Hate to stick my nose in
but I will, iron heads vs aluminum heads. Head weight difference is about 45lbs, aluminum will act like its about 1 compression lower then iron, but is a lot more forgiving to spark knock then iron. Dont fall in love with flow numbers, there is velocity, atomization, and heat transfer, that all need to be considered. Now I hear these statements all the time, but the truth is everything being equal IRON HEADS WILL ALWAYS MAKE MORE POWER ALWAYS (thermal properties of iron offer a power advantage over aluminum) call Edelbrock or Mopar Performance and ask them. Now that being said, there are 4 things to take into consideration, 1) iron or aluminum, 2) High-end 700 to 1200 plus HP: W2 (Square or Oval), Victor (they were supposed to be out last year, but they just came out), Indy 360-1 or 360-2 (Square or Oval), Brodix Small Block Chrysler B1, these are best heads out there, 3) Mid-grade 400 to 700 hp: EDL-Performer RPM, Mopar Commandos, RHS (was making a good head not sure if they still do), SpeedMaster/Pro Comp, Trick Flow Specialties, 4) Average heads up to about 425 hp without a lot of work with a lot of work up to about 500 hp: X, J, 360, Performers. I am sure I have missed a few, but I got most of them
Performance Racing Industry; By John F. Katz
The weight-saving advantages of aluminum heads versus cast iron are obvious and widely acceptedespecially in drag racing, where weight high up in the front of the car is especially undesirable. Cast iron has been used for making cylinder heads since the early days of the internal combustion engine, noted Jack McInnis of World Products, Louisville, Kentucky. Its primary advantages relative to aluminum are lower cost and durability. Aluminums significant advantages are light weight and relative ease of repair by welding. But could the thermal properties of iron offer a power advantage over aluminum? That question gets complicated. Thermal conductivity has been debated for many years, said Kevin Feeney of RHS, Memphis, Tennessee. Historically, an iron head was considered more durable, and able to make more power due to the fact that it would not dissipate the combustion heat as quickly. With everything else remaining equal, there exists some merit to this argument. Mike Downs of Trick Flow Specialties, Tallmadge, Ohio, pointed out that the thermal conductivity of aluminum is four or five times that of iron. This means an iron head will usually operate hotter. On the positive side, this means the fuel is pre-heated in the intake runner and easier to ignite in the cylinder. On the negative side, it means the preheated air/fuel mixture will expand, reducing the effective flow into the engine and increasing the risk of pre-ignition. A properly designed aluminum head will transfer heat more quickly to the coolant, leaving the intake runner cooler and therefore able to flow more air-fuel mixture into the cylinder. High-energy ignition systems easily compensate for the cooler intake charge and help achieve maximum fuel burn. The greater thermal conductivity of aluminum is a great advantage, agreed Chris Frank of Frankenstein Racing Heads, Joshua, Texas, especially in power-adder applications. That ability to dissipate heat quickly allows for more aggressive tune-ups. Aluminum heads dissipate heat quicker than cast iron, echoed Torrance, California-based Edelbrocks Smitty Smith. This can be an advantage in elimination-style drag racing, keeping the head temperature consistent round after round. With aluminum, Tony Mamo of AFR (Air Flow Research), Valencia, California, concurred, Detonation is less likely in an engine on the ragged edge, as it wont hold as much heat. But that also firms up the argument that a cast iron head on an engine without detonation issues would make more power for the very same reason! You need to build more heat with aluminum to make the same power, agreed Bill Mitchell Jr. of Bill Mitchell Products, Ronkonkoma, New York, or compensate by coating the chambers to keep more heat in the cylinders.
Machinability
The machinability of cast iron is actually pretty good, said Sonny Leonard of Sonnys Racing Engines and Components, Lynchburg, Virginia. The main hurdle would be during the CNC porting process. You tend to be machining in slender cavities, which dictates using less rigid tooling. This may require longer cycle times, which would reduce profitability. That said, cast iron does offer some advantages over aluminum. Cast iron has greater stiffness and damping characteristics, which may aid valvetrain stability. But the weight penalty is too great to really explore this option. The weight issue will always be the deciding factor. Added Carroll Carter of C & C Motorsports, Manassas, Virginia: Aluminum is preferred over iron due to its light weight, intrinsic metal characteristics, and the ease of working with it. Aluminum is easier to machine and easier to repairand it creates a better-looking product. Todays advanced CNC machining centers and other computerized shop equipment are turning race engines into works of art. Additional Content: Visit Performance Racing Industry Magazine online for comprehensive feature articles on Drag Race Cylinder Heads and the 2014 Drag Race Market, as well as our exclusive report on Diesel Drags.
