Ford 6.0 Injectors

The Ford 6.0 injectors are known to be problematic and can be very expensive to replace. Most of the failures have been related to the oil side of the injector that uses crankcase oil pressurized to approx. 3000 psi to fire the injector. With using crankcase oil in the small passages in the injectors you can restrict the passages with oil varnish, oil deposits and soot in suspension in the oil. As the deposits build up in the oil passages the volume and pressures will be effected resulting in the injector firing compromised. The easiest way to see this is to check cylinder balancing rate, you'll be able to see the adjustments to firing made to keep everything even. Utilizing BG's 109 product prior to an oil service will clean those oil passages to great effect slowly dissolving and dispersing the varnishes and deposits. You will see the improvement to cylinder balancing rates in a very impressive manor in scan tool data with an improvement to driveability. Post oil change utilizing a very high quality full synthetic oil like BG's 716 Shear Power and the DOC oil conditioner will reduce the rate at which the oil deposits can form and attach to surfaces in a oil passage.

Here are some TSBs relating to this issue as well as other Ford 6.0 info...

TSB for stiction

TSB for failure and preventive maintenance

BG Air Intake System Cleaner

The BG air intake system cleaner is a very effective way of removing carbon deposits from the intake system. Intakes manifolds will gum up with a combination of fuel vapors and PCV gases leaving a layer of deposits on everything. This layer can disturb the air flow in the intake as well as hinder correct operation of sensors and mechanical devices in the intake. It can put a layer of deposits on the air intake temperature sensor wire effectively insulating it from current intake temps sending false info to the ECU. It can build up behind the throttle plate requiring the throttle plate to increase opening percentage to achieve the same amount of airflow at idle. These are both very common in the 1.8T motor used by VW and Audi. Both of these issues can lead to poor driveability and poor fuel economy. When performing this service the technician has to be very mindful of the simple fact that you are introducing 22oz of fluid into a running engine and being mindful and logical will be your key to success.

A recent Goss' Garage spot on the well respected motor week went over the BG induction, I thought it should shared.

BG Air Intake System Cleaner, Part No. 206

The correct balance of fuel and air entering the combustion chamber is crucial to engine
performance.

The air throttle body assembly controls the air flow into the intake ports where the air
mixes with atomized fuel and swirls into the combustion chamber. Heavy deposits build
up on the back side of the throttle plate, around and behind the plate and in the idle air
control.

BG Air Intake System Cleaner is an extremely effective solvent/degreaser formulation
that quickly removes sticky, heavy deposits which accumulate in the air throttle body
assemblies and plenums of modern, multi-port fuel injected engines. Cleanup reduces
harmful exhaust emissions and restores engine performance. Catalytic converter and
oxygen sensor safe.


And the often discussed 211

Autmotive Business by the Numbers

This is a great webinar for any shop owner, service manager, service advisor or technician.

Gasoline Direct Injection

This is a great piece of Gasoline Direct Injection info from BG and Gary Smith especially for the Audi/VW techs. Contact me if you would like the full file.

Scan Tool and BG Services

Determining the vehicle needs.

The first step is to determine the vehicle needs by using the appropriate scan tool to access OBD readings. Carefully document all readings that can be accessed.

Once all data is documented you’ll review the readings to determine the readings that are out of a normal range for that vehicle. 

Use the readings to determine the type of service needed. The results will determine if an injection service(2910K), induction service(2902) or a combination of the two(2901/2914K) are needed to get the vehicle back into the normal range.

Verify the improvement by checking and documenting scan tool readings again when finished with the service and road test. Go over with the service advisors explaining why the results changed the way they did so it can be accurately relayed back to the customer/client. More info on deposits and DTCs.

Fuel Injection Service (2910K/2901/2914K)

Needle Valve- Deposits can build up in the needle valve leading to a poor and inconsistent spray pattern. The deposits can also restrict flow. A poor spray pattern can result in incomplete combustion and a rich condition from poor fuel atomization or even a lean condition depending on rate of fuel burn.

Injector Pulse Width- Is the number of mili-seconds the injector is open and spraying fuel. Standard varies but a good rule of thumb would be a 2.0-4.0 ms range.

Ignition Timing- Is the timing of the spark in relation to the crankshaft position. This is a value controlled by the ECM/ECU and the Knock sensor. The higher this value the better the vehicle is running. As deposits build up on the tops of the pistons the compression ratio goes up. With the higher compression ration the vehicle can run into pre-ignition issues. The knock sensor detects the pre-ignition and will retard the timing until there is no longer a knock concern. This happens very gradually and the vehicle never noticeable loses power. You’ll see values in the 10-2 degrees before tdc range and post road test you should see the value in the 13-14 range. This is service is best taken care of with the injection service.

Induction/Air Intake Service (2901/2902/2914K)

Throttle Position- The throttle position is the measured opening percentage of the throttle plate. As intake manifold deposits build up the throttle plate will need to open more to overcome the restriction of the built up deposits. This is a value that you can see as high as 7-8% without throwing a check engine light. After an induction service you should see it at 0.8-1.8%. This is something that can be monitored actively during service and usually remedied with the first can of 206.

Temperature Sensor- When looking at the temp sensor with the scan tool you’ll need to verify that the sensor is located in the intake manifold and not in the mass air flow sensor or the air intake tube. If it is located in  the intake manifold it is susceptible to the same intake deposits that the throttle actuator is effected by. The sensor operates by reading the change in resistance across a thin wire at different temperatures. As the deposits build on the wire it becomes insulated to the changes in temperature. This leads to a incorrect fuel mixture which will hurt efficiency and economy.

Calculated engine load- Determined by a combination of different sensors. Mostly Mass air flow readings in regards to current air volume compared to maximum air flow. Throttle position, Intake manifold pressure, Air intake temps sensor and coolant temp all factor in to the reading. This reading you can see as high as 30% in some vehicles but is usually lowered substantially utilizing a BG service. Also once the injection and induction services have been completed you can do a mass air flow sensor cleaning and  possibly lower it the percentage more. This can be greatly effected by a vacuum leak so make sure the reading is taken before and after an induction service with the S-tool. The small vacuum leak between the boot and S-tool will effect this number.