6.4L Long Block Model C 2008-2010 – Powerstroke Ford Diesel Engine Choate Performance

Description

CHOATE 6.4L Reman Long Block Model C Engine 2008-2010 – Powerstroke Ford Diesel

Engine Manufacturer: CHOATE Engineering Performance Choate Part Number:CEP64LC

6.4L Reman Powerstroke Long Block Model C – Powerstroke Ford Diesel Engine Includes:

• Our built in house Heads
• Magnuflux and pressure test heads, Cut Valves,
• Install New Valve Seals
• New Freeze plugs
• New Injector Cup
• Full CNC blue print machining, (bore, deck, hone and align honed)
• Connecting Rods
• New Pistons: .010- .040 inch over
• New OE Lifters, Lifter Guides, OE Crank Flange Bolts
• Crankshaft checked for runout inspected for fatigue
• New Rod Bearings
• New Main Bearings
• New Cam Bearings
• Camshaft
• Polished and inspected
• Assembled by Our Professional Team. In House Build
• Our Built-in-house Heads-Magnuflux and pressure test heads
• Reconditioned Valves
• Test Spring Tension
• Installation Guide Included
• 1 year 12,000 mile warranty on our Model C builds with upgradeable options  (Will not cover labor for R&R to and from truck).
• Full CNC blue print machining, (bore, deck, hone and line honed). The Cylinder bores are blue print bored to a true 90 degrees from the crankshaft center line, prior to being diamond honed to within .0002 inch for precise piston to cylinder bore clearances.
• The Cylinder block for this 6.4L Powerstroke is surfaced to a finish of 30 Ra or lower, which meets the factory specification in both flatness and smoothness for the block to head sealing surface. This is mandatory for proper sealing of a MLS Gasket.

Piston Cracking- The 6.4L Powerstroke was plagued with cracking issues due to the design of the combustion bowl. We use a different piston that was originally designed for the commercial application of the engine. Crankshaft Runout-Inherent crankshaft runout issues a recommend due to the low-speed-high-load design of the turbo systems (high boost at low RPM). This causes the crankshaft to runout of round, taking up the oil clearances for the mains and causing catastrophic failure. We DO NOT approve the bending of the crankshaft to straighten, (which is common practice with many engine rebuilders) as material has memory and will result in a relapse of the original condition. For this cause we machine the crankshaft to a truly round and concentric state from journal to journal. This allows the hydro-dynamic wedge created by the oil to do its job.