Lucille

I understand the benefits of light weight valvetrain components in a performance engine, but are there any downsides to using light weight valvetrain parts in a FI 6,000 lb truck?

AKlowriderZ71

iTrader: (22)

Holty probably thinks there is. https://www.performancetrucks.net/fo...opping-481263/

1989k1500

iTrader: (23)

He just had shitty valve springs, not light weight valvetrain parts. lol

Atomic

iTrader: (42)

No downsides, but it wont be as noticeable as it would in a light car.

AKlowriderZ71

iTrader: (22)

True, just seems like alot of guys use the single beehives claiming the "lighter valvetrain benefit" as the argument for using them, instead of dual springs that would likely be a better choice.

skeet

iTrader: (18)

the lighter the valvetrain the better off you are with higher rpm levels specially if its setup correctly, regardless if its forced induction or NA

AKlowriderZ71

iTrader: (22)

I guess a legitimate question for the OP would be, how high will this engine be revved?

Lucille

Probably no higher than 6300-6500, so that is not really the issue. Current set up is L92 heads with the original truck valves. I was just wondering if the "tip-in" responsiveness would be noticeably improved with lighter valves.

AKlowriderZ71

iTrader: (22)

I'd say no. I believe that if you were planning to build a true high-revving small block (7000-8500 like some full race setups) then it becomes alot more important.

skeet

iTrader: (18)

id look for some sodium filled hollowed stemed valves from the car ls3 heads, the truck valves are plenty heavy it wouldnt take much to break one. plus to me its a ease of mind knowing id have better valves on my heads, i have put the stock ls3 valves through some tremendous pressures and high revs tipping rpms over 7k without issues, i understand your plans are not to turn the rpms up pass 7k but even at 6500 id still change them.. AND no i dont know the breaking point on the truck l92 valves but i do i know there prown to breaking under medium rpm ranges of 6500 +