AccurateDiesel.com now offers two remanufactured Ford 6.0 injector replacement options - read about them in detail below along with diagnostic and installation information. Our unlimited mileage warranty runs circles around the 12,000 miles offered by our largest competitors. 6.0L injectors are a demanding application - we provide you with the highest quality injectors for 6.0 Powerstroke diesels at very competitive pricing.
Please note that we now offer brand NEW 6.0 Powerstroke Injectors.
NOTE: Scroll to bottom of page to order!
$171.95 plus Core
Premium Remanufactured Ford 6.0 Injector
- Supplied by a company with over 60 years in the diesel remanufacturing industry
- Not just repaired - Remanufactured to exacting standards
- NEW Solenoids, wiring, and connectors on every injector - shop and compare does your supplier use all new solenoids?
- 100% NEW Nozzles on every injector
- 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 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.
$209.95 each plus core
OEM Remanufactured 6.0 Powerstroke Injector
- For those customers who are seeking an injector a 'cut above the rest' we now carry injectors remanufactured by the company that built them in the first place.
- These injectors feature a BRAND NEW spool valve in every single injector. Years of experience with the G2 HEUI injector led to the conclusion that this is the best practice to archive the ultimate in long-term trouble free operation.
- NEW Spring and Plunger in every injector.
- NEW Solenoids, wiring, and connector in every injector
- Years of improvements and updated specifications applied to every injector (includes vented end caps to prevent stiction)
- For the customer willing to spend a little more to have the assurance that they are getting the best available, this is the ultimate 6.0L Injector
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?
Hard Starting (especially w/ cold engine)
Bucking / Jerking
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 6.0 diesel 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 Ford 6.0 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 Ford 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.
- Alternate methods of detecting combustion gas leaks ("Bubble test"):
- 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 $50 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 Ford 6.0 injector replacements 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.
- Please read the core policy above. If you would like to avoid the core fee, just select below that we should hold shipment until you send your cores.
- 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 - click HERE for more info.