OUR NEW BRAVO 335 FULLY ASSEMBLED BBC HEADS.
FOR USE WITH HYDRAULIC FLAT TAPPET CAMS UP TO 560 LIFT.
124cc COMBUSTION CHAMBERS 335cc runners.
This sale is for a set of heads (2 heads).
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.
Our cylinder heads are made from AC4B alloy and tempered to T6 standards. Details about this alloy are in the lower section of this ad.
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.
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.
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 their choice, as well as their own hardware. We hope you will check out our other listings for the many other items we have available.
Our cylinder heads are made from AC4B alloy and tempered to T6 standards. You may have heard the alloys 355 and 356 being used on many heads. The alloy used on our heads is similar but slightly different. The AC4B alloy is commonly used by automakers in Europe and Japan. Take notice of the Rm value. This value indicates the tensile strength of an alloy. As you can see, it's higher than all the other common alloys in this chart. It's no surprise as to why we have never experienced a failure of any kind with these heads. Zero failures in the casting, zero failures in the seats and guides. We have sold over 5000 pair of these heads over the past four years.
List of Standard Alloy Characteristics
Alloy +B4: H16
High strength, small elongation
for general purposes
Pressure resistance, corrosion resistance: good
Mechanical properties: good
Pressure resistance: good
Corrosion resistance: excellent,
lighting components, etc.
aircraft parts, etc.
fuel pump bodies, etc.
Parts for overhead contact lines,
parts for ships,
and lighting components for aircraft
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.