Oooookay... So, just got off the phone with them again (this is a large reman company well known in the marine industry, so I'm refraining from putting their name out there until we know for sure they screwed the pooch so to speak, haha. (Don't want to bash anyone unless I'm for certain of course).
Understood.
However, consider that you may save someone else from having the same issue with this company if you were to mention them by name.
It would also give everyone a chance to see how well or NOT well this company resolves your problem.
Problems can and will arise......... it's how well they are resolved that counts the most!
Anyways, this is what came of the conversation and discovery of what all they said went into the build and their explanation of the head inquiry:
- The number I listed as the starboard head was incorrect. The head number on the port side is a 416 head. The head on the starboard side was a 376450. They said it's 60cc and they ported the bowls out to match the flow of the 416, because the 450 head weren't reamed out as much from GM for smog purposes. The difference between a 416 and 376450 head is that the 416 heads got an extra valve remaining by a bit that hogged out more of the excess around the intake tunnel around the valve stem on the intakes. And the valves seats were re-ground to accept the larger valves like the 416 head, and new brass guides put in on both heads.
They claim when they were referring to porting and milling, they're referring to port-job they did on the 450 head in order for it to flow at the same numbers as the 416 head, and milled the decks down a to flat specs (on both heads) Nothing on the intake manifold side of the heads was touched as far as porting goes, but they did shave the intake manifold seats on the head, in order for the manifold to still match up perfectly at the same geometry because of decking the heads down lower on the block side.
That would appear to be quite a bit of extra work when you consider that a major and reputable re-builder would typically have a stock pile of cylinder heads to chose from. Something smells rather rotten to me!
They said they'll happily take the engine back and send another one with number specific heads matching if that's what my complaint is, but that I'd have to pay the return freight since there's nothing wrong with the engine and "that it is completely normal for reman engines to have same style/year/flow heads with different casting numbers, so long as they flow equally as good on the bench after all machining and before final install"...
Suggestion:
Contact several other major engine rebuilders and run this by them.
See how many of them would agree or disagree with the cylinder head combination that you ended up with.
See if they would also mis-match casting numbers, and/or go to the extra trouble of re-working the castings like your supplier did.
After looking around the internet, I've noticed others have had remans sent to them with different casted heads as well, including a couple I found that received one straight from Mercruiser like that they claim... So, I'm not really sure what to think of all this!? Lol. It seems a little odd too me, but I also really am not wanting to eat the freight.
But, I digress. It's a 60cc head (originally from factory) on starboard side - all completely redone - and a 59cc head (originally from factory) on the port side... Does this sound like it's going to be problematic, or something I honestly won't even notice as I only fish in Lake Erie and never take my engine above 3500rpm..?
With those combustion chamber volumes, and using the bore/stroke values for a 5.0L SBC, you will see an approximate 8.85:1 Static C/R on the port side, and an approximate 8.76:1 Static C/R on the starboard side.
To top that off, you will have a 5.0L SBC engine that was built with GM style Full Dished pistons with the intent of using it in a Marine application.
This is all a little overwhelming to understand (the head numbers, valve numbers, how it all works and affects one another, etc). So, I really thank you guys for taking the time to try and help guide me, it means a lot.
Would it be ok to take my matching 416 heads on my current engine and just swap them over to the new reman?
Unless they have been modified, the 416s will have the smaller intake valves.
Also, you would likely void any warranty.
Or does that completely defeat the purpose of having the reman to begin with? I just recently went through and put in new valves, new valve seals, and re-lapped and seated the new valves of course. So, I know the existing heads I have don't leak, but I'm not sure if that's all I need to be concerned about or watching for. I'd hate to switch em over if I'm just overreacting or maybe nitpicking about something I'm not really well versed enough in to truly understand fully.
With a correctly built Marine version SBC, all of the details are very important. In fact, the details are what make for longevity.
Sorry for the dictionary, just trying to figure this all out.
Understood!
I do have a question..... why did you go with a 5.0L when a 5.7L is typically less expensive and will produce more torque?