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A few comments---
the 32 valve heads do not necessarily exceed the 16 valve heads. it depends upon the CFM numbers on the flow bench. (remember, bigger is not necessarily better when dealing with porting) sure, they will get the intake/exhaust charge past the valve quicker than the 16V heads, but the ports (intake entrance, exhaust exit) are nearly the same size, thereby limiting their potential. again, look at the individual CFM numbers for each.
when choosing (16 V) Euro versus US heads, you are starting with bigger ports in the Euro's---less work for the machinist.
valves can be changed out----a good way to go is a titanium valve, with smaller diameter stems. lighter valve and less restriction in the port.
the stock intake (again, Euro) is good for at least 6500 rpms, maybe more, while retaining lower rpm power. Individual throttle bodies will remove the lower rpm throttle response, but will open the engine up on the upper rpm range to more power. I, too, have had thoughts of building a sheetmetal intake, but have since decided it is not the way to go...
cams are another question---here again, bigger is not better, but you should choose a profile that matches what you intend to do with the car. you would not want to use a top fuel profile in a street car......
and lastly, no one has talked much about cam lifters (buckets).....we are dealing with hydraulic lifters here, which are limited in rpm range to about 6500. now if we had a hydraulic roller, or solid, or a full roller tappet, then we could extend the rpm range with less worry of lifter failure or float. I do know of one guy who can build a set of buckets that will take upwards of 10K rpm's, but his work is very, very expensive......and then we're back to cam shaft grinders, which is a very sore subject for him.
my 15 cents worth-
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