You don't want to read this.

When building a motor for power, there are generally two avenues one can take: forced induction(FI for short) or natural aspiration(AKA 'all motor', 'NA'). The difference between the two being that FI usually refers to adding a turbine that impels air into the engine. The turbine can be spun by the exhaust gasses leaving the engine, or it can be spun by a belt on the crank. A turbine run from exhaust gasses is typically called a turbo, and one run on a belt from the crank is a supercharger. NA, on the other hand, refers to building the internal components of an engine (pistons, camshafts, rods, valvetrain) and milling them (cylinders, intake and exhaust manifolds, heads) so that that more power is made from the motor itself. This process usually results in a higher compression ratio (the relationship between the volume of the intake stroke and the combustion stroke), but also in greater displacement, better airflow through the engine, and also (in a very well built engine) better heat displacement.

For all intents and purposes, real men are all motor men. Yes, all other things being equal, turbos make more power. But what would you rather drive; a Dodge 'Neon' SRT-4, or a '56 Chevy with an idle that growls and gurgles like a speedboat in neutral?

NA engines can also be found in many F1 race cars. Cranks are ground to the millionth of an inch, manifolds ported and polished so that the molecules of air spin in an optimum direction, camshafts adjusted for optimum lift - these are engines built to spin past 12,000 rpms. Go out to your car and read the highest number on your tachometer, we'll wait...

What was it? 6,500? 7,500? Bah! The sign of a motor built for grocery getting, for driving that puts one behind the wheel to sleep. The sign of a motor that isn't worth the crap it's built out of. An engine that spins at high RPMs is built like a fortress, and built like a work of art.

Oil flow needs to be consistent. Hot spots are death. The air coming in needs to be as cool (dense) as possible, then combust fully, and get out quick to keep temperatures inside the engine down. The intake manifold has to be insulated from the heat of the block, and then it has to spin the air, as does the exhaust manifold so that tail pipes, catalytic converters and mufflers can provide optimum flow without disrupting negative pressure in the exhaust. Fuel/air mixtures have to be leaned out or richened depending on the seasons, hi-cam and lo-cam trnasistion points need to be set.

It's a beautiful thing. A beautiful thing indeed.