7.3 LITER 7.3L NAVISTAR T-444-E LONG BLOCK DIESEL ENGINE

7.3 LITER 7.3L NAVISTAR T-444-E LONG BLOCK DIESEL ENGINE

Starting At
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Core Charge
Engine: $750.00

Warranty
1yr Unlimited Miles Commercial

Options Upgrades

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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! 

CLICK HERE FOR OUR INSTALLATION INSTRUCTIONS

Our Remanufactured T-444-E Long Blocks are Assembled using Interstate McBee, Mahle and Navistar Parts.  New Cylinder Kits, Rod Bearings, Main Bearings, Cam Bearings, Long Block Gasket Set (Please refer to the "What's in the Gasket Set." Tab for a List of the Specific Gaskets), Oil Pump, and Several Valve Train Components are Replaced.

Your Engine Serial Number, Horse Power and Torque Ratings are Required to make sure we deliver the Proper Engine for your Unique Application.

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/

Long Block & Rotating Assembly

Cylinder Head

Valve Train

Oil Pump (not installed, but ship with the Long Block)

Gasket Set

THE LONG BLOCK INCLUDES A NEW FRONT COVER REAR HALF (GEAR TRAIN HOUSING).  IT IS THE NEW UPDATED DESIGN AND THE ONLY PART NUMBER AVAILABLE FROM NAVISTAR.  

 

IF YOUR ENGINE HAS THE OLD STYLE FRONT COVER REAR HALF, THEN YOU MUST PURCHASE A NEW FRONT COVER FROM NAVISTAR. 

 

Gasket Set - To consist of:

Front & Rear Crank Seals & Wear Sleeves - Oil Pan - Intake - Exhaust - Turbocharger Mounting - EGR Mixer - EGR Cooler High-Pressure Oil System Seals & Gaskets - Oil Cooler Gaskets 

Also includes Front Cover/Rear Half Gasket Set & Front Cover/Front Half Gasket Set

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

 

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.



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 "speedie" sleeves, which will leak over time (we use 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 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.