” - 11/32”

Valve Train: STD BBC 7/16” stud mount

Valve Guides: 1/2” OD Int = Mag-bronze Exh = Phos-bronze (.002” press)

Valve Guide length:

Valve Guide clearance: .0014” - .002” (with our .3415 dia. valve stem)

Valve Guide Spacing:

Valve Seats: Hardened Ductile Iron, .006” press

Valve Seat dim. Standard

Valve Seat angles: Int = 32° - 45° - 60° - 70° Exh = 37° - 45° - radius

Stud Girdle:

Torque: Head Bolts = 65-70 ft/lb

Rocker Studs = 50 ft/lb

Manifold = 35 ft/lb

Block Use: Any BBC, GM OR DART Iron or Aluminum

Weight: 50 lbs approx. in bare form per pair.



A final note,

Our eBay user id is: skipwhite, and our eBay store name is whiteperformance1. You may have noticed other sellers using a similar name offering similar products. These other sellers have capitalized on our name as we see it, and many customers searching for us will inadvertently find them, thinking we are one in the same company. There is only one "Skip White." We are the original premier eBay seller under this name since approximately 2002. We have no other eBay names, nor are we associated with any other company regardless of the similarity in the name or location. Our official company name is Skip White Performance.

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