KRE D-Port verses Edelbrock Performer heads conspiracy!

I have been wanting to upgrade to aluminumn heads for a long time.  I am far from from rich and $2000+ is a big investment given how tough times are.  I really want to get the most performance and value for my money.

First of all why has there not been a direct out of the box comparison between Edelbrock and KRE heads in any of the major magazines !?!? I don't care about comparisons to cast iron heads.  Everyone knows aluminumn heads are better given the weight savings alone.  Why not test these heads against each other on the exact same car/engine setup and compare dyno and track numbers? Compare apples to apples!    

I have done a lot of research on KRE D-Port heads and Edelbrock Performer heads.

KRE claim to flow 260CFM out of the box but I have seen many forums and sites stating that this was not true.  

For example a test from Carcraft has the KRE heads flowing only 236cfm.  24cfm seems like a rather large deviation regarless of the flow bench used.

http://www.carcraft.com/techarticles/ccrp_0601_d_port_exhaust_heads_for_pontiacs/flow_chart.html

My dilema is that I have is that I currently have D-port Ram Air III manifolds. I would really like to re-use them with the KRE heads.  At the same time I don't want to regret the decision at the track.  

In a nutshell, can anyone tell me the real world performance difference between KRE D-port and Edelbrock performer heads on the same engine setup in relation to dyno numbers and quarter mile times.    

Any help would be greatly appreciated.  Thanks!    

Ya there is a good reason the kre heads have not been compared to the edelbrocks the kre's do not flow what they claim and the edelbrock heads are superior to the kre's and cost about the same.  
professional hi-performance engine builder

Horsepower sells engines and torque wins races

Edelbrock has the Performer heads flowing 275cfm out of the box.  
http://www.edelbrock.com/automotive_new/mc/heads/specs.shtml

KRE claims to have a more modern heart shaped chamber design.

I guess I am looking to get past all the claims and flow numbers and get some real world data.  Dyno numbers or track results.

If we are talking only one or maybe two 10ths difference in the quarter mile.  I might consider re-using my RAIII manifolds with KRE heads.

I feel that HPP did a great injustice to the readers by only comparing the KRE heads to iron heads.  They should really run an article comparing apples to apples, so consumers could make an educated decision.  

This may seem like overstating the obvious, but you are worrying about the flow difference between two brands of aluminum heads that are meant to be used on high end performance engines while talking about strangling the motor with cast iron exhaust manifolds. I've never been a lover of headers, especially on mild street engines, but they have their place and before you choose a brand of heads you need to get past the idea of keeping the manifolds. I know the RA3 manifolds are better than logs, but even on a mild iron headed motor they still give up power. Just food for thought.
Steve  
Trying to help... 'cause we don't all have to learn the hard way!

Ya! barney is right the manifolds have to go they have no place on a race engine.
Headers will be needed to see the full potential of either head.
I sent you a site in a (PM) to check out it gives good info on both heads you are considering.  
professional hi-performance engine builder

Horsepower sells engines and torque wins races

Might want to check out SD performance's Edelbrock heads...they do quite the job....including the heart shaped chambers,,,,  

I totally agree with you guys that RAM air manifolds don't belong on an all out race engine.    

But just because one decides to use aluminumn heads, it does not mean they are building a race engine.  

My transam is a street cruiser that I run at the track for fun. Since I actually drive it 200 miles round trip to the nearest strip, I really don't want the clearence problems of headers.  If I go with the Edelbrock heads I would use the round port RAIV manifolds.  I know my car is not an all out "race car", but I still want to get the most performance possible.  I want to make an educated decsion on my purchase.        

Still nobody has really answered the question? How much real world difference between the two brands of heads out of the box? I don't care if the comparison is made using manifolds or headers.  

dude!! look up rocknroll engineering,on that sight under faqs. youll see the defference. EDELBROCKS are better.  

Exactly right that is the same site I sent you in a private message transamtodd you should really check it out he is extremely knowledgeable on pontiac engines.  
professional hi-performance engine builder

Horsepower sells engines and torque wins races

Go with the flowbench numbers if you want but I would look at the results the KRE's have had on the track as well. Kevin Swaney,Tin Indian Performance, drives the fastest naturally aspirated pontiac ever 7.37@ 179 MPH with KRE heads. Jeff Kauffman himself runs a blown Pontiac rail running 6.62@209 MPH. I'm guessing they flow pretty well. Talked to him several times when I installed mine. Very nice and personable guy. They know pontiacs and race them as well. Check out their sites.   tinindianperformance.com and krepower.com   Edelbrocks are fine heads but they make heads for every brand and you get what comes in the box. I guess Vic was busy that day I called them as I got some tech guy. If you give KRE a call they can set up the flow you need for your combo. I was also able to find all the gaskets and excellent thick valve cover gaskets that let my valve covers clear the roller rockers. They even make a new valley pan. Like the others stated you do need headers dump the manifolds.  

KRE is very difficult to deal with. Also if you have a warranty issue, then you have to ship back to them. I have seen flow bench results and their flow numbers are an all out lie. No magazine is going to compare the heads as all magazine articles are basically written by the manufacturer and printed for an advertising fee.

No matter what you buy, the springs are crap. Take them to a shop to be properly cleaned and set the spring pressure according to your cam requirements. Otherwise buy E heads directly from Butler and they will set up the correct springs to you needs.  

You mise well keep the heads you have because with out headers you will not see your money's worth from either head and you sure wont see it from the KRE heads. ya there running quick times but it sure is not with there D-port heads that's for sure and not impressed with butler either.  
professional hi-performance engine builder

Horsepower sells engines and torque wins races

There are people running impressive and consistient times with the d-port heads.Jim Butler and his sons,employees are the real deal on the Edelbrock heads-.There are fans of both head configurations with pros and cons supported by actual combos -Tin Indian perf,Rock and roll engineering(Bruce Fulper)Recall HO racing There are more.I am also seeing where KRE lists additional port work to acheive specific cfm ratings(added cost)good move which adresses the as cast lower than claimed rating  You play you pay-Manifolds with alum.heads are a waste of a good head.An exhaust system (non mandrel bent)is as big (id) as the measurements taken at the bends most systems bent on a conventional bender are not true 2.25 or 2.5,3.0 as claimed A true 2.25,2.5,3.0 etc. must be mandrel bent no kinks or reductions due to bends-Torque Tech sells complete mandrel bent systems as well as other manuf Instillation is the reverse of what is usually depicted in mags. Start at the tailpipes and work forward (pre-bent only)Some systems will install front to back.I have installed multiple systems-(Family owned muffler shops)N.O.La.  

Just a note on exhaust tech-A mandrel bender has a spring or fixture that slides inside of the exhaust to prevent kinks i.e. id reduction. A mandrel bender cost (estimated)upwards of 100,000 whereas a conventional bender can be had for much much less-which is the reason for their prolific use.Exhaust is a true science.The input required starts at the exhaust port.We have reduced et by 1-2 tenths with simple(cheap) changes.A header change (not cheap-smaller primaries increase bottom end)can be benficial and have a drastic effect(collector size,extensions,(cheap)stepped primaries)There are also a lot of glorified glasspacks on the market(stainless,asst hi tech coatings)Stick with the pioneers and the companies who actually do extensive R&D