Lt4 retainers are not titanium they are lightweight machined carbon steel.
See my package of them in the lower left of this picture? A set of titanium Retainers do not cost $20.
I could not find the weight of production Big Block or Small Block 2.02 and 1.6 valves
I did find the weights for Racing light weight Milodon valves that are much lighter
2.02 Intake 115 grams Milodon 125.6 grams Ferrea , 1.6 Exhaust 97.1 Grams Milodon 101.5 grams Ferrea.
All these $700 2.02/1.6 racing valves are heavier than the Stock 1.94 and 1.5 Lt1 Valves.
Racing Valves From Milodon
The Big Block Light Weight Racing Valves weigh
2.19 Intake 134.4grams Milodon 156grams Ferrea 1.88 Exhaust weigh 128.9 grams Milodon 131 Grams Ferrrea.
Add to that heavier retainers studs larger diameter pushrods etc you have much heavier valve train and valves controled by approximately the same seat pressures springs.
Small vs Big Block? - Corvette Forum
Chevrolet Big-Block engine - Wikipedia, the free encyclopedia
The ZZ502 Valves and standard 2.19 1.88 valves are heavier big block chevrolet valves are heavier but they still run 110lbs and 140lbs seat pressure valvesprings.
The old 350/327 375/327 the 69 302 and the 70 LT-1 350 all had 11/1 domed pistons Mechanical lifter cams steel crankshafts pink connecting rods cammel hump 64cc closed chamber heads 2.02 intake and 1.6 exhaust valves. Stellite hardened valve seats were not common a very heavy cup and retainer was used with valve rotators to reduce wear on the seats. They used regular gas(containing lead as a valve lubricant) and you could buy ethyl at the pump. Dual valvesprings were used to control the old non hollow stem 2.02 and 1.6 valves fuelie heads were angle sparkplug for better combustion.
The 69 302DZ Engine was developed to compete with Fords 302 Mustangs in the Trans Am and other autocross races. Its Engine was very underated at 290HP Gross not net.
The camshaft used was a 30/30 Duntov named after Zora_Arkus-Duntov The 30/30 designated the solid lifter lash settings with a feeler guage unlike zero lash hydraulics the cam was designed early 60's for the 283/283 fuelie Corvette. No roller Rocker arms were used just cast stamped 1.5 Ratio Rocker arms. Screw in studs and Guide Plates were used along with hardened pushrods. These engines were run 7000+RPM. A #140 offroad cam was designed for the 302 in road race competition it had even more duration and lift
than the Duntov 30/30 cam and a powerband of 4000-7000RPM it was designed to work with the Cross Ram dual carburetor intake with more than 1000+cfm airflow delivered by 2 780 CFM Carburetors to Compete with the Fords Cross Rammed Dual Carbureted Boss 302.
Zora Arkus-Duntov - Wikipedia, the free encyclopedia
The real reason the DZ302 SBC revved so high... - Third Generation F-Body Message Boards
Not as much lift as our cams but lots of duration these cams idle at 1000-1300RPM
Standard 302 (30-30) cam, P/N 3849346
254 duration @ .050" (intake & exhaust)
.485" lift (with 1.5 rockers)
114 deg. lobe separation
Exhaust Max lift @ 116 deg. BTDC
Intake Max lift @ 112 deg. ATDC
Valve springs for the even Hotter GM 140 offroad cam 4000-7000RPM Range
GM Part #330585
140# @ 1.75"
Average spring rate
325lbs compared to the LT4's 331lbs.
Use with camshaft #3927140
GM #140 Off road Cam - NastyZ28.com
GM's valvesprings #366282 designed for Mushroom tappet and race roller cams with .625"
Valve lift have 128lb seat pressure and spring rate of 406 avg lbs per inch.
Camshafts & Camshaft Kits
Chevy Small-Block V8
Here are valvespring specifications
Valve Spring Retainers
Here is a big heavy old exhaust valve rotator compared to retainer
Point Much heavier simpler valve trains were controled at higher RPM's by much dual valve springs or single springs with damper. Beehives were not even invented until around 1997 and The LT4 is the 1st chevrolet car that I can remember that came from the Factory with Roller Rocker arms.
The Lt-4 had a 6300RPM redline and did it with self align Rocker arms without Guide plates on self align rocker arms and hardened pushrods.
Point older heavier valves and valve trains were spun at much higher RPM's on Weaker Valve springs.
The 283/283 the 350/327 375/327 and the 302/290 were reved 7000+RPM The 70LT-1 350 Was Reved 6500+RPM on
Stamped steel rocker arms heavier valves Exhaust Valve Rotators with screw in studs guide plates hardened pushrods and
solid lifter cams.
The only things really different are Hydraulic roller cams and the heavier hard to control hydraulic lifters.
The zz383 Has a Factory Suggested revline of 5800RPM like the LT1 but has a Gm 846 cam on LT4 Valvesprings.
Cam 222/230 .509 .528 112LSA
As for the LS6 Springs they are rated at 90Lbs Seat Pressure 1.8" installed height. Open Pressure at .575 Lift is 293lbs They have a higher lift before coil bind and that is the main advantage. To Compare to LT4 Hotcam springs use a metric of 10lb reduction for each .05 less valve lift (assuming spring rate linearity for ease of modeling) at .525" Lift the Spring pressure would be 1.70-1.75 Installed height reduces Spring pressure by 10Lbs. .575-.525=.050.
So LS6 Springs have a greater maximum lift of .575" a seat pressure 90lbs an open
Pressure at .525 Lift (to compare with LT4 Springs) of 283lbs.
LT4 Springs Suggested max lift .525" (I suggest .510" with .050 clearance to coil bind)
101lb seat pressure and 273lb open pressure.
LS6 springs allow you to run larger lift cam before coil bind have 11lbs less seat pressure to ward off valve bounce but have 10lbs more open pressure to avoid valve float. At a cost of roughly $30 More than LT4 Springs but you cannot use LT1 retainers or LS1/6 Retainers you have to use 11/32 Stem 7 Degree lock Alex's parts retainers for Beehives or Competion Cams 787 Retainers for Beehive springs.