BBC CHEVY 496-572 BRAVO 335cc REC. PT ALUM. HEADS FOR SOLID ROLLER CAM BRAVO-919
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OUR NEW BRAVO 335 FULLY ASSEMBLED BBC HEADS.
FOR USE WITH SOLID ROLLER (MECHANICAL ROLLER) CAMS UP TO 740 MAX LIFT.
123cc COMBUSTION CHAMBERS 335cc runners.
This sale is for a set of heads (2 heads).
Our user id is: skipwhite, and our 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 seller under this name since approximately 2003. We have no other 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. Please see the article in the lower part of this ad for a more detailed explanation.
We also have these heads set up for use with hyd. roller and hyd. flat tappet cams. See our other listings for # BRAVO-274 for the hyd. roller cams, and Bravo-272 for the hyd. flat tappet cams.
The info below is just to give you an idea of how well these heads performed with various size cams.
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, 555 and 572 bbc engines. They produced up to 822 hp with our Comp solid roller cam in a 572 mild drag setup and single plane intake manifold. 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 not suitable on 396 or 402 engines that have the less then 4.250" bore size. With the larger 2.250" intake valve on the BRAVO heads, it can interfere with the cylinder wall. These heads are well suited on 4.280" and larger bore BBC engines. The recommended compression would be from 9.8:1 to 10.5:1 with pump gas, taking advantage of the aluminum castings.
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 and 572, 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, comp 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 solid roller 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 123cc.
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. Compression ratio must be approx. 10.5:1 or higher on 427 and 454 engines. 496 or larger engines can get by with less compression but no lower than 10:1.
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. Details about this alloy are in the lower section of this ad.
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.
COMP CAMS PRO-SERIES DUAL VALVE SPRING SET,(16) FOR USE WITH SOLID ROLLER CAMS FOR CYLINDER HEADS. PART NUMBER 919-16 MAX LIFT 740
These valve springs have a flat ribbon internal damper, with a dual inner spring. The internal damper is very effective in calming spring harmonics at high rpm, and offering greater overall stability to the outer spring. These springs are for use with a solid roller camshaft. Made in the USA by Comp Cams. See our other listings for a full selection of valve springs. We now use these springs in all our engines.
Most low cost valve springs are inferior to these, in our opinion. Ratings are usually inaccurate, and quality is compromised. Power loss will result from springs that have taken set, become lazy, as it may be called, much like the springs in a worn mattress. Low grade springs are notorious for loosing their vibrancy much sooner than a high quality spring. One more problem with such springs is that they are very prone to contributing to valve float at high rpm. If your springs are not quick and at the proper lb. rating, then they not only have trouble closing the valve, they also tend to cause the lifter to bounce at the peak point of the cam lobe. Springs that are rated too low are sure to cause power loss irrespective of wear.
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 # 741-16 and Comp Cams spring cups, (base)
Our Comp Cams retainers # 741-16 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.
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.
Below is an excerpt from two of our Super Pro Street bbc 572 engines and cam ad that uses these Bravo heads. This can give you an idea of what these heads are capable of on a 572 bbc engine build, set up to run on 100 octane fuel, with a compression ratio of approx. 12.1:1 We have sold many engines with these heads. These heads, coupled with a single plane intake, have made up to 868 horse power at 6500-6600 rpm with the solid roller cam mentioned below. Further down are some of our pump gas combos using milder hyd. roller cams for all around street rod use. Your results will vary depending on the size and type cam you have, as well as the compression ratio and engine size.
Part number: 11-000-9, Spec card # 48558
112 lobe sep.
Max power will be achieved at approx. 6200 rpm and will produce right at 822 hp.
Engines using this cam with the Bravo heads should run a stall converter in the 3000-3500 rpm range. Final gearing when used in a car or sport truck could actually be in the 3.55 range or numerically higher. This cam would be most suitable in vehicles weighing no more than 3800 lbs. This cam does not develop a high rate of vacuum.
Below are our dyno results on our 572 Super Pro Street engine using this cam. Your results may vary depending on carb choice. Dominator carbs will always out-do the 4150 style carbs in top end horse power. If drivability is a concern, we advise using a 1050 cfm 4150 style carb on this engine. The horse power numbers will always improve anywhere from 5-10 more than what the dyno results show after the rings have fully seated. We actually made this power with a low cost Brawler 1050 carb. and a low cost Speedmaster single plane intake. We also used our low cost Bravo bbc heads setup with our Comp solid roller springs, # 919. We also strongly recommend our Pro Sportsman .300 tall solid roller tie bar lifters # RL979. We offer these springs and lifters in our other listings. Do understand these dyno reports are examples of of what the Bravo heads are capable of with different cam and compression setups and various size engines.
Version 1 of our 572 Super Pro Street engine.
