No Image Available

Choate Long Block for Ford (2008-10) 6.4L Powerstroke (500hp Daily Driver)

SKU: CEP64LC

The Daily Driver is the perfect engine to take you to and from work, while also being ready for all of life's adventures.

• Built-in-house Heads
• Head Studs
• Full CNC blueprint machining, (bore, deck, hone and line honed)
• Connecting Rods
• New Damper
• New Flex Plate
• New Upgraded Pistons
• New OE Lifters & Lifter Guides
• New OE Crank Flange Bolts
• New Updated 9.800 OE Pushrods
• Crankshaft (polished & Balanced)
• New Rod Bearings
• New Main Bearings
• New Cam Bearings
• Camshaft – Polished and Inspected
• Perfect for daily driving use, family haulers and some towing
• 5 year 100K warranty

Gaskets Installed:
- Head Gaskets
- Rear Main Seal
- Bed Seals
- Rear Cover Gasket
- Upper & Lower Oil Pan Gasket
- Pickup Tube O-Ring
- Front Cover Gasket

Pricing: $12,949.00

Customize Your Item

Piston Size

- Piston Size -

* required

Core Charge: $2,000.00 I will send Core first

Qty:

Free Shipping

Description
Details
Shipping
Documents
Reviews

Description

CHOATE Engineering Performance Crate Engine Features :
• This 6.4 Engine is 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: Torque Plate Honing; Full Engine Balancing; Harmonic Balancer; Head Studs; Valve Seats; Rear Cover and Pickup Tube; Oil Pans; Welded Crank Gear.

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.