Not sure how they are going to get to the weight of 547Lbs with closed cooling unless they are using an all aluminum block and head combo in the old SBC style they are showing pictures of.
Raylar obviously has our LSM550 all aluminum 550HP at that weight but its a lot more engine and systems!
[url]www.raylarengine.com
There will be some guys out there trying to offer crate engine packages with marine conversion, but when you get over 400HP in any small block -watch the build and the parts or you will be watching an empty wallet!
A 5 year warranty claim in a high performance marine engine is a joke! Where will that company be in five years!
Not on this planet!

Best Regards,
Ray @ Raylar

Let me get this right, you want to slam "my engines" because WHY? They are a true tried and tested ZZ4 GM 4 bolt block, with fully forged & balanced internals, comp cams and AFR heads, Holley EFI, 8qt cast aluminum pans, will run on 87, VVT, no water reversion issues and has a 2 year limited warranty (not 5, blower) weighed on a scale that I had the S hook calibrated the day before. Yeah I guess I'd go for you unproven, over priced, over bored, overstroked 550's.
Do you tell your customers you've maxed the bore and that makes it very weak, and any damage to the block (IE: simple overheat) makes them unrebuildable? (thought not)
P.S. your welcome to flog one of my (POS) engines if you pay the shipping, and I can have someone video it!
P.S.S. My experience with the LS series engines in marine applications has been less than stellar, (I have the pistons to prove it) the VVT system changes the DCR so drastically (any where from 9.5 at WOT to 11.00 at 2500) that they detonate, oil viscosity and temp have a big affect too. GOOD LUCK!!

I did not intend to slam your company or engines in my post as I read it, and I did misread the 5 year (exhaust warranty) our other OSO'er posted. for that, MY APOLOGY !

As for your marine engines I cannot personaly or prefessionaly make any direct knowledge statements as I have no first hand knowledge of your engines.
I will however list my observed concerns as to the exactness of your advertised data.
You list your 420HP iron block all forged internals engine as having a complete weight of 547lbs (with carbed unit less) from this I assume your standard unit is EFI?
On your site you list the complete weight of a 350 -5.7L (cast crankshaft & internals ?) iron marine engine as 730lbs.
That means that apparently with just the change of iron heads on a stock 5.7 to aluminum heads on your 420HP engine that you have saved 183 lbs even though you are adding closed cooling as standard equipment, which a 350 marine iron engine does not come with standard at all.
Sorry, but I know what the weight difference is between sbc iron versus aluminum heads and I know what a closed cooling system weighs and how much an aluminum intake manifold weighs versus an iron one and the numbers just don't seem to add up to your site comparison numbers.
Maybe an exact comparison is in order here?
Either the 350 engine is overweight which I think you might even be a little shy there as well, or your engine has some other large weight saving measures I don't see from your website.
Just a simple observation and question, not an attack on your credibility or the soundness of your product offerings.

As for our LSM550 all aluminum block and heads engine with all aluminum bracketry and closed cooling, motor mounts, starter alternator, power steering, wiring, ecm, stainless tubular headers and flywheel weigh right at 543 lbs with fluids. How do we know they weigh that, because they have been weighed on certified scales by our shipping and transportation companies as they are shipped and we know also exactly what our shipping crates weigh and these weights cross check within a pound or so of what our electronic shop scales show.
I find it a bit hard to understand that your iron block 383 engine in the same state of completion would weigh only 4 pounds more than our package.
You must have a secret Raylar would like to know, as we spent a lot of money developing our all aluminum engine to be as lite as it is versus the iron block-aluminum head small blocks we are very familar with from our years of engine building and development.
As for your expierence with the LS architecture VVT equipped engines we build and their stroke and bore and overheating issues you mention as well as 9.5 compression to avoid detonation, I can only say that we do not use a long stroke LS platform, but use a LS7 block with special sleeves, a 4.0 stroke and a 4.155 bore to achieve our results. the LSM550 engine has 10.25 to one compression and it does not detonate at all in all of our testing, dyno loads and boat testing. As for VVT, it is one of the greatest low cost technological developments in the performance engine world today. We develop high torque values over such a wide rpm range and great horsepower numbers over a likewise range because of the the VVT and we have as every other world engine manufacturer seen no adverse effects from this system on the millions of engines its currently used on.
I would very much like to see you succeed with your performance marine engines in the performance boat market. There is a great opportunity iand need in our industry for those manufacturers who build quality products and engines. When they can lower costs to the users of SBC marine high performance engines and provide reliable long lived performance engines the customers and industry will only benefit!
I would suggest that you might want to have your engines dynoed on a calibrated, certified dyno with the outputs measured with the SAE standards as most marine engine manufacturers use and have those results corrected for the standard correction factors that a correct dyno run should include. I am not saying your numbers are skewed, I am just saying that a level playing field is the real way to measure engine offerings and their torque and horsepower numbers.
Just so you and others here know, we have subjected our engines to 12 hours of continous WOT loads on some special industry dynos with incredible cooling systems, just to make sure the product could perform under continous maximum loads for long periods of time, not just short power dyno pulls of 10-20 seconds.
Will our LSM550 make its power over long and hard marine high performance use, Absolutely! Raylar knows it will because we have a real simple feeling about Warranty, limited or otherwise.
The best warranty we can give our customers is a product that does not break or fail in almost any situation!

We've had product failures and we made sure our customers received the warranty and service after sale we advertised. I would suggest you do the same as many marine high performance engine outlets have come and gone over the years, usually in short periods and those who remain are those engine builders who build a quality marine engine that customers need and require and stand behind their product claims with real service after sale.

Good Luck to you and your company, may you have years and years of wondeful products and service to those performance boaters like those here on OSO!
And as those from Missouri say "SHOW US!"
If I ever can be of assistance to your company or can help in any way, my door is always open and my phone is always on and toll free!

Best Regards,
Ray @ Raylar

Not interested in a pissing contest, BUT, your reply sounds like a page out of the Bernie Madoff "HOW TO BOOK"!
I know you have a good product, and so do we.
I stand behind our statement's and product 100%!!!
A little P.S. too, Land & Sea calibrated the dyno about 4 weeks before those results, as they are only 20 min. away, dyno service is NBD.
One other thing Ray, when run open loop, they're only 437hp. (we run open loop rich 12.9 for obvious reasons) closed loop, at 13.2 they are just shy of 450hp.