Some of the theories discussed in this book may contradict what you’ve learned in the past, but it’s important to hear them out. So what’s the point? There are often multiple ways to achieve the same end result and, in light of this, it’s important to keep an open mind.
Maybe, but that doesn’t explain the sometimes significant differences of opinion between many in the industry who’ve been messing with cylinder heads long before some of the cars in this book were even conceptualized. Perhaps the reason is that top ends are simply misunderstood. You could have the biggest, baddest short block around, outfitted with the fanciest crankshaft, the most expensive connecting rods and top-of-the-line pistons, but without the proper camshaft, valvetrain and cylinder head combination you’ll likely just be spinning your wheels – figuratively.Īs if talking automotive high performance doesn’t stir up enough controversy – what with all of the bench racers, so-called Internet chat room authorities and self-proclaimed experts – there are few more debated topics when concerning the internal combustion engine than that of squeezing more horsepower out by means of the cylinder head. Sure, the bottom end determines overall displacement and engine speed characteristics through crankshaft stroke, connecting rod length, and rod ratio, but it’s the top end that dictates how much, and when, both air and fuel will ultimately enter the cylinders for combustion to take place. This isn’t to speculate that it’s the more important component of the modern-day internal combustion engine, but it’s arguably the more complex and misunderstood of the two halves. If the engine block is the muscle, then it’s safe to say that the cylinder head is the brains behind the operation.
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