Well after having my truck back for a month after having the turbo rebuilt along with a few other things, the truck is back in the shop. Symptoms: 1) Under cold start, white smoke and darker smoke mixed 2) No power at all when cold. Cannot pull out into traffic. 3) After warm, still under powered with a stutter and a miss 4) Inconsistent idle at timesTech says that it is fuel related. They believe it is possibly an injector problem... I had two injectors replaced at 30K miles truck now has 53K miles on it. The tech said that they are going to replace or install a Banjo Bolt as per Ford. I have no clue what that is or what it does to the fuel. If that fails to solve the problem they will begin to check the injectors one by one.

 

Out of curiousity, what oil do you use?

 

Banjo Bolt is what conects the fuel line to the head.

 

I was running Mobil 1 turbo diesel for the life of the truck. In the last oil change they went back to conventional oil because ford did it on their own when they rebuilt the turbo. On the next oil change I think I might go back to Mobil 1.

Does anyone think the Banjo valve is a solution to these problems? I think I won't be getting my truck back without a few new injectors.

 

Sounds like a bad injector to me.

 

Hi,

If a failing injector is suspected...I recommend Hot Shot's Secret before replacement.

The product is fully guaranteed and was designed to correct the stiction issue that is at the heart of the injector failure issue in the 6.0.

You can find more info at Lubrication Specialties | Diesel Motor Oil | Primrose Engine Oil | Fuel Additives | Oil Additives | Engine Restore|

I hope you get your issue resolved soon.

Dan

 

yeah these 6.0s are junk. i have had injectors replaced on four occasions and i only have 90k on the truck. i am trying to get rid of it but the dealer only offered me 13 for it. the cold seems to be the hardest on mine.

 

Ya... I was offered 15 for mine, and it has 53K miles on it and its an 06'.

I already did the Hot Shots, and although I think it is good stuff, I can't see using it every oil change to mask a problem that is very real with the fuel system in this truck. I definitely it is an injector, or multiple injectors.

Would going to a larger injector make any difference? Like if I upgraded to Spartan injectors? Maybe it is just an issue with Ford injectors?

 

your truck will be rusted out and delapotated with 5 million miles on it before you ever even get a return email or call from spartan.

 

Lax are you running dino oil?

 

You don't really have to go larger injectors, you can just get for a lack of a better term "aftermarket injectors". They really aren't aftermarket though, more like modified factory injectors, but I didn't want to use the term modified because that to means larger nozzle and you don't have to do larger nozzle.

Full Force Diesel is where Matt get's his injectors and that is what I have in my truck(Ryan Casserly is a local to me(owner of Full Force), so that works out for me).

Also I would recommand ITP's Fuel Regulated Return especially if your going to go with modified injectors, but even if you stick with the stock ones. That would fix the fuel delivery system problems that the 6.0s have.

Strange you would say that. I talk to him all the time. Last time I did was around 1 yesterday.

I think he said his dealer brought him back to dino oil when they did his turbo rebuild, but he was running mobil 1 syn. Now if I recall correctly you really aren't supposed to go back to dino oil once you start running syn. but I could be wrong about that. I really don't have any intention of going back to regular dino oil, so I wasn't going to test that.

 

I am wondering if the switch from synthetic back to dino is what caused the injector problems? Who knows. So how does this ITP fuel regulated return system work? I am very curious.
I actually took the truck out of the shop, since they werent working on it yet and we are about to get 6" of snow or so. So after the weather passes it will be back in the shop. It has enough power to plow still. I know that when I bring it back they will end up changing one or two of the injectors, when all of them should be changed. The others will just be within tolerance but will fail shortly after. Thats what is making me want to get some other injectors and just pay for some labor and get them all done since they will be testing each injector anyway.

 

There should be no problems from going back and forth from syn. or dino oil. Guess what blends are?

 

Like I said, that's what I heard I had no personal testing to back that up and since I have no reason to even run a blend or go back to the dino stuff I probably won't be testing to see if that's true or not.

RR kit provides constant fuel pressure to all the injectors. There is what is called a "dead-heading" problem with the current stock setup and that prevents all the injectors from getting constant(and good) pressure to all the injectors.

Also, with regard to modified injectors, Cass does coat his injectors that is to help deal with stiction issues with these injectors as well. I will say this though, if your going to play with modified injectors(stage 1's on up), your going to eventually need to upgrade your fuel pump as well. With mine it took 2 months before the stock pump went dead, but it did go dead. Also you want to add an in-cab fuel psi gauge as well. The RR kit comes with one, but it only hooks up to the regulator and it stays under the hood and that doesn't help you when your driving and having the in-cab gauge let me know when my fuel pump was on it's way out. Highly recommend doing the in-cab gauge.

 

Hi,

Always great to hear from our customers

We believe Hot Shot's Secret is the remedy for the problem.

I have cut out a section of an article that we are working on for this blog which better defines what the real issue is and why Hot Shot's Secret is such and amazing go-to remedy for this engine.

"To increase the efficiency in modern diesel engines, manufacturers have increased the pressure at the tip of the injector. This increase provides for a better, more efficient burn with added power. Older injectors would put out 1,200 psi at the injector tip but the new diesel engines put out 26,200 psi at the tip. To achieve this increase in pressure the manufactures had tighten the tolerance inside the injector. This increased the friction and temperature. The higher temperatures have a burning effect on the engine oil. A layer of oxidized oil and additives form, slowing down the injector and eventually stopping it altogether."

Taken a step further...one would have to wonder if a lot of the other issues with the 6.0 don't tie back to the lubrication-injector failure dynamic? I was thinking about this the other day. What about the EGR issue that seems so prevalent? Could that be from an inefficent or malfunctioning fuel system? What about issues as far as the HPOP??? Or how about the turbo issues??? Could these all be related???

Our customers who are using the Blue Diamond product as well as Hot Shot's Secret on a regular basis have high mileage vehicles (some with 500K+) and are very pleased with the results. We hear words like "a quieter engine, no turbo lag, better fuel mileage, easy starts etc..."

The only claim we can make is that we know that the product corrects the stiction issue and this in turn helps the engine to run more efficiently. It was designed independently and tested by International for this purpose. It was given a thumbs up because of its effectiveness.

We hope to have the article online for everyone's viewing sometime in the next week.

In the meantime feel free to give Chris a call with your questions or comments or check us out on the web at Lubrication Specialties | Diesel Motor Oil | Primrose Engine Oil | Fuel Additives | Oil Additives | Engine Restore|

We really do enjoy hearing from everyone with feedback about Hot Shot's Secret or any of our other products.

Thanks!

Dan