****1 YR WARRANTY***
****THESE ENGINES WILL SHIP IN 1-2 WEEKS UNLESS WE GET BEHIND. CALL FOR SCHEDULED DELIVERY BEFORE ORDERING****
All 7.3 long blocks are blueprinted. Blueprinting is defined as removing or narrowing the tolerances found in mass production engines. The rod, main, & cam clearances are measured with dial bore gauges & micrometers. Bearings clearances are set depending on application (truck, car, marine, performance, etc.). Piston & valve guide clearances are set with Sunnen dial bore gauges. Cam timing events are measured and adjusted. A specification and build sheet are available for each engine. We do not weld or repair cracked blocks or heads. We do not weld damaged crankshaft journals. We do not spray weld any components in the machining process. Cylinders are bored .020, .030, or .040 in CNC Machining centers (unless they are wet sleeve blocks) & honed in CNC cylinder hones with diamond abrasives & plateau brushes (OEM technology). Main bearing saddles are align honed or align bored. This is part of the blueprint process. We do not try and repair blocks with "spun" main bearings. The damage caused by a spun bearings changes the molecular structure of the cast iron which can lead to metal fatigue failures. Block decks are resurfaced with in CNC Machining centers to a RA finish of 40-50 per Navistar specification. This is the latest technology in surfacing cast iron. To ensure proper gasket sealing we check all surfaces with a prolifometer, a device used to check surface. We do not use head gasket "shims" to correct block height errors. Crankshafts are heat treated in our thermal convection oven, which is better and easier on the casting than a standard "live flame" thermal oven, shot peened to relieve casting stresses, and machined a maximum of .010 or .020 on rod & main journals. Our crankshafts are then balanced on digital balancers. No welded crankshaft journals! No rear seal "speedie" sleeves, which will leak over time (we us heavy duty diesel wear sleeves). Most all production rebuilders do not balance their cranks, rods, & pistons. Connecting rods are also heat treated, shot peened and machined to OEM specifications. This is part of blueprinting process. Matched & balanced sets of rods. We do not try to recondition rods with "spun" bearings. A connecting rod with a spun bearing is junk. The molecular structure of the connecting rod critical (we do not recondition "spun rods"). Cylinder heads are remanufactured to exceed OEM specifications in a valve seat machine. Valve guides are replaced & honed in with guide hones. Head gasket surfaces are refinished with CBN inserts to the correct 40-50 RA finish. Surfaces are then checked with the same prolifometer used on block gasket surfaces. We do not weld or repair cracked or damaged cylinder head castings. We do not "shim" weak valve springs to increase pressure, they are replaced. We do not use bronze valve guide liners, as they will commonly fail. We replace the valve guide we do not try to repair it. All assembled long blocks are tested for vacuum, oil pressure & compression before shipping. Our engine builders are ASE master engine machinist. Shipping and core pickup is available to MOST zip codes in the continental United States. Call or e-mail for detailed shipping info. Engine must be shipped to a business location where a loading dock or forklift is available for unloading. A truck with a liftgate can be sent for an additional charge each way to a residence or location with no fork lift available. The liftgate can be lowered to the bed of a standard pickup truck and easily slid into the bed of a truck by 2 guys. You can also arrange to pickup the engine from the shipping terminal for no additional charge. Your core must have no visible holes or cracks, no broken crankshaft or rods, no dropped valves, & must rotate 360 degrees.
****SHIPPING CHARGES OF $600 APPLIES ONLY TO US CUSTOMERS. INTERNATIONAL CUSTOMERS WILL BE QUOTED PER ORDER******SHIPPING CONTAINER MUST BE RETURNED WITH USEABLE CORE OR CUSTOMER MUST PAY $600