BBC CHEVY 496-572 BRAVO 335 REC. PORT 335cc ALUMINUM HEADS ASSEMBLED BRAVO-272
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OUR NEW BRAVO 335 FULLY ASSEMBLED BBC HEADS.
FOR USE WITH HYDRAULIC FLAT TAPPET CAMS UP TO 560 LIFT.
124cc COMBUSTION CHAMBERS 335cc runners.
We also have these heads setup for use with hyd. roller cams. See our other listings. # BRAVO-274
Solid roller setups also available. # BRAVO-919
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.
These heads are also available with 120cc combustion chambers. The chamber is not actually different from these, it's the valve style that creates a difference in the chamber volume. The PBM Competition valves used in these heads have a recessed face and back cut feature. They are also set deeper into the valve seat. The 120cc version will use the PBM Severe duty valves, that have a flatter face on them. Still a very good premium quality valve but they lose the reduced weight benefit and back cut feature.
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.
Fully assembled with premium PBM race grade valves, Melling springs, Comp retainers, Comp viton valve seals, Comp spring ID locators, Comp 10 degree locks. The hardware setup in these heads is for use with hydraulic flat tappet cams. Below is a detailed breakdown of the hardware used in these heads. We do offer these heads set up for all types of cams. See our other listings.
Pictured below in the first picture is our new Bravo 335 combustion chamber. In the second picture below are our former line of Procomp heads. There is a vast difference in design. The new Bravo 335 heads are not associated with Procomp in any way.
Notice the multi angle valve seat cut. These heads are designed to very high standards.
The Bravo 335 heads pictured above are designed much like the high end heads on the market.
Pictured below are the Bravo 335 heads in bare form to give you a view of them without the hardware from a different angle. The heads in this sale will be fully assembled.
We know of many sellers of aluminum high performance heads that claim to use good hardware. Chances are they don't know the difference between low grade and high quality hardware. Failure to follow proper assembly procedures and the use of low grade hardware are what cause most problems. Good quality hardware and proper installation can determine how well the heads will function and hold up under hard use.
There is a vast amount of low grade hardware on the market at this time. Much of this no-name hardware is completely out of spec, and made from inferior materials. It will fail sooner or later, but prior to it failing, this garbage hardware will perform poorly. Many of the low priced heads on the market have such hardware in them. It's not enough to ask them what brand hardware they use because it would be impossible for you to distinguish it from one brand or the other by simply looking at it.
The best we can do to prove what hardware were using in our heads is to post our invoices from the branded name companies that we purchase it from. Our invoices will show huge purchases of every bit of hardware used in these heads. High grade hardware is nearly double the cost, but we know for a fact that this is very important for the performance and longevity of a set of cylinder heads. Consider what happens should an engine drop a valve into the combustion chamber at any rpm. Complete destruction of a large portion of the engine is a great possibility. That's a worst case scenario, but there are many other problems such as poor performance and damage to cam and lifters that can occur.
Valve size 2.250 and 1.88. These heads have the correct seat diameter to allow use of these valves.
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 124cc. For technical or application info, give us a call at 423-722-5152.
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.
We do our own assembly on our heads. See details below about our hardware and assembly procedure.
We also offer variations of these heads for use with all types of cams. Be sure of what type cam you plan to run before purchasing. Read the ad completely before purchasing.
If you're not sure if this application is right for you, feel free to give us a call at 423-722-5152.
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 bare form, as many customers have selected a machine shop of theirf choice, as well as their own hardware. We hope you will check out our other listings for the many other items we have available.
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.
Here is a rundown on the hardware used in the Bravo 335 heads and the assembly process.
PBM/Erson Competition Series Valves.
The retail cost at most High Performance stores on the PBM Competition valves is $239
Notice in the picture below the concaved face of the valves. You will only see this on high end valves. Most other valves are either flat faced or have a dimple in the center.
The pictures below show our PBM valves installed in set of CNC'd combustion chamber heads. This is not actual combustion chamber of the PC heads. The pictures are to show you the valve face design.
Pictured below on the left is the PBM competition valve, and the other pic. is of our conventional style valve. It was difficult to show the back-cut feature in the picture, but note that the valve on the left has a third radius cut.
We are now using the Competition Series PBM valves in all of our engines. These are considered a high end valve. These valves have an undercut and backcut feature.
The backcut feature reduces valve weight by an average of 12.5 grams per valve. This weight reduction of approx. 220 grams off the complete set of valves has a monumental effect on acceleration, deceleration, and valve train life. It may be difficult to understand how this works, but rest assured, this is a huge reduction. The valve spring compression and rebound action will remain stable for a much longer time running lighter weight valves, as well as reducing valve float.
The backcut feature is not be mistaken for undercut. These valves have both features. Backcutting is an additional radius, but located on the head of the valve to increase the flow numbers and reduce valve weight. The flow increase is approx. 3-6 points on the flow bench, and possibly more, depending on the initial flow rate of the heads.
