Here at Titan Engines, our process of remanufacturing engines remains consistent across our catalogue. The process closely resembles that of an OE assembly, with the biggest exception occurring with our additional cleaning stages required in a quality remanufacturing setting.

      When an engine core is received at our facility, it is first must pass a basic visual inspection that can identify large cracks, holes, or other defects that can seriously impact or completely negate the rebuild viability of the block or cylinder head. The cores that pass visual inspection proceed to the tear down crew for the engine to undergo a complete disassembly. Our tear down team will check the bore measurements, crankshaft, cylinder head, connecting rods, and the valves for sizing. The process continues by moving the block for a high heat cleaning with our ovens and is completed with a shot blast cleaning before moving to be staged for prep. Before undergoing further work, all cores, including cylinder heads, are mag fluxed for cracks to deem if they are ready to undergo prep. Viable cylinder heads will progress to be further cleaned, machine surfaced, and prepped.

      The machining to the block and head is performed almost in tandem. Blocks are bored to the next feasible size up from where we get them. To preserve the lifespan of the block, we always go for the minimum increase in the bore, so a formerly standard core goes to .020 and a .020 goes to a .030 or .040 if required. We bore to .060 as a last resort because it is effectively the last time that block can be rebuilt. The block deck is surfaced anywhere from .005 to .010 depending on what is needed, and the head undergoes the same treatment. This process does not impact compression by any more than 0.5. Most Jeeps are an 8:1 compression ratio and our worst-case core may end up 8.5:1, so it won't have a significant or notable need for higher octane gas.

      The cranks are undercut to what is needed but rarely do we ever go below .030, with the average crank being cut to .010 and polished. They are handled by our crank specialist who has been grinding crankshafts and building engines for 50 years. We can confidently say that we have never had an engine problem related to our crankshafts in any way.

      With all the parts now machined and ready, it's off to assembly where we have two fantastic engine assemblers with roughly 75 years of engine building experience between the two. Due to supply chain limitations and the fact we are building semi-obsolete engines we use a range of products. For cam bearings we fluctuate between Enginetech, Dura-Bond, and ACL. For main and rod bearings we use only King or ACL. Our stock camshafts are OE regrind cam shafts that we produce from our own cores. We use brand new camshafts for cam upgrades from 4 different suppliers based on application: Howards, Comp, Elgin, & Schnider. The rings are always Hastings, the pistons are Cauldwell or Silv-o-lite. The head is rebuilt using all OE parts, when possible. Some builds with upgraded cams require new springs and we use Melling for those. Pushrods are OE, Rockers are OE, valves are refaced OE.

      After our engines have completed their assembly, they are all tested on a sim test table that checks oil pressure, compression, and amperage to turn the cranks. These three metrics indicate if we have an engine that is ready to run or not. If any of the tests indicate a deficiency the engine is sent back for reworking. Every engine that we remanufacture completes sim testing.

      Our warranty is well documented in a packet sent with each engine and available on our website:   https://titanengines.com/warranty/.