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 454 engines. 496 or larger engines can get by with less compression but no lower than 10:1. Do not even attempt to use these heads on 427, 454, 496 engines with flat-top pistons unless you're running a blower or twin-turbo setup, as they will not have near enough compression ratio to operate correctly.

Important Note:

These heads are not suitable for 396 or 402 engines that have less than a 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 for 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.

👌 Superior Material:

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.

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. 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 non-existent.

🧑‍🔧 Gasket Recommendations:

• Intake Gaskets
  • Felpro 1275-5 : For single-plane intakes
  • Felpro 1274 : Works well with most dual-plane intakes
• Exhaust Gasket: The choice depends on your exhaust setup. Match the gasket to your header or exhaust manifold for best results.
• Head Gasket:
  • Felpro 1017: Dart Block up to 505
  • Felpro 1057 or 1067: Dart Big M World/Merlin up to 540

Head Gasket Note:

One other important factor is that the head gaskets must have an opening of at least 4.560" for the 496 cid builds.

We’re aware that these engines only have a bore diameter of 4.310", but the Bravo heads have a larger opening around the combustion chamber and require a head gasket with a large opening.

This is standard with all aftermarket high-performance aluminum heads. There are plenty of other brands of head gaskets on the market, and the Felpro numbers mentioned can be crossed over to them.

Torque Specifications:

• Head Bolts: 65-70 ft/lb
• Rocker Studs: 50 ft/lb
• Manifold: 35 ft/lb

📈 Performance Testing:

Checkout the Dyno Results Tab to read more about how these heads perform when used with various engine sizes and cam combinations.

🔩 Hardware Details:

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 we’re 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.

Valves:

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 powerboat 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.

Springs:

Beware of "One Size Fits All" Valve Springs

We’ve noticed some sellers offering cylinder heads equipped with “one size fits all” valve springs, claiming they work equally well with both hydraulic flat tappet and hydraulic roller cams. However, we strongly believe this is not the proper way to set up your heads, and here’s why:

Why "One Size Fits All" Doesn’t Work

Valve spring requirements differ significantly between hydraulic flat tappet and hydraulic roller cams. If a spring setup is somewhere in the middle, trying to accommodate both, it can lead to serious issues:

• For Hydraulic Flat Tappet Cams: If the spring pressure is too high, it can cause excessive wear on the cam, eventually leading to cam failure. High spring pressure is a known killer of flat tappet cams.
• For Hydraulic Roller Cams: On the other hand, if the spring pressure is too low, you risk valve float, which not only reduces performance but can also cause significant damage to your engine over time.

Our Approach: The Right Spring for the Right Cam

We tailor the valve spring setup to match your specific camshaft. The requirements for hydraulic flat tappet cams and hydraulic roller cams are vastly different, and we make sure each setup is optimized accordingly. Even for the less common solid flat tappet cams, we provide the correct spring setup based on the cam’s lift and other factors.

The idea of a one-size-fits-all solution might sound appealing for its simplicity, but it’s not a safe or effective approach for high-performance engines. We’ve seen several sellers pushing this kind of setup on unsuspecting buyers, but we would never consider using it. Ensuring your heads are correctly set up with the appropriate springs is crucial for the longevity and performance of your engine.

Guide Plates:

Ensure your Big Block Chevy (BBC) engine runs at its best with our Dart Adjustable Guide Plates (Part No: BBC-ADJ-GP). These guide plates are a must-have for anyone working with BBC aluminum heads, including popular choices like Dart Platinum Pro-1's and AFR heads.

Why Choose Adjustable Guide Plates?

Fixed guide plates can sometimes lead to misalignment, causing uneven wear on your valve tips and unnecessary stress on your valve guides. Dart's adjustable guide plates give you the flexibility to fine-tune the alignment, ensuring that the rocker tip sits perfectly. This means smoother operation, less wear and tear, and a longer-lasting engine.

Perfect Fit, Every Time

Variations in stud positions, valve guides, or even the rockers themselves can lead to misalignment. With Dart's adjustable design, you can easily correct these offsets, giving you peace of mind that your engine components are aligned just right.

Pushrods:

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.

Upgrade Your Valve Train with High-Quality Pushrods

When upgrading your engine with aftermarket heads, it's crucial to choose the right pushrods. Stock pushrods, typically made from mild 1810 steel, may not handle the increased spring pressures and larger lift cams often used in high-performance builds. This can lead to flexing, power loss, and erratic engine performance, especially at high RPMs.

