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?

 

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

 

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

 

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

 

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.

 

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

 

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

 

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.

 

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.

 

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 +