Our work

This 6.7L Power Stroke out of a 2017 Ford F-550 got the full treatment — a ground-up remanufacture, not a patch. The block was cleaned and machined, bored 0.50 mm oversize, and fitted with fresh OEM-spec oversize pistons (you can see the 0.50 O/S markings on the crowns).

We set the crankshaft on new bearings, torqued the main caps to spec on their torque-to-yield hardware, brought the rotating assembly together, and laid fresh multi-layer-steel head gaskets before the heads went back on. Every clearance checked, every fastener to spec, the high-pressure fuel system gone through.

On a work truck like an F-550, a proper reman is usually the smart money — a fresh engine for well under the price of a new crate unit, and because we build it in-house we control every step and stand behind it. This is exactly the in-house rebuild option we talk about: done right, documented, and warrantied.

The BMW N20 — the 2.0-litre turbo four in the X3 28i and a lot of other BMWs — is well known for timing chain trouble. The plastic guides go brittle, the chain wears and can jump, and on this interference engine that turns into bent valves and a destroyed engine in a heartbeat.

On this 2016 X3 we went through the engine and did the timing job properly: the camshafts held with the correct BMW locking fixtures (that black bridge in the photo), new chain, guides and tensioner, everything set to spec before it came back together. Do this part wrong and the engine won't run; do it right and the N20 is a good engine.

This is the kind of European work a lot of general shops send out — we do it in-house, which keeps the cost sane and the whole job under our control.

When a van earns its living, sometimes the right call isn't a genuine OEM engine or a rebuild — it's a brand-new one. For this 2018 Ford Transit 350 we sourced a new OEM 3.5L EcoBoost V6 directly from Ford and installed it: factory-new internals, factory-backed, no unknowns.

That's the fourth option we always put on the table alongside genuine OEM, an in-house rebuild, and remanufactured — when a customer wants brand-new and the numbers make sense, we get the genuine Ford engine and install it right, from sourcing to the road test.

The 5.7 HEMI's Multi-Displacement System (MDS) shuts down four cylinders under light load to save fuel, using special two-stage lifters. When one of those MDS lifters fails — a well-known problem on these engines — it stops controlling oil pressure the way it should, hammers the camshaft lobe flat, and you get the classic HEMI tick, a misfire, and often a dead cylinder.

Rather than rebuild this engine with the same MDS hardware that failed it, we did a full rebuild and installed a Melling MDK100 MDS delete kit: a non-MDS delete camshaft, 16 standard hydraulic roller lifters, the correct non-MDS lifter guides, and MDS solenoid block-off plugs. We reprogrammed the PCM to turn the MDS system off in software, and checked pushrod length on assembly to make sure the valvetrain geometry was right.

The result is an engine with no cylinder deactivation and none of the failure-prone MDS lifters — a common, sensible upgrade for an owner who plans to keep the truck. It's the kind of 'fix it so it doesn't come back' call we can make because we rebuild in-house.

The 6.8L Triton V10 is the big-block gas option in Ford's Super Duty trucks — a lot of torque for hauling and plowing, and a solid engine when it's looked after. This one came through our shop for an engine swap.

Whether the right call is a swap, an in-house rebuild, or a genuine OEM engine sourced through our sister company, we lay out the options with real numbers and do the work properly — the kind of heavy truck job a lot of shops won't touch.

The 6.7L Power Stroke is a strong diesel, but the ones that live hard — towing, plowing, big kilometres — earn a rebuild eventually. This 2018 F-350 came in for exactly that: a full teardown, machine work, and a careful reassembly.

We go through these the same way every time — clean and measure everything, machine what needs it, new bearings and gaskets, and torque every fastener to spec (these diesels use torque-to-yield hardware you don't reuse). Done right, a rebuilt 6.7 gives a work truck a second life for well under the cost of a new engine.

Diesels are our comfort zone. If your Power Stroke is knocking, blowing smoke, or losing coolant, we'll tell you honestly whether it's a repair, a rebuild, or a replacement — and we can do all three in-house.

When a 5.7 HEMI is too far gone to rebuild economically — or the customer wants a warrantied fresh engine without the wait — a remanufactured long block is the answer. This one came sealed from the remanufacturer, machined and assembled to spec, ready to install.

Reman is the third of the four ways we fix an engine, alongside genuine OEM, an in-house rebuild, and new: a professionally rebuilt unit with warranty coverage. We source it, install it, and stand behind the work.

Land Rovers aren't a vehicle most Edmonton shops line up to take on, and the LR4's 8-speed automatic is exactly the kind of job that gets farmed out. We did it in-house — transmission out, gone through, and back in.

Whether the right answer is a rebuild or a genuine OEM replacement, doing European driveline work ourselves keeps the whole job under our control. If a shop just told you your Land Rover needs a transmission, it's worth a second opinion from us first.

The K24 is one of Honda's most common engines — it's under the hood of Accords, CR-Vs, Elements, TSXs and more, and it's a genuinely good motor. High kilometres, oil neglect, or a timing problem can still put one on the bench, and when that happens a proper rebuild is usually the smart, affordable fix.

On a rebuild like this we go through the bottom end and the head, replace the wear parts, and reassemble to Honda spec. Imports are a big part of what we do — we're not just a domestic-truck shop.