I’m saying (and MO a explained it in more depth than I’m going to do here) is that you leave way more on the table than you think by using low lift.
As for hard on the valve train...that’s crazy. It’s 2021. The springs are better than ever. So are pushrods. And anyone with a smattering of gumption can correct their rocker geometry, which is where most valve train failures happen.
The GM guys are running .750 lift on the street and do it very reliably. Why should the Chrysler guys not benefit from higher lifts? You let the port do the work. You can run less seat timing, keep the same @.200 timing and make more power.
It’s the same with RPM. Chrysler guys are stuck at 6000 or maybe 6500. With a good oil pan and some careful prep work 7500 is easily doable. And that’s more horsepower. The gain from 6500 to 7000 is pretty good. You can also use a bit more gear with RPM and a loser converter, which BTW converter technology has gone through the roof.
So when you start adding up the gains from more lift, some RPM, gear and converter you are talking about some really big improvements.
For some, the minimal effort isn’t worth it. For me, it always is because the few extra dollars spent upfront pays big dividends in the end.
