6.0 LITER NAVISTAR VT-365 DIESEL LONG BLOCK ENGINE
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1yr Unlimited Miles Commercial
- $525.00 - ARP Head Studs - Click Link
- $300.00 - ARP Rod Bolt kit
- $250.00 - Extended Gold Warranty
- $215.00 - Melling Oil Priming Tank
- $350.00 - OE Engine Oil Cooler
- $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.
PLEASE READ & REVIEW THE INSTALLATION INSTRUCTIONS WITH THE INSTALLER!
Our Remanufactured VT-365 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."
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
Low-Pressure Oil Pump Gear Set(Gears not installed, but ship with Long Block)
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) - Valve Covers - Exhaust & Intake Manifold - Oil Filter Gasket - Timing Cover - Turbo Charger - Lower Oil Pan -Upper Oil Pan 3C3Z-6710-CA (1843571C1).
The Alternate Secondary Oil Pan Gasket would need to be purchased separately.
The part numbers are 4C4Z-6710-BA (1835215C1).
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 "
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.