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Many people mistakenly think that using higher seat pressures causes a reduction in the horsepower delivered to the flywheel because higher seat pressures (and also higher spring rates required for high performance) require horsepower to compress the springs. This thinking is simply incomplete! For every valve that is opening and its valve spring being compressed, another valve is closing and its valve spring is expanding. This expansion returns the energy to the valve train and the engine. Many engineering texts refer to this as the "regenerative characteristic" of the valve train by China valve manufacturer.

Adequate seat pressure is necessary to: 1) Insure tight contact between the valve face and the valve seat to seal the combustion chamber and provide proper heat transfer from the valve to the cylinder head. 2) Keep the valve from bouncing on its return to the seat. If the valve bounces, cylinder pressure (power) is lost. Repeated bouncing of the valve is like a hammering action that can result in the head of the valve deforming or actually breaking from the valve stem resulting in catastrophic engine failure. 3) With a hydraulic cam the valve spring must exert enough pressure against the stainless steel ball valve lifter (or lash adjuster) plunger to keep it centered in its travel to prevent "lifter pump-up". When pump-up occurs the valve is held slightly off its seat resulting in a significant loss of power and possibly a misfire. It is this loss of power and misfire that is often misdiagnosed as a fuel system or ignition system problem.

In Summary, always run enough seat pressure to control the valve action as it returns to the seat. Heavier valves require more seat pressure. Strong, lightweight valves require less seat pressure. When in doubt, run slightly more seat pressure not less.