Please Note: This item has a refundable core charge IN ADDITION to the listing price. The core charge payment must be made in a separate transaction. Your item cannot ship until this core charge is paid. Please be sure to read the "core policy" below for instructions. Thank you!
Premium Remanufactured 4.5L / 6.0L Powerstroke Injectors
1 Year / Unlimited Mileage Warranty
- Supplied by a company with over 60 years in the diesel remanufacturing industry and over 5 years remanufacturing 6.0L injectors
- Not just repaired - Remanufactured to exacting standards
- New remanufacturing and inspection process improvements allow us to offer a premium quality injector at an extremely competitive cost
- Each injector is individually serial numbered by laser and for tracing and quality control purposes
- Each injector is individually tested on state of the art equipment
- Thousands of our injectors have been installed worldwide in both end-user and fleet / commercial applications.
How do 6.0L Injectors Work?
The Powerstroke 6.0L injector is a HEUI Injector manufactured as the result of a joint venture between Siemens AG and Navistar International Corporation. 'HEUI' stands for hydraulic electronic unit injection. A high pressure oil pump located at the back of the engine's valley produces as much as 3,770 PSI. This high pressure oil acts on an intensifier piston inside the injector where pressure multiplication occurs at a ratio of 7:1 generating actual injection pressures over 26,000 PSI. Twin 48-Volt 20-Amp open and close solenoids control the position of the injector's spool valve which ultimately determines the duration and timing of fuel injection.. High pressure oil is delivered to the injectors via an oil rail located above the injectors while fuel is received through a passage cast into each cylinder head.
What are some common symptoms of injector failure?
Our experience is that when one injector fails, the rest are not far behind. From a time and labor standpoint it usually makes sense to replace the injectors as a set!
What causes 6.0L Injector Failure?
Besides design issues, the #1 cause of 6.0L injector failure is poor maintenance! The closest tolerances in the engine are found in the fuel injectors. Therefore, keeping the oil clean is paramount to realizing maximum injector life. Extended oil change intervals are deadly to 6.0L injectors - unless you are running a good bypass filtration system. We highly recommend the FS-2500 bypass oil filtration system if you are intent on extending the life of your injectors.
Besides keeping the oil clean, fuel is the second major issue that affects 6.0L injectors. Poor quality fuel containing dirt and water is a recipe for 6.0L injector disaster. Additionally, because fuel in the injector is used to provide a cushioning action for the internal valving of the injector, low fuel pressure will severely harm the injectors. Clogged fuel filters caused by neglected maintenance intervals are a common reason for injector damage. We recommend that fuel filters be serviced at 15,000 mile intervals. Low pressure caused by a failing fuel pump can cause repeat injector failure. ALWAYS check fuel pressure after installing new injectors - it should be between 45 and 55 PSI and should not drop below this spec under load. Running a 6.0L Powerstroke out of fuel should be avoided at extreme cost. If you think you are going to run out of fuel, shut the truck off, and walk - it may save you $2,500. We have seen early trucks require a complete set of eight new injectors after enduring fuel starvation. Later build trucks incorporate a PCM strategy which limits pressure to prevent injector damage during a low fuel condition, but we strongly recommend that testing the effectiveness of this strategy be avoided.
Tips for diagnosing faulty 6.0L Fuel injectors:
Please note that we cannot begin to cover all the diagnostic strategies and possible failures of the 6.0L injection system here. These are just some useful tips we have found. The starting point is always to check for cylinder contribution codes using a Ford IDS / WDS or similar scan tool. Follow this step with a cylinder balance test which creates a visual display of crankshaft RPM variation allowing you to see which cylinder(s) are weak.
The starting point for 6.0L injector diagnosis is often the scan tool. A Ford IDS or quality aftermarket scan tool may be used. The first step is to check for codes. Two types of codes may be found - These are cylinder contribution codes, and electrical fault codes. NOTE: Cylinders numbered 2, 4, 6 and 8 are on the driver's side of the engine. Cylinders numbered 1, 3, 5, and 7 are on the passenger's side. Higher numbers are toward the rear.
If electrical fault codes are present, do NOT assume that the injector is at fault. Concerns with the fuel injection wiring harness are very common and may cause extremely troubling intermittent conditions. Close visual inspection of the harness running between the FICM (fuel injection control module) and the injectors, especially where it rubs against the valve covers, intake manifold, and intake manifold mounting bolts is very important. Chafing of the insulation is very common in these areas. Often replacement of an injector or FICM will appear to correct a problem temporarily, but the problem will reappear as the wire resumes its original position.