According to one of our machinists who built Winston Cup engines for 15 years, the exhaust valves had an additional radius cut on the outermost edge that allowed a better escape of the exhaust gas. This cut on the exhaust valve is in addition to the back-cut feature. The competition series are made from a much higher temp alloy than most other stainless valves. There are at least three levels of stainless valves on the market, excluding those used in very high level racing such as pro-mod. The PBM competition series is compared to the highest level of those three. As a final note, backcutting a set of valves is said to improve flow in the low lift area, and this is most desirable on street rods.
Below is a copy of one or more of our invoices from Engine Parts Warehouse showing a recent large order for our PBM valves. We have removed the price and our account number for privacy reasons. This is the best way we can prove to our customers that the valves we use in our cylinder heads are genuine PBM products.
Melling High Performance Dual Springs.
Our Melling springs are 1.46 diameter, with an inner spring and internal damper. Others are using springs that are much smaller in diameter. Smaller diameter springs may be in the correct spring pressure zone, but they usually have a shorter life. Melling springs are made in the USA. All of our engines using the NKB heads use these springs. Spring failures are near non-existent. We also offer a low cost spring upgrade for these heads. This upgrade will use our Comp 987-16 springs. These springs will allow the use of valves with a .100 shorter stem, and this creates a better valve train geometry in our opinion. The Comp springs have what we consider a better seat to nose ratio, and are 25% lighter in weight. The Melling springs are a decent spring, but the Comp has several factors what make is well worth considering.
COMP CAMS "POSITIVE STOP" VITON VALVE STEM SEALS. # 529-16
Comp 10 degree machined valve locks.
We use only Comp Super 10 degree machined locks. Our head builder noticed the low grade locks on the market fit more loosely than he felt they should, not to mention the possibility that they were made of inferior metal. He envisioned the engine being much more prone to dropping a valve at high rpm. Using these locks, we have yet to have an engine drop a valve due to a valve lock failure.
Comp Cams retainers # 75740-16 and Comp Cams spring cups, (base)
Our Comp Cams retainers # 75740-16 and Comp spring cups are made from 4130 chromoly steel. These retainers have a perfect fit with the Comp valve locks. We have used these on all of our engines for many years, and have had zero failures.
We purchase most of our valve train hardware in bulk for our engine program. Below is a copy of one of our invoices from Comp Cams showing several of our rather large purchases of valve train hardware. We have removed the price and our account number for privacy reasons. This is the best way we can prove to our customers that the valve train products we use and sell are genuine Comp Cams products.
We hone all of the bronze valve guides with a ball berry flex hone to establish not only perfect clearance, but also a semi cross hatch finish for oil retention. We finish off with a natural bristle brush. The heads are then placed in our parts washer and cleaned with high pressure hot water, then pressure dried. Before installing the valves, we apply a heavy coat of engine assembly lube to the valve stems. The coating on the valve stems is essential to protect the bronze guides from gaulding on initial startup.
Our next step is to set the spring pressure to a predetermined pressure using a spring height checking device, most suitable for street rod use. The springs we are using allow for a near perfect seat to nose ratio. Be warned that some sellers of aftermarket heads may not be checking the installed height when assembling the heads, and may not be setting them up to the correct pressures. We have a full scale machine shop with several very knowledgeable engine builders that know and fully understand how to properly assemble a set of heads. Combine the possibility of poor assembly methods with incorrect or low grade hardware, and it is easy to see how failures can result.
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.
We do realize the heads in this add are fro a hyd. flat tappet cam. We do not have any dyno results on the heads with this type cam. The dyno results below were with a hyd. roller cam setup, and they can give you how well these heads perform.
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.
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.
Part number: 01-461-8
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.
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
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
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.
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.
Official Dyno report on our 496 engine with this cam choice 1, Bravo heads, and a single plane intake.
681 hp with our new Bravo heads is outstanding.
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.
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.
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.
If you have any technical questions about these heads or if you need to confirm that they are right for your application, feel free to email us with your question, or give us a call at 423-722-5152, 8am-7pm Mon-Fri or 10am-3pm on Sat. (Eastern time).
IMPORTANT NOTE, MUST READ!
We have noticed several sellers offering these heads with a one size fits all valve springs for dual use on hydraulic flat tappet and hydraulic roller cams.We are sure this is not the proper way to setup the heads.
If they have this one size fits all setup somewhere in the middle spring pressure values of what is required for a hyd. flat tappet and a hyd roller cam, then it would be too much for the hydr. flat tappet cam, and create a wear issue. Putting too much pressure on flat tappet cams is a sure way to kill the cam. If these middle of the road springs were used on a hyd. roller cam, then the spring pressure would be too low. Valve float and its damaging effects, along with a loss of performance are sure to occur.
We use the correct spring for your setup and it is never the same on a hyd. flat tappet as it would be on a hyd. roller cam. As mentioned above, the spring requirements between a roller cam and flat tappet cam are dramatically different. Even the odd ball solid flat tappet cam has its own unique setup depending on the lift. The one size fits all hardware claims also to work on these cams. We know of several sellers offering this insane setup to unsuspecting buyers, and it’s not the proper way to set up a set of heads. We would not even consider using a spring setup like this, and believe me, the simplicity of it is appealing.
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: 1.46 outer diameter. Single spring for hyd.
flat tappet cams.
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
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: 70-72 lbs fully assembled 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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