|Product Type||Shipped Product|
|Number of reviews||140|
BIG BLOCK CHEVY 300cc OVAL PORT ALUMINUM HEADS BY SPEEDMASTER
FULLY ASSEMBLED, SETUP FOR USE WITH HYDRAULIC FLAT TAPPET CAMS UP TO 560 LIFT.
119cc COMBUSTION CHAMBERS
This sale is for a set of heads (2 heads).
The Speedmaster bbc heads are perfect for 427, 454, 496 and 540 street/strip engines. Read the important note below before purchasing. These are what we use on our 505 and 555 bbc engines. They will produce up to 680 hp with the proper cam and intake manifold on pump gas. Compression ratio must be addressed. This is an outstanding trouble-free set of heads. Fully built, ready to install.
These heads are not suitable on 396, 427 or 454 engines that have compression below 10.5:1 Calculate your compression ratio before purchasing. These heads are well suited on 496 and larger bbc engines. The compression required would be 10:1 or higher. Slightly less would be ok.
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, 1.46 springs, PEP retainers, viton valve seals, spring ID locators, high grade Comp Cams 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.
Valve size 2.250 and 1.88. These heads have the correct seat diameter to allow use of these valves.
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.
SEE OUR OTHER LISTINGS FOR THE REC. PORT VERSION.
Please note: Due to a high volume of sales at this time, these heads may take up to 3 business days to complete and ship. Please let us know if you are under a time constraint with this order, and we will do our best to accommodate your request.
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 300cc, and the combustion chambers are 119cc.
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. Comression 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.
We use what we consider to be the best valves on the market: the Competition series PBM backcut valves. These valves are considered very high quality. Do a search on this brand of valves and you will find them to be very highly rated.
PBM has three different series of valves. These are the top line. The backcut feature reduces valve weight by an average of 13 grams per valve. This weight reduction of approx. 208 grams for the complete set has a great effect on acceleration, deceleration, and will extend valve train life. The valve spring compression and rebound action will remain stable at a higher rpm with the use of reduced weight valves. The instability of a valve spring at high rpm is known as valve float. This is very damaging to the heads, and valve train components.
The backcut feature is not be mistaken for an undercut. These valves have both features. Backcutting is an additional radius put on the head of the valve to increase the flow numbers and reduce valve weight. The flow increase is usually around 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 backcut feature.
The Competition series is 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.
Pictured directly below in the first pic. 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 that is hand-held (PBM) has a third radius cut.
These valves are swirl finished, back-cut plus undercut style, and have a very well designed lock groove. The exhaust valves have an additional feature: a blunt face on the outermost edge to assist in the elimination of exhaust gases. Low temp valves will fail with ease under the right conditions. High temp valves are not just for those running to extremes; they are essential for all carbureted engines. Should your engine lean out for any reason, the combustion temperatures can rise in an instant. Carbs that are not working as they should (and all carbs have their moments) can cause a lean condition and you will most likely not know this is happening.
Using a low grade stainless valve on a BBC engine, will cause problems sooner or later. If you're running a blower, your valves must be of the highest grade stainless. Marine engines require a premium valve due to the fact they are ran at high rpm (usually 85% of max rpm) for long periods of time. This sustained high speed is more than any standard stainless valves can take, and not just due to the heat. The stems must be perfectly designed and constructed with high end alloys. These valves are used in many 800 hp BBC engines. You simply can't do this with low level stainless valves, or they will fail.
High Performance Springs.
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.
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, 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 itâ€™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 1212 For oval port heads.
Intake Port volume: 300cc
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 V & VI blocks, or our PC-5211 MLS head gaskets for Mark V and earlier blocks.
Flow, Exhaust: BBC-50 Head bolts, or ARP 135-3607 Head bolts or our BBC-75 Head stud kits.
Manifold: Most any oval port style intake will work. Our oval port aluminum intakes fit very well.
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: 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. Dual spring for hyd.
roller cams. Single for those running a hyd. flat tappet cam.
Valve Length: .250 over intake valves, std length exhaust valves.
Valve Stem Dia: .3415" - 11/32"
Valve Train: STD BBC 7/16â€ 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.
Fast shipping and good comminication fast answer
Reviewed by n***n on Nov. 4, 2019, 11:50 a.m. | Permalink
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Fast shipping and good comminication fast answer
Reviewed by n***n on Nov. 4, 2019, 12:55 a.m. | Permalink
This review has no votes.
Fast shipping and good comminication fast answer
Reviewed by n***n on Nov. 5, 2019, 5:17 a.m. | Permalink
This review has no votes.