Popular Posts Blown 414 cid Small Block Chevy Engine Twin-Turbo 427 cid LS Next Engine Single Turbo 6.0L Powerstroke Engine Turbocharged 6.4L Cummins Engine Blown 540 cid Hemi Engine Connect with us advertise with us
Blown 414 cid Small Block Chevy Engine
Twin-Turbo 427 cid LS Next Engine
Single Turbo 6.0L Powerstroke Engine
Popular Posts Blown 414 cid Small Block Chevy Engine Twin-Turbo 427 cid LS Next Engine Single Turbo 6.0L Powerstroke Engine Turbocharged 6.4L Cummins Engine Blown 540 cid Hemi Engine Connect with us advertise with us
Blown 414 cid Small Block Chevy Engine
Twin-Turbo 427 cid LS Next Engine
Single Turbo 6.0L Powerstroke Engine
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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding
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Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!
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Cass Choate is not a person who can just sweep a problem under the rug. He’s a guy who needs to find a fix and a solution for that problem. Enter one of the diesel world’s biggest problems, the 6.4L Powerstroke. Choate Engineering Performance created a hybrid 6.0L/6.4L with a Procharger and nitrous. Find out what went into the build!
“I am a creature of necessity. They say the author of necessity is the author of invention, so I suppose that’s true in my case,” says Cass Choate, owner of Chaote Engineering Performance in Whiteville, TN. “Somebody asked me one time, how’d you get into this business? I just told them straight up, my truck broke.”
Cass grew up with a farming background and the mentality of when stuff breaks, you don’t call somebody, you figure out how to fix it.
“That’s how I grew up, so we wound up having a lot of experience with a lot of problems,” Choate says. “As I got older, I got more interested in diesel trucks and had my first diesel truck, which was a 2003 Duramax. Eventually, I bought a 6.0L and it broke – it seemed in line with the infamous stories that you hear about it – so I called a friend of mine who worked at Ford. He told me he could fix it for $1,500. I thought, man, I’ve read the horror stories on this thing. If I pay him $1,500 to fix my truck, I’ll be paying him for the rest of my life until I get rid of this thing.
I better figure out how to do it. That’s when I started working on diesels.”
Cass previously spent time buying and selling trucks and also worked as a diesel mechanic before he opened Choate Engineering Performance about seven years ago.
“A friend of mine called me right after I got my 6.0L back together and told me his dad’s Powerstroke broke down,” he says. “I agreed to fix it and that was one of the first ones that I started to do. I would have people bring me vehicles and I was never one to turn away a job, so if an engine came in that needed to be overhauled, I would take it to the machine shop.
“I quickly learned that machine shops are almost to the point of extinction, as far as what they were back in the ‘70s. There are basically only two types of machine shops that I see anymore. One is the high-performance guy doing the racing and hot rod builds. The second are the diesel guys. I tried to find a bunch of machine shops that would do the work for me and really had a lot of problems trying to find quality work, so I got into engine machining and we invested heavily. If you walk into our facility, you can tell where we spent the money. It’s Candyland for a machinist.”
Choate Engineering has a Rottler F69 four-axis CNC, a Haas VF-4SS, a lathe, a P69 AHD porting machine, a UMC 1000 five-axis Haas machine, CNC hones, seat and guide machines, and much more.
“Once we got into that, we decided we’ve got all these machines, there’s something else that I can do with this,” he says. “What about reverse engineering? That’s the phase we’re at right now. We’ve got a 3D scanner and software that goes with it so we can reverse engineer parts. We generate a tool path so we can machine, replicate and then change. We have a lot of capabilities here.”
Today, Choate Engineering has 14 full-time employees in an 8,000 sq.-ft. facility where the shop will work on Powerstroke, Duramax and Cummins diesel engines and do everything in-house.
“Absolutely nothing is sent out,” Choate says. “Everything’s actually done in-house from crank grinding and balancing to the finished product and assembly.”
While the shop does a large variety of engine work as well as part development, it has been the shop’s Powerstroke work that has gained it the most notoriety, specifically the 6.4L platform.
“The 6.4L platform is just the most hated diesel engine that ever has been,” Choate says. “You would think it was the 6.0L, but the 6.4L has had a lot of failures.”
The shop’s Powerstroke experience led it to build a hybrid 6.4L Powerstroke engine that utilizes a 6.0L block bored over to 6.4L.
“It’s an interesting build,” he says. “There’s really nothing normal about that whole setup from it being in a 1964 F100 pickup to using a Procharger to having four stages of nitrous – it’s a very interesting deal.
“As far as the long block is concerned, it’s a fully sleeved block. We did some testing with C rings for that engine. Instead of it using an O ring set up, it actually uses a C ring set up for the cylinder heads because of some of the flange thicknesses and the materials that we’ve used for the sleeves.
“It uses a ductile iron sleeve that has a Rockwell hardness of 98.6 and it cuts way down into the water jacket. It’s about a 1/4˝ thick on the flange itself and the wall thickness of that sleeve is about an 1/8˝. It’s a very large sleeve. We had to start with something like that to be able to withstand some of the issues that we were having with some of the C ring set ups being just absolutely brutal on the flanges of the sleeves themselves.”
The thing that makes this build especially interesting is that it’s a 6.0L block bored over to a 6.4L. It uses a 6.4L diameter piston with a displacement of 3.830˝.
“It is running a 2816 billet piston from UEM,” Choate says. “We really couldn’t find anything that would work well for what we were doing with a 6.4L diameter piston in a 6.0L block. There was very little offered, so UEM stepped in to help us make some custom pistons. We coated the piston skirts as well.
“It is running Wagler rods and some aluminum CNC-ported heads that we dimple ported. COMP worked with us on a camshaft that would fit our needs for the application. It’s also running Jesel lifters and Harland Sharp rockers. We’re still running the stock 6.0L crank. We haven’t really seen too many limitations of the crank. We’re actually seeing more limitations of the block. The Powerstroke 6.0L cranks have been able to withstand some high horsepower.”
If you’re like us, you may be asking how the hybrid 6.4L Powerstroke idea came about. Cass says he was having issues with airflow that spurred this creation.
“One of the big issues we were having was airflow,” he says. “The factory head flowed about 160 CFM, so we tried to unshroud the valves and you can only port so much out of that head anyways. What we’re trying to do is unshroud the valves to increase a little bit more airflow. That was the intent for the larger displacement. It helps us get some of that air restriction off of that initial valve opening.”
The Procharged 6.4L Powerstroke is just waiting on some injector corrections before some final dyno runs will be done. According to Cass, he expects the engine to churn out 2,000 horsepower for its drag truck application, with the Procharger and nitrous helping the cause.
Diesel of the Week is sponsored by AMSOIL.
If you have an engine you would like to highlight in this series, please email Engine Builder magazine’s Editor, Greg Jones at [email protected]
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Diesel of the Week: Single Turbo 6.0L Powerstroke Engine
Diesel of the Week: 950-HP 7.3L Powerstroke Engine