7.3 LITER 7.3L POWERSTROKE™ LONG BLOCK DIESEL ENGINE
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2yr Unlimited Miles 3/4 or 1 Ton Truck & 1yr Unlimited Miles Commercial or over a Ton
- $650.00 - ARP Head Studs - Click Link
- $350.00 - ARP Rod Bolt kit
- $100.00 - Comp 910 Valve Springs
- $315.00 - Cooling System Pressure Test & Refill Kit
- $250.00 - Extended Gold Warranty
- $500.00 - Extended Platinum Warranty
- $275.00 - Ford OE Oil Cooler
- $300.00 - Forged Rods (Older Style OE Forged Steel Rod )
- $215.00 - Melling Oil Priming Tank
- $160.00 - Stellite Valves
- $110.00 - ZDDP Zinc Oil Additive (12 bottle case)
- $210.00 - ZDDP Zinc Oil Additive (25 bottle case)
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.
1995 to 2000 model trucks have forged steel connecting rods as a stock item. 2001-2003 will have powdered metal rods unless the upgrade is purchased.
PLEASE READ & REVIEW THE INSTALLATION INSTRUCTIONS WITH THE INSTALLER!
Our Remanufactured 7.3 Powerstroke Long Blocks are assembled using Mahle,
We need to know if you have a mechanical or electric fuel pump, please note this in the comments section when ordering.
The Electric pump is mounted on the frame rail under the driver's side of the vehicle.
The Mechanical is located in the V of the engine and is driven off of the Camshaft.
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 (not installed, but ship 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 Gasket Set will Include the Following:
Front and Rear Crank Shaft Seals & Wear Sleeves - Front Cover(If the front cover gasket you receive is not correct, you must order one from the dealer based off of your VIN Number) - Exhaust Manifold - Water Pump - Glow Plug O-Rings - Oil Indicator Tube - Oil Filter Gasket - Timing Cover - Turbo Charger.
DOES NOT INCLUDE THE VALVE COVER GASKET. The Oil Pan and Intake Manifold have no Gasket, they are sealed with Silicone. This Gasket Set does not include the O-Rings for the High-Pressure Fuel System or High-Pressure Oil System, they must be purchased separately.
ANY GASKET NOT INCLUDED WITH THE LONG BLOCK MUST BE PURCHASED SEPARATELY.
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 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 Sunnen dial bore gauges. Cam timing events are measured and adjusted.
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 Sunnen 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 CBN cutters in CNC Machining centers to an 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 profilometer, 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 in Stewart Warner digital balancers. No welded crankshaft journals! No rear seal "
Connecting rods are also heat treated, shot peened and machined to OEM specifications. This is part of a 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"). Check out our CNC pin boring video on YouTube.
Cylinder heads are remanufactured to exceed OEM specifications in Rottler & Serdi valve seat machines. Valve guides are replaced & honed in Sunnen guide hones. Head gasket surfaces are refinished with CBN inserts to the correct 40-50 RA finish. 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, 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.