This engine is available in three different configurations. All three will have the same cam and cyl. heads. The differences are outlined with each dyno report. Our highest hp version comes equipped with a single plane Profiler intake that requires a 1050 Dominator carb. This engine will produce approx. 868 hp, and requires race fuel.
The potential of the 572 Super Pro Street engine is much greater than what you see above with a improved fuel delivery system. The Profiler intake and a Holley 1050 Dominator carb brought the HP numbers up to 868. This only increased the rpm by 200 over the regular setup. 6500 rpm making 868hp is very impressive to say the least. No additional drama brought to the engine other than a couple hundred rpm and about the use of a Dominator carb.
Official Dyno Results of our Super Pro Street 572 engine using this cam with a single plane intake, Bravo 335 rectangular port heads, Brawler 1050 carburetor, and MSD distributor.
This cam is our official cam choice in our Super Pro Street 572 bbc engine. It is the perfect size to offer the best balance of power. Considering that we made this power with our low cost Bravo heads makes this cam a perfect choice for a super pro street rod or mild drag car. It makes a great amount of overall power on bbc street rods.
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. NOTE: the engine this cam was tested in runs on 100 octane, NOT pump gas.
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 somewhat easy on the valve train, it makes a great amount of overall power on bbc street rods. This cam is suitable on 496 bbc engines or larger. It's has a very aggressive nature in the 454 sized engines and would require around 11:1 or higher compression ratio, but becomes more manageable in the 496 or larger builds. Compression ratio in a 496 engine build would need to be 10.5:1 or higher to yield decent results. This cam would be considered outstanding in a 540 and up to a 572 street rod build. 10.2:1 compression ratio or more would be all that is needed to obtain great results on these engines in a street rod.
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 496 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 or lower than normal compression ratio, 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 11'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 must 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 123cc 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/Comp 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. Pushrod length must be determined with a pushrod length checking device. We have a variety of sizes in our other listings.
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.
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: This must be determined with a pushrod length checking device. We have a variety of sizes in 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.
Spring Pockets: 1.550" OD (.030" deeper max)
Springs: 1.540 outer diameter. Single spring for solid roller 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.
I'm sure many of you have noticed there are 2 high performance engine builders in Kingsport, TN with similar names, leading to a great amount of confusion.
We are Skip White Performance, NOT White Performance and Machine.
Due to the name similarity, many customers looking for us online inadvertently find them, thinking we are the same company. Definitely not...there is no connection between the two companies. We don't have a problem with free enterprise (competition). However, when the competition builds their foundation on such things as a name similarity and their supposedly long history of being in business, then we think it's about time we set the record straight.
We have owned White Performance since 2003, with the exception of the machine shop, which was owned by Fred White at the time. He continued to operate the machine shop and build engines for us while we continued selling online under the user ID of skipwhite and the store name of whiteperformance1.
Due to their limited production capability and many disagreements about the engine and head building process as well as workmanship, we opted to open a full scale machine shop of our own a few years later. Fred White began competing against us even though our contract had a non-compete clause in it.
As our business grew, we opened a second, much larger warehouse and machine shop around 2011, located on Brookside Ln. in Kingsport TN. By putting heart and soul in this company, we have become the number one street rod engine builder in the nation.
Fred sold his shop to an investor in 2016 and the new owners continue to reap the benefits from this confusion between the two shops. This investor lacked any knowledge of this industry. They continue to use the White Performance & Machine name. Contrary to what is posted on their website, Fred White is no longer associated with the company in any way. Their main spiel in advertising is, "In business since 1979," when in fact, we purchased the White Performance company in 2003, with the exception of the machine shop.
All in all, we have been in this business going on 17+ years. Skip White's passion has been owning and building street rods for 47 years on a personal level. The knowledge he has gained over time has allowed him to venture into this business and succeed to a very high level.
The great pretenders continue capitalizing on our success due to the name similarity, but have been degrading our reputation. We have been getting calls nearly on a daily basis from people that now realize there are two shops in this town with very similar names. Customers complain of serious problems in getting their orders in a timely manner from them. They think they purchased their cylinder heads from us. Due to the confusion, there is an increasing amount of negative feedback that is affecting our name within the street rod community, when in fact we have a near perfect reputation in this industry. We have an "A+" rating with the Better Business Bureau and we have maintained the A+ rating for many years.
FAST FORWARD TO PRESENT DAY...We have become the largest street rod engine builder in the nation. Our engines, rotating assemblies, and cylinder heads are built to very high standards and shipped to our customers in a timely manner. We are a premier seller on with a positive feedback score of well over 206,000 and growing, as compared to our competitor’s score of approximately 24,000.
Our engines are custom-built to our customers' specifications and are shipped in approx. 2-5 weeks, perhaps sooner, depending on the season. Our rotating assemblies usually ship out in about one week or less, and our heads ship in about a week or less.
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