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These items are what make out long block into a full running assembly. It is you responsibility to be sure you have all the parts you need to finish your build.
Bolt on parts are not covered under Choate 5 year 100k miles warranty. All bolt on parts are subject to the manufacturers warranty.
Our built in house Heads Magnuflux and Pressure Test Heads, Cut Valves, New Induction Hardened Seats, All New Valve Guides, Install New Valve Seals, Test Spring Tension, New Freeze Plugs, New Injector Cups
The Cylinder bores are blue print bored a true 90deg from the crankshaft center line, prior to being diamond honed to within .0002 inch for precise piston to cylinder bore clearances.
Main bore ( line bore) for the crank shaft is linked bored to precisely align the crankshaft in the engine block. Bore block back to crankshaft center line Hone Block to RA13 finish. Piston diameter measured to the nearest .0001 inch matched to cylinder bores.
Cylinder block is surfaced to surface finish RA20 or finer, which exceeds the factory specification in both flatness and smoothness for the block to head sealing surface.
Connecting Rods, New Damper and Flex plate/Flywheel. All rods are blue print bored to 6.929 center to center and new bushings are installed and honed Line hone all mains.
Check main and Rod clearances
New Pistons .10 – .40 inch over
CHOATE Engineering Performance Crate Engine Features:
500 HP rated. This CHOATE engine is fully balanced, and is the perfect engine for spirited daily driving, consumer level towing and everyday life.
Upgrades over the Model C include but are not limited to:
Common Issues With The Ford Powerstroke 6.4L (and how we fix them)
Piston Cracking- The 6.4L was plagued with cracking issues due to the design of the combustion bowl. We use a different piston that was originally designed for the commercial application of the engine.
Crankshaft Runout-Inherent crankshaft runout issues a recommend due to the low-speed-high-load design of the turbo systems (high boost at low RPM).
This causes the crankshaft to runout of round, taking up the oil clearances for the mains and causing catastrophic failure.
We DO NOT approve the bending of the crankshaft to straighten, (which is common practice with many engine rebuilders) as material has memory and will result in a relapse of the original condition.
For this cause we machine the crankshaft to a truly round and concentric state from journal to journal. This allows the hydro-dynamic wedge created by the oil to do its job.
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