The Internal components of the Power Stroke Diesel fuel injectors are precisely engineered to the extreme tolerances that are so critical in the 6.0L Injector Assembly. Show
Motorcraft Replaces the Entire Coil Assembly for each injector to prevent wire fatigue and poor cold-start conditions. Then, high pressure sealing surfaces inside the cylinder head assembly are refinished to original specifications (less than 2 microns of flatness). The precision flatness of these surfaces is critical to high pressure (20,000-plus psi), injection systems and assures long engine life, good mileage and performance. All Injectors have New Plungers installed in the intensifier bodies with precision-match honed to operate flawlessly at extreme pressures and temperatures with 100% durability and reliability. All Spool Valves are Replaced with New Parts, and both control valve bodies and spools are precision ground to Ford's exacting diametrical tolerance for excellent sealing and oil direction. Competitors re-use the old spool valve which is the main cause of hard starting issues Nozzle Assemblies are Inspected, then chemically treated and micro brushed to remove carbon and fuel residue. Each nozzle is then tested to ensure proper performance and emissions levels – the results: you needn't worry about high carbon buildup, nozzle coking, poor performance or emissions issues. Motorcraft offers New Rod Assemblies, new M4 screws and cone nuts, 100 percent flow-tested nozzles and nitrogen leak tested injector assemblies. Customize Your Item- Core Charge - Choose an option - * requiredAdd to Cart Add to Wishlist Item Inquiry Tell a FriendService Parts Warranty (U.S. Only): Unlimited Mileage, 2 Years, Labor Included and No Commercial Exceptions Cores must be returned to KT Performance within 60 days of product delivery. After 60 days there will be a late fee of 10% per month deducted from the core value. Skip to contentSort by
Liquid error: Could not find asset snippets/atc-banner.liquid We all know that the Ford 6.0L Ford Powerstroke Diesel has had all kinds of issues; Blown Head Gaskets, Plugged Oil Coolers, Fried FICM’s, Cracked EGR Coolers, and the list goes on and on. There are all kinds of theories out there as to why these injectors fail and what can be done to make them last longer. There are additives, special oils, and so on. If you have tried all these magic formulas and your injectors are just too far gone to save them, you’ve likely decided you are going to go ahead and buy injectors for your truck. Now the question is which brand of injectors do you buy? You research, and there again you have all kinds of options, suggestions and theories. Shop 6.0L Injectors  Motorcraft 6.0L InjectorsWe’d like to help you address the issue of having to replace injectors in your 6.0L. At East Coast Diesel we believe that the best injector you can purchase for your 6.0L is the Genuine Motorcraft Injector. This injector is the only injector that has a New Spool Valve. The spool valve is in the top of the injector and is the number one reason for your truck to have a hard starting issue and a rough idle after startup. This spool valve actuates side to side at a very high rate of speed with a very tight tolerance allowing the high pressure oil to move through the injector causing the injector to fire. With lack of service, such as a good quality oil change on regular basis, these spool valves will wear, causing them to stick and hence the term injector stickage. Alliant Power Brand New And Reman 6.0L InjectorsBrand new injectors from Alliant Power are also a great option for your 6.0L. Made from all new precision parts they eliminate the concern of any worn parts in the injector. Alliant also offers high quality reman injectors. Both options have a two year unlimited mileage warranty. Prior to the 6.8L V10 Triton engine being released in 1999, Ford offered a 7.5L V8 that had been around since 1968. The 7.5 V8 was a fan favorite in the commercial truck space and was a popular gas option in light of the International/Powerstroke diesel engines. Despite the large demand for the V8, the engine had to be produced on a separate assembly line which was not cost efficient, leading to the demise of the 7.5L V8 gas engine. After the demise of the 7.5, the only non-diesel options for truck drivers were the 5.4 Triton and the 4.6 Triton. However, these engines lacked the power for commercial applications and did not meet the hauling requirements for Super Duty trucks. In step the 6.8L Triton V10 gas engine. Coming in cheaper and with more horsepower than the Powerstroke diesels, the engines provided highly capable towing capacity at a more affordable price point. However, the downside is the fuel economy faired worse than the diesels and needed premium gasoline. The 6.8 Triton V10 lasted in production until 2019. Horsepower ranged from 305hp-362hp and with torque measuring from 420-457lb ft. Ford 6.8 Triton V10 Vehicle Applications
If you would rather consume this content via a video, check out our Ford Triton V10 Common Problems video below or on YouTube:
1. Triton V10 Spark Plug BlowoutPre-2002 V10 Triton engines have an unfortunate design flaw within the cylinder head and spark plug designs that can cause the plugs to actually eject out of cylinder head, or weld themselves to it. The Triton V10 engines used a cast iron engine block and aluminum cylinder heads that have centrally mounted spark plugs. Compared to the aluminum cylinder head, the spark plugs were made out of steel, which has very different heat tolerances compared to aluminum. The biggest design flaw came with the spark plugs holes in the cylinder head. At only 5 inches of depth, the spark plugs had to be extremely short to fit within their respective wells in the cylinder head. To accommodate for the short depth, Ford shortened the length of the threads, leaving only about 4 threads on the spark plug compared to most traditional spark plugs with 10+. Therefore, there was very little holding the spark plugs into place to start with. Because of the heat properties, the threads essentially get welded into the head, which weakens the material and the hold. Two things happen when the Triton V10 spark plugs weld themselves to the head:
