8.3 LITER 8.3L 24V CUMMINS® CAPS I FUEL PUMP LONG BLOCK DIESEL ENGINE OFF-ROAD

8.3 LITER 8.3L 24V CUMMINS® CAPS I FUEL PUMP LONG BLOCK DIESEL ENGINE OFF-ROAD

Starting At
Call for Pricing

Core Charge
Engine: $1500.00

Warranty
1yr Unlimited Miles Commercial

Options Upgrades

Order Now

You will receive the long block, as pictured, along with the new oil pump & the long block gasket set.  You will need to follow the installation instructions found under the documentation tab on the home page.  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!

CLICK HERE FOR OUR INSTALLATION INSTRUCTIONS

Our Remanufactured 8.3L Cummins Long Blocks are assembled using Mahle, Federal Mogul, Hastings, Melling, Silvolite, SBI, and Elgin parts.  New Piston Kits, Rod Bearings, Main Bearings, Cam Bearings, Long Block Gasket Set, Oil Pump, and several Valve Train parts are replaced.

This Engine was Produced from 1998-mid 2006.

PROPOSITION 65 WARNING:

   WARNING: Crude oil, gasoline, diesel fuel, and other petroleum products can expose you to chemicals including toluene and benzene, which are known to the State of California to cause cancer and birth defects or other reproductive harm.

For more information go to https://www.p65warnings.ca.gov/

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 & Locks) are installed.

Valve Train (Pushrods & Rocker Arms) components are installed and lifter pre-load is set.

Oil Pump (installed, shipped with the Long Block)

Long Block Gasket Set (refer to product description or "what's in the gasket set" under the support tab for details).

 

THE PAPER OIL PAN GASKET IS NOT INCLUDED WITH THIS ENGINE.  WE RECOMMEND THE USE OF A HIGH-GRADE SILICONE TO SEAL THE OIL PAN TO THE BLOCK.

THE OIL COOLER AND OIL FILTER HOUSING GASKETS ARE NOT INCLUDED.  THESE GASKETS ARE INCLUDED WITH THE OIL COOLER THAT MUST BE REPLACED AS PER OUR WARRANTY.  WE OFFER THIS OIL COOLER AS AN UPGRADE FOR THIS ENGINE AND WILL BE SHIPPED WITH THE ENGINE IF PURCHASED.

  ANY GASKET NOT INCLUDED WITH THE LONG BLOCK  MUST BE PURCHASED SEPARATELY.

                                          

 

All engines are blueprinted.  Blueprinting is defined as removing or narrowing the tolerances found in mass production engines. The rod, main, & cam clearances are measured with a dial bore gauges & micrometers. Bearings clearances are set depending on the application (truck, car, marine, performance, etc.). 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 blocks or heads.  We do not weld damaged crankshaft journals. We do not spray weld any components in the machining process.

Cylinders are bored in  CNC Machining centers (unless they are wet sleeve blocks) & honed in Sunnen CNC cylinder hones with diamond abrasives (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.

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 profilometer, 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 production rebuilder's thermal oven, shot peened to relieve casting stresses, and machined a maximum of .010 on rod & main journals. Our crankshafts are then balanced in a Stewart Warner digital balancer. No welded crankshaft journals! No rear seal "speedie" sleeves, which will leak over time!  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 the 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 or Serdi valve seat machines. Valve guides are replaced & honed in  Sunnen guide hones. Head gasket surfaces are refinished with CBN or PCD cutters, the latest technology in the resurfacing of cast iron and aluminum to ensure a proper gasket seal. Surfaces are then checked with the same profilometer 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.

All assembled long blocks are tested for compression before shipping. Our engine builders are ASE master engine machinist.