A Ford service bulletin has been issued on the subject, and a fix has been developed using a revised program for the Fuel Injection Control Module. The new program uses the injector spool valve solenoids to preheat the oil at the injectors. Injectors are critical wear components that depend on regular maintenance to survive. If nothing gums them up, they can last for a good amount of time, but hard use and a lot of hours on the engine will eventually wear out the best of them.
In the case of our 6. There they were attached to a Hartridge HA injector tester, which tests four injectors at a time. The machine can indicate oil flow capability and allows the fuel spray pattern to be revealed. As it turned out, six of the eight injectors were shot, too much out of spec to be rebuilt; the remaining two were within spec, but not by much.
The advice from BECS was to replace them all. The Banks team ended up ordering eight new injectors from Ford. The turbo was inspected for bearing play and other signs of wear. Turbos spin at very high RPM, lubricated by a thin film of oil on a ring bearing.
The bearing can wear, or it can build up deposits of carbon from oil burning onto the shaft immediately after shutdown. Turbos also can get gummed up by unburned fuel and in variable-flow turbos, the vanes are prone to getting stuck.
This can be caused — once again — by contaminated fuel, excessive idling in cold weather, or low engine-operating temperatures. Many turbo specialists think it is good for the turbo to be operated at full-throttle conditions periodically, just to keep the carbon deposits to a minimum.
This is stiction at work. Stiction typically reveals itself in the form of rough, hard starts, excessive smoke upon start-up, a choppy idle until warm, and failed cylinder contribution tests. This is why running a quality engine oil, as well as a stiction-fighting oil additive, is so important.
Especially for 6. The 5W synthetic oil from Amsoil shown above retains its viscosity even during extreme temperature operation. It also resists oxidation and the thickening effects of soot contamination. Once again, choose a quality engine oil for your 6. While there is a point of no return with spool valve wear, in which the injectors will need to be replaced, many times stiction issues can be solved with the use of select oil additives. Each additive removes varnish and carbon build up from the spool valves and leaves a super-lubricant coating behind, making for friction-free surfaces on the spool valve.
This includes your piston rings, bearings, low and high-pressure oil pumps, turbo, everything. Believe it or not, a lot of the 6. Proper O-ring lubrication and alignment in the bore can solve most O-ring issues, while the use of hand tools rather than electric or air tools is the only way to precisely fasten and torque to 24 ft-lb the injector hold down bolts.
It also pays to inspect and ensure the cleanliness of the each injector hold-down bolt bore prior to installing each fastener. If you opt for remanufactured units, you should stick with OEM Motorcraft injectors for three key reasons. All reman Motorcraft injectors are equipped with brand-new coil assemblies, spool valves and plungers. All high-pressure oil sealing surfaces are re-machined to meet factory specifications. It's a very simple process once you've done it a few times.
A short Torx bit will be required to reach all hardware for the passenger side oil rail as there is minimal clearance between the rail and heater core. With the standpipe out of the way let the oil rail drain into the top of the cylinder head, then set aside in a clean location.
OTC is designed to release these connectors, but a 19 mm 12 pt socket will also work it must be a 12 point socket. Simply press the open end of the socket over the connector clips to disengage, then pull the connector through the cylinder head.
These can be stubborn and some force is required to release the connectors. Do NOT force the connector or attempt to pry it loose - plastic pieces may fall into the cylinder head if the connector breaks. The original Ford workshop manual calls for a 19 mm 12 pt socket to accomplish this task, but the OTC tool also works well. It works best to acquire an extra long 2. If it has not, use a small pick to retrieve it from the injector cup.
Slide the fuel injector into the injector cup in the cylinder head and start the Torx retaining bolt by hand. It will snap into place when it is fully seated. The connector may need to be rotated slightly to align and engage properly during installation. Always verify the connector is seated by attempted to push it back through the hole. See 6. Ensure that the nipple cups properly seat into the top of the injector.
Torque the standpipe to 33 ft-lbs. Begin by remove the transmission dipstick tube and positioning it aside zip tying to a nearby hose works well. The number one cylinder connector is particularly confined on and early model year engines, however the clip can be pressed inwards using a long flathead screwdriver. Remember, you do NOT have to remove the metal clip to release the connector - you can simply press it into the body of the connector. International changed the orientation of the metal clips in
0コメント