6.4 LITER POWERSTROKE™ DIESEL LONG BLOCK ENGINE
- Starting At
- Core Charge
- Engine: $1750.00
- Container: $0.00
- 2 years or 50,000 miles - Personal use - 3/4 or 1 ton chassis (Over 1 ton - 1 yr or 50,000 miles)
- Options Upgrades
- $625.00 - ARP Head Studs
- $250.00 - Extended Warranty Coverage
- $200.00 - Oil Priming Tank
The Long Block is assembled as pictured above to include the following:
Cylinder Block & Rotating Assembly (Crank, Rods, Pistons)
Camshaft, Lifters & Timing Gears
Cylinder Heads (includes Valves, Springs, Seals, Retainers, Injector Sleeves, Glow Plug Sleeves, & Locks) are installed.
Valve Train (Pushrods & Rocker Arms) components are installed and lifter pre-load is set. Pushrod lengths vary by 1.0MM & Rocker Arms and Rocker Pedestals are all matched to each cylinder for the correct pre-load specs.
Oil Pump Gear Set (not installed, shipped with the Long Block)
Long Block Gasket Set (refer to product description or "whats in the gasket set" under the support tab for details).
All 6.4 gaskets are manufactured by Mahle under the Victor Reinz name. They are the only manufacturer in the world for the 6.4 gaskets. They are sold under Victor Reinz, Felpro, Ford, Navistar, Engine Tech, etc.. Visit www.Victorreinz.com for details or email Craig@Blackwaterengines.com for more information on the 6.4L gasket.
Long Block Gasket Set consists of the following Gaskets:
6.4L: Front and Rear Crankshaft Seals & Wear Sleeves, Upper and Lower Oil Pan, Rear Cover, Front Cover, Various Cooling System Gaskets, Various Fuel System Gaskets, Various EGR System Gaskets, Various Exhaust System Gaskets, Various Oil System Gaskets.
REFER TO THE "WHATS IN THE GASKET SET" LINK UNDER SUPPORT / TECHNICAL QUESTIONS ON THE HOME PAGE FOR MORE DETAILS ON THE GASKET SET.
ANY GASKET NOT INCLUDED WITH THE LONG BLOCK MUST BE PURCHASED SEPARATELY.
You will receive the Long Block, as pictured, along with the new Oil Pump Gear Set & the Long Block Gasket Set. You will need to follow the installation instructions found under the documentation tab on the home page or you will damage the Long Block. A copy of the installation instructions (along with various other documents for your review) will be included with the Long Block shipment.
PLEASE READ & REVIEW THE INSTALLATION INSTRUCTIONS WITH THE INSTALLER!
Our Remanufactured 6.4 Powerstroke Long Blocks are assembled using Mahle, SBI, Johnson, and Elgin parts. New Pistons, Rings, Rod Bearings, Main Bearings, Cam Bearings, Lifters, Long Block Gasket Set, Oil Pump Gear Set, and several Valve Train parts are replaced.
MAHLE IS THE OEM SUPPLIER TO NAVISTAR FOR QUITE A FEW 6.4 PARTS (PISTONS, RINGS, BEARINGS, & GASKETS). NAVISTAR IS THE COMPANY THAT MANUFACTURED THE 6.4 POWERSTROKE FOR FORD (FORD DID NOT MAKE THE 6.4). NEITHER FORD NOR NAVISTAR MADE THE PISTONS, RINGS, GASKETS, ETC. THEY ARE ALL MADE BY MAHLE!
All 6.4 Powerstroke Long Blocks are blueprinted. Blueprinting is defined as removing or narrowing the tolerances found in mass production engines. All the necessary updates are applied to the 6.4 Powerstroke. The rod, main, & cam clearances are measured and updated to address concerns with reported main bearing failures. Piston and piston ring clearances are updated to address reported blow by issues. Lifter preload is adjusted to address reported misfire and piston to valve issues. A specification and build sheet are available for each engine.
We do not spray weld or repair cracked or damaged 6.4 blocks, crankshafts, or cylinder heads. Spray welding (also refered to as "coating") to salvage otherwise unusable components is an option in engine remanufacturing that we do not believe in. There are OE and aftermarket remanufacturers that spray weld main bearing saddles and cylinder walls on the 6.4, but there have been reports of engine failure caused by spray welding deterioration.
If the cylinder block is worn & will not machine .50mm oversize, we machine the block in CNC machining centers to accept upper flanged dry liners. We use the same liner and machining process used in an Isuzu or Kubota Diesel engine. Dry liners are also used in any aluminum block and all medium and heavy duty diesel engines also have liners. The installation of dry liners is more costly and complex than spray welding, but liners are an improvement over the stock 6.4 block material (Compacted Graphite Iron). The dry liner we install is custom made out of Ductile Iron & made for Blackwater Engines in the USA! The Ductile Iron upper flanged liner is actually a higher quality material and design than the stock 6.4 Compacted Graphite Iron block material.
All 6.4 blocks are fully CNC machined. Cylinder bore centerlines are probed and each cylinder is machined to exact blueprint specifications. Deck surfaces are probed and machined 90 degrees to each other to the correct surface finish measurement with CBN machining inserts. CBN inserts are state of art inserts for cast iron machining. Main bearing saddles are CNC machined and align honed parallel to the deck surfaces. After our CNC block machining process, all cylinders are honed with diamond super abrasives to the correct surface finish.
Crankshafts are heat treated in thermal convection ovens, shot peened to relieve casting stresses, and machined a maximum of .010 on rod & main journals. The crankshafts are then balanced in digital crankshaft balancers. No welded crankshaft journals! No rear seal "speedie" sleeves, which will leak over time (we supply heavy duty crankshaft wear sleeves & oversize crankshaft seals with each long block).
All 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.
Cylinder heads are remanufactured to exceed OEM specifications in a Rottler and Serdi valve seat machines. Valve guides are replaced & honed in Sunnen guide hones. Stellite seats are installed to eliminate the possibility of a cracked valve seat. Head gasket surfaces are machined with CBN machining inserts, same as the block 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 like some production rebuilders as they will commonly fail. We replace the valve guide we do not try to repair it. We replace the injector & glow plug sleeves with OE Ford sleeves, install new valve seals, valve locks, valve springs and valves in each cylinder head.
All cylinder blocks and cylinder heads are pressure tested for cooling system leaks prior to final assembly. Surface finish measurements are taken with a prolifometer (surface finish measuring device) to record RA, RPK, RVK, RK, RZ and RMAX measurements. These are measurements of surface finish and are critical to piston ring and head gasket longevity. These measurements are observed on every cylinder and gasket surface, not just assumed.
All long blocks are assembled by ASE Master Machinist, various tests are ran for compression, oil pressure and vacuum, before each long block engine is packaged for shipment.