Why Stock Pushrods Aren't Enough

Stock pushrods are usually designed for lower pressures and smaller cams. When pushed beyond their limits, they can flex, causing a loss of lift and, ultimately, a reduction in power. In extreme cases, they can even permanently bend or break, especially in setups with welded ball ends. This is a common issue with GM pushrods when combined with high spring pressures and larger cams.

Go with Howards Brand Pushrods

To ensure your engine runs smoothly and reliably, we offer USA-made Howards brand pushrods, crafted from superior 4310 chromoly. These pushrods are designed to withstand the demands of high-performance engines, offering strength and durability far beyond what stock pushrods can provide. They're also guide plate compatible, making them a perfect fit for your upgraded setup.

Finding the Right Length

To ensure your engine runs smoothly and reliably, we offer USA-made Howard's brand pushrods, crafted from superior 4310 chromoly. These pushrods are designed to withstand the demands of high-performance engines, offering strength and durability far beyond what stock pushrods can provide. They're also guide plate compatible, making them a perfect fit for your upgraded setup.

Avoid Cheap Alternatives

While low-cost pushrods may be tempting, they’re not built to handle the demands of high-performance engines. Using them can lead to significant problems, including flexing, misalignment, and potential engine damage. Invest in quality with Howards pushrods and keep your engine running at its best.

Rocker Arm Studs:

Important Note

At our shop, we take pride in offering only the highest quality products for your engine builds. While you may have noticed some budget-friendly options in our inventory, we are committed to maintaining a strict standard of quality, whether the products are made in the USA 🇺🇸 or imported. After thorough evaluation, we’ve decided to remove another low-cost knock-off product from our line: imported rocker arm studs.

Why We No Longer Offer Imported Rocker Arm Studs

Our decision comes after discovering significant issues with these offshore studs. Many had a run-out in the shaft of up to an eighth of an inch, which caused serious problems with rocker alignment. Depending on how the stud tightened, it could misalign the rocker, leading to a loss of lift and increased wear on the valve tip. If the misalignment was side-to-side, it could cause even more severe damage by side-loading the valve tip and rocker trunnion, resulting in excessive wear on the valve guides and roller rockers.

We also found inconsistencies in thread pitch and depth compared to the trusted ARP studs. Given the immense upward force on rocker studs, improper threading can cause the studs to pull out of the head, leading to catastrophic engine failure.

Why ARP Rocker Studs Are the Right Choice

After comparing several brands, we firmly believe that ARP rocker studs (Part No: 100-7101) are the best choice for ensuring your engine’s reliability and performance. These studs provide a precise fit and are designed to handle the stresses of high-performance applications. We’ve also found that GM Performance studs, which are likely supplied by ARP under a private label, offer similar quality.

We only use ARP rocker studs and Dart/Comp adjustable guide plates when building an engine with these heads. This combination ensures perfect alignment and reduces the risk of the issues mentioned above.

Our Commitment to Quality

While we strive to offer a range of products that cater to different budgets, we never compromise on quality. We carefully evaluate each item and reject any that don’t meet our high standards, even if they come at a lower price. You might find similar products elsewhere, but rest assured, our selection is based on quality, functionality, and overall value.

Please note that studs and guide plates are not included with our heads. Other sellers may include them, but they often don’t meet the necessary standards. For peace of mind and optimal performance, we recommend sticking with trusted brands like ARP.

Check out our other listings for a full selection of top-quality accessories and engine components. We’re here to help you build the best engine possible, without cutting corners.

👨‍🔧 Assembly Procedure:

We do our own assembly on our heads. Our pro's have assembled thousands of heads over the past 2 decades.

🤝 Technical Support:

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

E-mail us (skip@whiteperformance.net) or call 423-722-515 2 during our business hours:

• Mon. - Thu. 8am - 6pm EST
• Fri. 8am-2pm EST
• Technicians available 10am - 6pm EST

Recommended Accessories:

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

• Head Bolts: ARP 135-3607
• Pushrod Guide Plate: We strongly recommend Dart adjustable guide plates (Part No: BBC-ADJ-GP). These are not included but can be found in our other listings.
• Rocker Arm Studs: Only use ARP rocker studs (Part No: 100-7101). Off-shore studs are not recommended. These are not included but are available in our listings.
• Retainers: Steel 10° Comp brand machined locks are used on all our heads.
• Springs
  • For Hydraulic Roller Cams: Melling 1.46 OD dual springs.
  • For Hydraulic Flat Tappet Cams: Single spring setup.