Cummins 5.9 Series
The Cummins 5.9 L ISB (Interact System, B Series) have been used for an entire generation of diesel-powered trucks from 1984 through 2007. The 5.9 L B series comes in 12-valve and 24-valve variants; the 12-valve series were widely manufactured from 1984-1998, while the 24-valve series were made from 1998 until they ceased production in 2009.
Up until today, both engines are used to repower various vehicles.
CHOATE Starting point for all engine builds is our standard Daily Driver. Built for our working guys, grocery getters, diesel enthusiast in mind. They are a huge improvement over stock as this product consists of MUST HAVE upgrades to all common problem areas. This build Performs Flawlessly for those who want a close to stock truck or for those who want a little more added boost.This motor is backed by a 5 year 100k warranty that none of our competition has been able to provide. For your Daily Driver Rebuild, Contact us today via phone or email email@example.com
Our WORKHORSE comes Standard with all UPgrades you would find in our Daily Driver as well as several Objectives to make the engine exceptional at towing, hauling and any performance application reaching 700 HP
THIS BUILD CONSIST OF:
Contains all upgrades of the Daily Driver and includes;
- CHOATE Long block Assembled
- O-ringed cylinder heads
- RCD Stage 2 Camshaft
- Flycut Pistons
- Ceramic and Flycut pistons
- Chromoly HD pushrods
Our CUSTOM build is exactly that. You name it. We can build it!! It is all done IN-HOUSE
Here are a few options listed.
THIS BUILD CONSISTS OF:
- Oring heads and block
- Upgraded parts purchased With Choate
- porting and polishing
- thermal coating
- flycut, coating
- oversized pistons
- HD springs
- fire ring
- billet pistons
Comes standard with 5 yr (100,000 mi) parts and labor warranty
Complete Rotational Assembly Balancing
ARP Head Studs
Using studs will make it much easier to assemble an engine (especially a racing powerplant which must be serviced frequently and quickly!) with the cylinder head and gasket assured of proper alignment. Studs also provide more accurate and consistent torque loading. Here’s why. When you use bolts to secure the head, the fastener is being “twisted” while it’s being torqued to the proper reading. Accordingly, the bolt is reacting to two different forces simultaneously. A stud should be installed in a “relaxed” mode – never crank it in tightly using a jammed nut. If everything is right, the stud should be installed finger tight. Then, when applying torque to the nut, the stud will stretch only on the vertical axis. Remember, an undercut shorter stud will have a rate similar to a longer, standard shank stud. This provides a more even clamping force on the head. Because the head gasket will compress upon initial torqueing, make sure studs and bolts are re-torqued after the engine has been run.
Complete Rotational Assembly Balancing
The basic idea behind engine balancing is to equalize reciprocating forces as much as possible and to make sure all rotating mass (the crankshaft and the lower half of the connecting rods) are in balance so the crank spins smoothly about its center axis. When a rotating object such as a crankshaft, flywheel or tire is out of balance, it wobbles because its center of mass does not align with its axis of rotation. The heavy spot wants to pull the object off-center as it rotates. The centripetal force generated by the imbalance multiplies exponentially with the speed of rotation (doubling the speed quadruples the force), creating a shake or vibration. Balancing a rotating object requires placing it in a spin balancer so the heavy spot can be pinpointed. In the case of a tire balancer, a weight equal to the imbalance is then attached to the wheel rim opposite the heavy spot to equalize the forces. With a crankshaft or flywheel, it’s much easier to lighten the heavy spot than it is to add weight, so the balancer pinpoints the heavy spot so a hole or holes can be drilled into the component to reduce the imbalance. It usually takes several spins and corrections before the balance is achieved. If the mass of the counterweight equals the weight of the upper half of the rod, piston, wrist pin and rings, the forces will be balanced and the engine will run smoothly.
We have Invested in the best equipment out there to build a top quality product that will stand for years to come. Our list of equipment in house is as follows. We are constant adding to our array and will be updating this list throughout the year. Sharpe 1880 LV late VF-4SS Haas CNC machining Center Sunnen line Hone, Sunnen Thermal Cleaning system Rottler Machine and attachments F69ATGS MB-5500 Balancer 150 Pressure Tester Rottler H85A CNC Honing Machine Rottler SG9MTS Cylinder Head Valve Seat and Guide Machine Block pro 4222 CNC Bed Mill Kwik Way MPI test Axe Parts Washer Peterson Shot peen blaster Parts Tumbler Valve Grinder LB 1660 Rod hone VGP Seat and guild press Kwik Way MPI Tester ST30Y Haas Late Rotter P69ADHD Superflow 750
New Gudes and Hardened Seats
Harden Seats have a better heat dissipation, longer life and prevent cracks from spreading throughout the head. We use high-grade alloy matter in all our builds. New Guides installed. Core drill reemed to remove integrated guides that were cast. We install the cast iron guild because it contains graphite which lasts substantially longer than a spiral brass sleeve. All guides are honed and NOT reemed . This allows for oil retention in the guide which aids in longer life
As customizable as YOU choose
Many Builders have an arsenal of about 3 different options each engine. We are unique in the fact that we let our customers choose however custom they want it to be. Sure we have our standards (The Daily Driver, and the Workhorse ) but we pride our selves on giving our customer what they want. Many times we get calls from Customer who are not sure. Our Job as the Manufacture is to sell you exactly what you need.