cochran

Does the procedure go into any safety aspects? If you connect these injectors pointing out of the cylinders to perform this test, you are exposing yourself and your immediate environment to very high pressure diesel spraying all over the place. Is this smart? The comment is correct about the reinstallation. The pipes are single-use, and this is important. Its also vital to use a backing wrench during install and removal. The high pressure connector on the injector has a crush washer at the bottom, and if you crack the seal you have a high potential for creating a leak.

Larry, you might contact Franklin Power out of Indianapolis. They are the authorized reman center for lots of International stuff (recently sold out to Caterpillar, but still in the ITEC reman business). Don't know what they have on hand, but at one point they were absolutely buried in turbo cores for the 6.0L.

Everyone should be very careful with this kit. The components in the top of the injector (snap ring, ferrule ring, and d-ring) have to be in the correct order and correct orientation. If there's any (and I do mean ANY) damage to the top of the injector, it could result in snap ring failure. Most of you have seen examples of this failure.

The 6.0L injectors don't have any field serviceable parts any longer. Only the copper gaskets and orings should be available for replacement. By the way, the failed snap ring / ferrule ring / d-ring issue has been long-since resolved.

Is there a problem with the post-cycle flash? Curious to hear opinions on this, as it was a solution for a cold-start issue.

Check the calibration on the engine. There should be a newer cal that includes either an inductive heat cycle for the injectors or what is called a "post-cycle buzz" calibration. I believe the 4.5L uses the same injectors as the 6.0L, and these revised calibrations were used to cure cold start issues. Hope this helps!!

No, that is not the common rail system for the 6.4. The first link shows an engine using the G2 - HEUI injection system - this is the same system as is currently in use on the 6.0. The 6.4 will use PCR injection - piezo common rail. The primary difference is this: the G2 HEUI uses the HPOP to amplify the supplied fuel pressure, where the PCR will use a much higher fuel supply pressure.

Yep, you guessed right. The 2007 will use Piezo common rail injectors.

First question: Without going into too much detail, the machining of the groove has some impact, as does the ring itself (size and material). Second question: This will not be a field repair. It will have to be done by the authorized reman center for the injector. Cleanliness, as you noted, is crucial, and the injector will likely be retested after the fix. No one in the field will have the equipment required for this testing (dedicated capital equipment needed).

I haven't heard yet that Franklin will be doing the reman, but its a possibility. The fix is just like you said - replace control valve body subassembly, retest, and that should be it.

Bruce, Can you clarify? Sounds like you're looking for the rubber d-ring in the top of the injector, but there are also external o-rings on the injector above and below the fuel inlet screens. If it is the d-ring (below the retaining ring at the oil rail connection), this is not field-serviceable as far as I know. The external o-rings can be replaced, but the copper combustion gasket has to be changed at the same time. Hope this helps. Let me know if you need more info. Cochran

Everyone, I know this is an older thread, but I just stumbled across it. On the 6.0L injectors, do not EVER reuse the copper gasket, under ANY circumstances!! During injector installation, this gasket deforms (by design) to seal the injector against combustion leaks. All new injectors and service injectors are sent out with orings and copper gaskets. This is important.

As far as the Econoline goes, all indications are that the 6.0L will continue to be used until the next major change in 2010. All other current 6.0L apps go to 6.4L for '07.