Cylinder fault codes (without electrical codes) also do not automatically indicate that the injector is at fault. Keep in mind that there are other reasons a given cylinder may not contribute it's fair share to the engine's operation. Many better scan tools will allow a relative compression test to be performed from the comfort of the driver's seat by comparing the draw of the starter (and the corresponding drop in battery voltage) during cranking as each cylinder goes through the compression stroke. We have seen many cylinder contribution codes caused by simple and easily repaired upper valve train problems such as broken rocker arm bridges or bent push rods.
In order for 6.0L injectors to operate correctly, they must have sufficient quantity and pressure of good clean engine oil and fuel. Before condemning injectors, always check engine oil level and change it if it has been neglected. Taking a fuel sample and inspecting it for any contamination, as well as measuring fuel pressure (there is a plug on the secondary fuel filter housing for this purpose) are highly recommended.
Fuel injection control module issues are another common cause of 6.0L fuel injection concerns. If FICM codes, multiple fuel injector circuit low codes, or code U0105 are present then pursue FICM diagnosis and possible replacement before faulting the injectors.
Combustion gas (air) entering 6.0L injectors and fuel rails is a common problem and will cause a random misfire not only on the cylinder the problem originated on, but on other cylinders as well once air enters into the fuel rail. If multiple misfires are present, predominately on one bank, suspect this fault. By far the most common route for combustion gas to enter the system is via a leak past the copper gasket at the tip of the injector. After leaking past the tip gasket, gasses under high pressure will blow past the lower o-ring on the outside of the injector and allow air into the fuel system. As the failure progresses over time, fuel under pressure will eventually find its way into the cylinder following the reverse path as the combustion gasses. This will at first result in massive quantities of white smoke, and shortly thereafter in a hydro-locked engine.
Follow the following steps to find which cylinder is causing the problem:
- Remove the fuel pump and fuel injection control module relays
- Remove the fuel lines that run from the fuel filter housing to each cylinder head.
- Put a balloon over the end of each of the fuel lines coming from the head and use a rubber band or zip tie to seal the balloon tightly to the line.
- Have a helper crank the engine and watch the balloons closely for any sign of pulsing which indicates compression leakage. This will allow you to determine which bank the problem is on.
- Remove all but one glow plug from the bank with the problem. (Removing the glow plugs relieves compression in the cylinder.) Crank the engine and move the glow plug from cylinder to cylinder to find which one is affected.
- Remove affected injectors, and carefully observe the copper gasket at the tip. The washer should display an even circular crush pattern and there should be no carbon above the washer. If in doubt, replace the washer and try again. Beware of missing washers, or possible mistaken installation of two washers.
- While injectors are removed, you can also use a hand vacuum pump to do a quick test for a damaged injector tip needle/seat (a possible second path for air into the injector and fuel rail). Locate a piece of rubber hose that fits tightly over the end of the injector tip and push it on. Connect the opposite end of the hose to the pump and apply vacuum. If the injector will not hold a vacuum, it must be replaced.
- Alternate methods of detecting combustion gas leaks:
- For very small leaks attach a piece of rubber hose to the fuel line from each head and insert the hose into a glass of water and observe for bubbles.
- Some techs remove the top cover of the secondary fuel filter and observe for bubbles rising in the filter housing while cranking (with FICM and fuel pump relays removed!)
Before beginning any diagnosis or parts replacement, always determine if your truck's PCM and FICM have been updated to the latest software. Several program updates are available to correct hard cold start, no cold start, white smoke, and poor cold operation issues by energizing the injector coils using an inductive heating strategy to prevent the injector spool valves from sticking until the engine has reached normal operating temperature. Correct up to date software is critical to satisfactory 6.0L operation.
Any time a 6.0L develops a stalling problem or a miss, check the problem out right away to prevent further damage!
- The word 'Stiction' combination of the words 'sticky' and 'friction'. Stiction affects the operation of the injector's spool valve and will result in rough engine operation especially when the engine is first started. Maintaining clean engine oil of the proper type and viscosity at all times will prevent contaminants from developing inside the injector and causing stiction.
6.0L injector replacement is not extremely difficult and does not usually require special tools, but is only recommended for those with at least a minimum of mechanical training. It does require strict attention to the details mentioned below - Please read the following to avoid common errors.
EVERY time an injector is removed / replaced the copper tip washer and o-rings MUST be replaced. Be sure not to install two copper washers (Ensure the old one did not stay in the head.) CAUTION: The seal between the tip of the injector (where the copper tip washer contacts the head) is very critical. Make sure this area is clean, that only one washer is installed, and that the injector retaining bolt is properly torqued. If a leak occurs in this area, combustion gases will pass up the side of the injector and burn out the lower injector o-ring. This, in turn, will allow fuel into the cylinder which, in a worst-case scenario, can cause hydro-locking and engine damage. This is NOT a warrantable condition.
