All that work for minimalistic gains.

Swap in a lq9 and be done with it.

 

Everyone, including the machine shop who put new seats in, was like yeah I've never seen that before. Then a few people on the forums and Texas speed then claim all LT based heads will have a valve seat "fall out" because its a "common" problem. "Falling out" seems like a way different failure mode then disintegrating or chipping away.

So are you saying you have heard only LT1s are having seat issues and not LT4s or truck motors?

 

I don't follow the DI engines that closely but I have seen a few heads have the seats come apart. All were modified applications. Not sure if its leaning out to much, a material issue, a valve train control issue, or something else.

 

you will yield minimum results following your plan. a quench around .0035” is supposedly ideal and the pistons are usually .0008@ ish already in the hole. Flat tops would be better than dished flat tops and really increase your compression in the upper 11s or even 12s if you are going through all the trouble.

instead of real flat tops put a stroker crank in it and achieve real gains

 

I don't mean to take away from the OP's thread and original question, but I think it was poor valve control from the TSP cam lobes just being way too aggressive for the stock valvetrain: