Frequently Asked Questions

Remanufactured

Remanufactured means to make a product as close to new as possible. What this means is that the part has been remanufactured to the complete standards as if the part were new or out the crate. The block casting, crank shaft, and camshafts have been inspected to ensure they are defect free and remachined back to OEM tolerances. If those tolerances cannot be met, they will be discarded and either replaced with ones that can be machined or replaced with new ones. All internal wear prone item will automatically be replaced with brand new components. On remanufactured engines all units come with a new oil pump and on certain applications a high flow oil pump is used when applicable. All remanufactured engine will come with a complementary gasket set to help you complete your install.

Rebuilt

Rebuilt means that the item in question is torn down and repaired only to the point of failure. Often many ware parts are reused and there is very little to no testing done to the product.

Used

Used parts are parts that have been taken directly from what is called a donor vehicle. They often come from vehicles that are in salvage yards. These parts sometimes are cleaned up and tested to the capabilities of the salvage yard if the vehicle was operable.

What is a Core?

When you purchase a new, or remanufactured product, you will need to return your old defective product. This is what is referred to as a core return. The reason we need cores is because it not only ensures that products are disposed of in the proper way, it is how we make new remanufactured products. Certain items such as the castings, casings, and some internal components are inspected then remachined and reused.

What is a core charge?

If you are not returning your core or if your core is damaged or if you do not return you core within the allotted time, you will be assessed the core charge. A core charge is a fee that is assessed based upon the core value of the item you are purchasing. There is no standard rate for a core charge as it depends on the item. Core charges are refundable once the item has been returned. There are instances where you can return an item and the core charge will still be assessed if the item was deemed unvaluable.

What is a Valuable Core?

A valuable core is a core that is free of any physical damage such as cracks or holes. Any crack or hole in any will deem it to be an unvaluable core. If a core is deemed unvaluable you will be assessed either the entire core charge or a partial core charge. If you are in question about the status of your core it is always best to get with your sales representative and send pictures of the core in question that way you will know what to expect up front.

What is a partial Core?

No every core will be assessed a full core charge. Since many of the components inside powertrain products can still be useful regardless of the appearance of the casing or block. Often times a customer will just have to pay a portion of the core fee. The partial core is determined by a percentage of the complete core value of a product based upon may factors such as the location of the damage and how severe it is.

How to Return your core?

Once you have your new unit installed just give us a call and our core team will get you what is called a bill of lading. You can also fill out our online form which you can find at the top of any page "Core Return". Once the Bill of lading is sent to you, please print off two copies and hand both of them to the carrier when they arrive, and your core will be sent back to be remanufactured for a new customer to enjoy.

Engine Blocks

Each cast iron block is magnafluxed for cracks and checked for any visible damage to the block or threaded holes before being repainted to the original color.
Five CNC machining centers that are programmed to precise specifications that meet or exceed those established by the OEM for each engine block.
After the engine block is bored, decked, and chamfered, each cylinder is honed with the specified cross-hatch pattern. Quality audits are performed to ensure that the cylinder size and finish meets specifications. 100% new pistons, rings and bearings are installed in every engine.

Cylinder Heads

Every head is resurfaced and completely inspected for any visible damage or cracks.
Valve seats are machined, inspected and replaced, if necessary.
Valve guides are inspected with an air gauge and replaced if necessary.
The cam bore is checked on overhead cam engines and machined if required.
Only new valves, seals and lifters are used in every head.
All plugs and fittings are replaced with new pieces to protect against possible coolant leaks

Connecting Rods

Each connecting rod is measured against OEM specifications for bend, twist, and center-to-center length before use.
The piston pin bore and bearing bore are measured with air gauges for proper dimensions.
New torque to yield rod bolts and nuts are installed.

Crankshafts

Crankshafts are machined on a fully automated Jucrank CNC crank grinder. This enables APS to maintain consistency and critical tolerances for each journal.
All oil galley holes are chamfered and brushed after machining and the crankshaft is given a final wash to ensure cleanliness.
Each crank is inspected for cracks, bow and all applicable run-out specs for rod and main journals.

Visual:

100% visual inspection, sorting and grading of core during tear down

Crack Detection:

100% magnaflux inspection of all block and all cast iron cylinder heads.

Air Gauging:

Heads – 100% gauging of valve guides on all engines. 100% gauging of lifter bores, and cam bores on all OHC engines.
Crankshafts – 100% gauging of all rod and main bearing journal diameters. Each crank is inspected for cracks, bow and all applicable run-out specs.
Connecting Rods – 100% gauged for: Bearing and pin bore diameters, center to center dimensions to measure rod stretch, rod bend and/or twist.

Block

100% gauging of all cylinder bores for diameter and roundness after final honing operation.

Dial Bore Gauging:

Blocks - All crank main bearing bores and all cylinder bores measured for diameter and distortion.

Vacuum Decay Testing:

Cylinder Head – All head and valve assemblies are quantified for leakage using a vacuum decay process.

Pressure Decay Testing of long block assemblies:

Coolant passageways - All engine assemblies quantified for water jacket, head gasket, and casting leakage.
Oil passageways - All engine assemblies quantified for oil gallery, gasket, and casting leakage.

Dynamic Engine Testing:

Sims Testing – All engines are cold motored and checked and measured for proper torque to turn, cylinder compression, oil flow, oil pressure as well as audibly monitored for any unusual noises. All sealed units are tested for oil and coolant leaks.

Daily Quality Inspections:

Block – 1 block per engine family is laid out and checked for all critical and high impact characteristics as defined in our control plans. These measurements include surface finishes, surface flatness and cylindricity
Cylinder Heads – 1 head per engine family is laid out and checked for all critical and high impact characteristics as defined in our control plans. These measurements include surface finishes, and flatness.

All transmissions are completely disassembled and cleaned.
All cases are media blasted
Internal parts are inspected for wear or damage and replaced as required.
All bushings are inspected and replaced as required.
100% of friction components are replaced with upgraded heavy duty parts.
Drum assemblies are air checked and side play is checked to assure proper clearance.
100% of seals, o’rings and gaskets are replaced.
100% of solenoids are checked and replaced if they do not pass duty cycle tests.
Internal wiring harness are checked and replaced as necessary.
Valve bodies are disassembled, cleaned, and measured for wear.
Valve body valves and valve bores are inspected and valve bores are machined as required.
Completed valve bodies are tested for proper operation prior to dyno testing.
Transmissions are assembled, end plays are set and fasteners are torqued to the required specification.
100% of transmissions are dynamometer tested to ensure proper pressures and shift quality throughout the operating range. All upshifts and downshifts are checked against preset parameters. Torque converter stall speed and lockup is verified on the dyno test. Transmission park locking mechanism is checked during dyno test.

100% of converters are dynamic balanced
100% of pumps are furnaced brazed
100% new bearings and o’rings
100 % new springs and rollers in stator
100% new thrust washers
100% new friction liners in overdrive lockup converters
Converter endplay and hub/pump runout and diameter is checked

100% Inspection of case halves for cracks, stripped threads, and internal wear
100% Inspection of all internal parts, including chain stretch and main shaft straightness
100% Viscous clutch torque testing
100% Spin test procedure for shift-ability and noise
100% New seals
All bearings certified to manufacturers specifications
OEM cores are processed as individual units throughout the tear down and assembly process
Cores cleaned using our Hydro Blast cleaning and rinse process
All case halves and many internal parts are blasted in zinc cut wire to exceed OE appearance specifications
Expert aluminum case welding if required
All case halves wet sanded to ensure perfect mating surfaces
Loctite gasket eliminator and primer used to seal all aluminum mating surfaces
Air pressure leak down test used to ensure component is free of leaks
All units are shipped with new mounting studs (where applicable)