Book time for a single injector replacement on a pickup is 1.6 hours with additional injectors on that side paying 0.2 hours each. Vans are much more difficult and replacing an entire set can consume 8 hours.
Owners of 2004.5 and newer trucks should consider replacing the standpipe and dummy plug seals while the valve covers are off - leaks at these locations are a common cause of hard hot starting. (See related items below.)
Torque on the injector retaining bolt is very critical! Early build trucks with a T40 retaining bolt require 24ft-lbs. Later trucks with T45 retaining bolt require 26 ft-lbs.
'Quick' Removal /Installation Guide (NOT a substitute for your manual):
- Remove valve cover
- Early build trucks (before 2004.25) will have a tubular style oil rail that requires a special tool to disconnect the supply line from the oil rail (such as OTC 6594). In most cases it is not actually necessary to disconnect the rail. You can gently move it around to clear the injector as needed.
- Later build trucks require removal of the high pressure oil standpipe that delivers oil to the 'wavy' design oil rail. The standpipes require an allen wrench for removal.
- Remove the 8 bolts that retain the high pressure oil rail and pull straight up to remove.
- Inspect the oil inlet area of the injectors for metal shavings which indicate high pressure oil pump failure in process. If shavings are found, the high pressure oil pump must be replaced and the system flushed or failure of the new injectors will occur in very short time. Also note that if the tops of any injectors are broken off the cause is insufficient fuel pressure or air in the fuel and that this issue must be corrected to prevent short-term reoccurrence.
- After disconnecting the electrical connector, use a 19mm 12 point chrome socket to push the remaining portion of the connector body out of the rocker housing.
- Loosen the torx bolt that holds the injector in place. Be sure to use a medium length torx bit to avoid making contact with the solenoid on the injector and breaking it off. Unscrewing the injector hold down bolt will unseat the injector - do not use air tools, and do not pry on the injector coils which will damage them. Also, be sure the copper tip gasket does not stay in the head.
- Before installing the injector be sure that the injector cup in the cylinder head is perfectly clean, particularly the tip gasket and o-ring contact areas. Lubricate the o-rings with engine oil before installation.
- Before tightening the injector hold down bolt, clean any oil out of the bolt hole. Oil remaining in the bolt hole will cause the bolt to tighten before the injector is seated resulting in catastrophic failure. Remember that injector hold down bolt torque is very critical.
- Lubricate the inlet tubes on the high pressure oil rail with engine oil and seat the rail by hand before tightening bolts. CAUTION: Not seating the oil rail properly when installing the rail back on the injectors is the #1 installation error. If the rail is not installed with finesse, the injector inlet seal will be damaged and a high pressure oil leak will result, ultimately causing a hard hot start condition. Seating the rail properly is not difficult, just be careful to work it into the injectors slowly and keep it square so the seals are not damaged. Do not use force!
- Changing the engine oil, oil filter, and primary and secondary fuel filters is recommended.
- Be aware that the engine will be somewhat difficult to start since air has been introduced into the oil and fuel systems. Upon starting, the engine will run rough for some time until all of the air has purged.
Our injectors fit all 6.0L Ford Diesel engines including the following applications / part numbers:
- Ford Powerstroke 2002.5 - 2009 6.0L
- 2003 - 2007 International VT365 6.0L
- 2004 - 2006 International VT275 4.5L
- Part Numbers:
- 3C3Z-9E527-AE, 4C3Z-9E527-AA, 1843089C91, 1845879C91, 1843481C94, 1843481C95, 1844751C2, 1846692C92
Each and every 6.0L Powerstroke injector we sell is updated to meet the latest calibration standards (no need to worry about which injector your truck was originally equipped with). Years of testing, field experience, and engineering analysis have resulted in the production of remanufactured injectors that are second to none. If you are interested in long-term durability, our updated 6.0L injectors are a wise choice.
Cores must be returned within 60 days. Cores returned after 60 days still eligible for a reduced refund based on how much time has elapsed. If more time is needed, please contact us - we may be able to make special arrangements.
Core charge is $75 per injector. We refund this amount as quickly as possible after the injectors are returned (typically within 24 hours on business days). Please be absolutely certain that you insure your injectors, retain the tracking number, and tape the box well. We are not responsible for injectors we do not receive.
Injectors cannot be disassembled or have been disassembled. They must be in a condition representative of normal use. NO junkyard cores that have been out in the rain. Injectors that are externally broken may have reduced core value - feel free contact us if there are questions..
Our 6.0L injector warranty policy is among the strongest and most generous in the industry. Please read the main warranty statement on our website as well. Please understand that we desire to treat our customers fairly and generate long-term relationships. We do NOT look for ways to escape honoring legitimate claims in the rare case that they occur. When in doubt, we will favor the customer.
6.0L injectors are warranted for one year with no mileage limitation. In addition to the normal warranty terms, injectors damaged by oil or fuel contamination, contact with engine coolant (blown head gaskets), high EGT's (performance/racing), or mechanical engine failure may not be eligible for full warranty coverage. We are NOT liable for any incidental or consequential damages of any kind. Also, we cannot accept the return of injectors because of customer misdiagnosis of a problem. 6.0L engines can be very challenging to diagnose, and the best of us are sometimes wrong. If you install our injectors and have the exact same problem you did before, chances are 99.99% that a misdiagnosis occurred. Please do not ask if you can return them in that case. Any returned injectors that pass our testing are not accepted for warranty except under very special circumstances.
Tip gasket failure is not the fault of the injector, but rather the engine (injector sleeve) or the installer, and is therefore not a warranty condition .Cleaning the injector, installing new external seals, and properly re-installing the injector will correct the problem.
Operating the engine with insufficient fuel pressure or with air / combustion gas in the fuel will result in the top of the injector being hammered off. This is also not a warranty condition. Probable causes are: Tip gasket failure, bad fuel pump, plugged fuel filters, defective fuel pressure regulator, etc.
- All injectors come with NEW O-rings and tip gaskets included. There is no need to purchase a seal kit separately.
- See related items below for additional items to consider when replacing injectors. We especially recommend the "Blue Spring" Upgrade. This is an easy installation and increases your fuel pressure slightly which is essential for maximum injector life-expectancy. Read more about the blue-spring kit HERE.
- A common cause of repeat failure of the high pressure oil inlet seal in the top of the 6.0L injector is a high pressure oil leak at the rail. This condition should always be checked for when the valve covers are removed - view this listing for more info.
Price is per injector - order 8 if a set is needed.
IMPORTANT - PLEASE READ
- Core Policy -
This remanufactured item carries a core charge of $75 per injector. The core charge is in addition to the listing price. This core charge must be added to your payment before your item can ship.
What is a core charge?
A core charge is a refundable charge that makes the auto-part rebuilding industry possible. Without core charges, there would be no rebuilt parts available, leaving customers to pay the exorbitant cost of new parts, which would be even higher without the competition of rebuilt / remanufactured parts.
How can I pay the core charge?
1. Click HERE to pay the core charge using Paypal
2. Click HERE to pay the core charge using a credit card.
(remember to purchase one $75 core charge for EACH injector purchased)
3. If you are unable to pay the core charge using one of the above links, we will e-mail a paypal invoice or credit card payment link (depending on the method you used to make your purchase).
4. You can also call us to pay the core charges using a credit card. (Click the "Me" link near our user ID for contact info)
5. If you prefer to avoid the core charge, you may send your core in to us, before we ship your remanufactured part. Please contact us to make arrangements if selecting this option.
When will my core charge be refunded?
We try to refund core charges within 24 hours of receipt (business days). It may take a few extra days for your credit card company to apply the credit to your account. PLEASE be sure to pack you cores carefully so they are not damaged in return shipment. It is also important to insure your cores in case of damage or loss, and to retain the tracking number.
What are the core criteria?
Cores must be in a condition representative of normal use. Cores that would NOT be acceptable are those that were in a fire, have been left outside in the weather and are rusted internally, or are physically broken. Cores cannot have been disassembled. We try to be more than fair in our core policy. If you have any questions about your cores, please contact us.
How long do I have to return my cores?
We have a very generous core policy which allows 60 days from the date you receive the item to the date we receive the core for a full refund.
After 60 days - minus 25%
After 90 days - minus 50%
After 120 days - core refund is at our discretion - please contact us
Please help us keep our prices low by returning your cores as soon as possible (within 30 days is preferred).
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Each item in our Ebay store has its own return policy. Please take a moment to read it. With rare exceptions in case of a gross error on our part, shipping costs (either original or return) are NOT refundable. (Local auto parts stores will not pay your travel costs to return a part either.) Shipping costs will be deducted from refunds on "free shipping" items.
We guarantee our parts to be as described by part number, picture, and verbiage. While we do our best, vehicle applications, however, simply cannot be guaranteed. In most cases, we do not generate application lists. It is the nature of the auto parts business that, in rare cases, a part will not be correct for a certain vehicle even though it "should" fit. This may occur because of errors on application lists, mid-year production changes, changes to the vehicle since it was built, the fact that a car was not built for the US market, etc. It is the buyer's final responsibility to visually verify that the part they are purchasing is correct for their vehicle. If a part does not fit your vehicle, this does not mean the part is "not as described."
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All of our products are covered by a warranty. Please see details in each individual listing for length and terms as well as the warranty statement on our website. Warranty covers parts only. We do not warranty labor unless specifically stated. In absolutely no case will there be any warranty for loss of use, towing, incidental or consequential damages, etc.
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