6.4 LITER POWERSTROKE™ DIESEL LONG BLOCK
- Starting At
- Core Charge
- Engine: $1750.00
- Container: $500.00
- 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
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. The rod, main, & cam clearances are measured with dial bore gauges & micrometers. Bearings clearances are set depending on application (Light Duty Truck or Medium Duty Truck). Piston & valve guide clearances are set with 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 6.4 blocks or heads. We do not weld damaged crankshaft journals. We do not spray weld any components in the machining process. There are companys that have started to spray weld the cylinder walls on the 6.4, but we do not. If the cylinder wall is worn & will not bore .030, then we convert the cylinder to a dry liner cylinder (like a Kubota or Isuzu Diesel). The dry liner is custom made out of Ductile Iron & made for Blackwater Engines in the USA!
Cylinders are bored in CNC Machining centers & honed in Sunnen CNC cylinder hones with diamond abrasives (OEM technology). All 6.4 blocks are machined .020 or .030 over the standard bore. WE DO NOT SPRAY WELD THE CYLINDER WALLS, SOME REMANUFACTURERS DO.
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. SOME ENGINE REMANUFACTURERS WILL WELD THE BLOCK WHEN THE MAIN BEARING HAS SPUN. WE DO NOT, WE JUNK THE BLOCK.
Block decks are resurfaced with CBN cutters in CNC Machining centers. This is the latest technology in surfacing cast iron. We achieve single digit RA figures for MLS head gaskets which is critical. To ensure proper gasket sealing we check all surfaces with a prolifometer, a device used to check surface finish to ensure gasket life and efficiency. 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 the standard thermal oven, shot peened to relieve casting stresses, and machined a maximum of .010 on rod & main journals. Our 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). 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.
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 inserts, the latest technology in the resurfacing of cast iron to achieve single digit RA results. 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 like some production rebuilders as they will commonly fail. We replace the valve guide we do not try to repair it. We also replace the injector & glow plug sleeves with OE Ford sleeves.
All assembled long blocks are tested for compression before shipping. Our engine builders are ASE master engine machinist.