Prevent Triton Spark Plug BlowoutThere are a few handy tips that can help prevent this issue for OEM plugs, like not over-torqueing the spark plugs, using anti-seize, etc. However, due to the poor spark plug design and metal properties of the head and OEM plugs, the safest option is to use a thread repair kit such as HeliCoil or Cal Van. These kits essentially require you to re-tap the plug hole and then install a thread insert that will hold the spark plugs in place. The thread inserts are designed so that the materials won’t melt into each other and cause future blowout. Here is an example of a good Triton Spark Plug Kit: https://www.jbtools.com/cal-van-tools-38900-ford-insert-repair-kit/ 2. Triton Cracked PCV HoseModern gas engines have a gas recirculating system called Positive Crankcase Ventilation, or PCV. When an engine burns gasoline, it creates waste gasses as a byproduct. While most of these gasses enter the exhaust system where they are burned again, some of these gasses get stuck in the engine. When the waste gasses get trapped, they make their way down to the crankcase which holds oil below the engine. If the gasses sit in there for too long it can ruin the oil and cause serious engine problems. So the PCV system has a valve within the crankcase that releases these waste gasses and recirculates them back into the intake manifold for them to get re-burned in the engine again. When the PCV valve releases the gasses back to the intake manifold it does so through the PCV hose. The hose is connected to the intake manifold from the PCV valve. The PCV hose is made of plastic and therefore is prone to cracking on the 6.8 Triton. When the hose cracks, the intake manifold loses pressure and air can leak out of the intake system, leading to a number of performance related issues. PCV Hose Crack Symptoms
Fortunately, replacement options are as simple as ordering a new PCV hose and installing it. The hose is relatively accessible within the engine bay so DIY’ing this repair should be pretty simple, even for novice mechanics. 3. Triton V10 Exhaust Manifold FailureExhaust manifolds bolt up to the engine cylinders and the exhaust system. They transfer used engine air to the exhaust system where it is then released into the atmosphere. On the Triton 6.8, the bolts or studs that connect the manifold to the engine block are prone to rusting and failing. This generally happens over a number of years and tends to be more prone in areas where salty air is more common. When these bolts fail, it doesn’t cause any catastrophic damage. The manifold won’t fall out from underneath the car when you are driving. However, the bolts will loosen and therefore create and exhaust leak. When this happens, you lose all backpressure created and therefore can experience a handful of performance related issues. Exhaust Manifold Leak Symptoms Triton 6.8
While rusted out bolts are usually the cause on the Triton, leaks can also be caused by cracked exhaust manifolds. If the manifold itself cracks, you will need to replace the full manifold. If it’s just bad bolts causing the problem, you can buy an inexpensive bolt kit and fix the issue pretty easily. Repair Kit: https://amzn.to/3b9RPNr Ford 6.8 Triton V10 ReliabilityIs the 6.8 Triton V10 reliable? Overall, this engine is well built and is highly reliable. Outside of the common spark plug blowout issue, there aren’t really any costly problems that the 6.8 Triton is known for. The spark plug issue can be fixed preventatively with a repair kit that costs a few hundred bucks. The only other known common problems are super simple and inexpensive fixes. The engine block, internals, etc. are all highly reliable and likely won’t cause any engine failure issues before the 200,000 mile mark. Overall, these engines are considered very reliable and can last well beyond the 200,000 mile mark. However, once you start eclipsing that mark you can expect to start experiencing a handful of maintenance-related repairs with things like water pumps, fuel pumps, hoses, gaskets, etc. The only potential downside to the engine is its very poor fuel economy. You can expect to get 8-10mpg in the Triton V10. If you are a very conservative driver, you may be able to see closer to 12mpg, but nonetheless, the fuel mileage certainly makes this an expensive gas guzzler. For those who have the 6.8 Triton in a motorhome or who primarily use it for hauling heavy items, just note that problems are likely to occur slightly earlier into the engines life due to additional stress put on the engine from the weight. What injection system does a 6.0 Powerstroke have?The 6.0L Power Stroke Diesel Engine utilizes a hydraulic injection system where high pressure engine oil is used to compress diesel fuel. The fuel injector is used to precisely control the delivery of the fuel into the combustion chamber.
What size injectors does a 6.0 Powerstroke have?6.0L Ford Powerstroke Injector Set: 175cc with a 30 percent over nozzle. Approximately 90 RWHP increase over stock. Largest size for stock turbo, not recommended for heavy towing on stock turbo.
Are 7.3 and 6.0 injectors the same?The 6.0L fuel injector operates similarly to the 7.3L unit, but the valve that allows high pressure oil to enter the injector body is referred to as a spool valve. Tighter tolerances, and a more technologically advanced injection system, allow the 6.0L Power Stroke to produce higher injection pressures (3,600 psi vs.
How long do Ford 6.0 injectors last?With proper care and maintenance of the engine, you can expect a diesel injector to last between 200,000 and 300,000 kilometres.
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What kind of injectors are in a 6.0 Powerstroke?
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