Credit for the first two paragraphs belongs to Josh Boggin (River City Diesel):

The main reason why the 6.0 is so picky about oil is because it is totally reliant on two electromagnets to shuttle the spool and control the oil to the injectors. The 7.3`s use a electromagnet also but a spring to return the poppet to the closed position. Obviously the spring will work much better to "cut" through the thick oil and close the oil flow.

Not only will running oil with too thick of a viscosity cause rough starts. But this also will interrupt the shuttle action of the spool causing injection timing to be retarded causing poor performance and decreased mileage until the oil is up to full operating temperature.

I "stole" it from another site. I thought it was worth sharing.

I also wanted to consolidate some info from another post for all those "future" members using the search function:

Common Symptoms of failing injector(s):

Typically when one injector fails, the engine is hard to start and is low on power. If two injectors fail starting will be very hard or the engine will not start at all. If you do manage to start the engine, it will be very low on power.

Diagnostic Tips:

• Before beginning any diagnosis or parts replacement, always determine if your truck's PCM and IDM (Injector Drive Module) have been updated to the latest software. Recent changes correct hard cold start/cold smoke/poor cold running issues by energizing the injector coils during glow plug operation in order to heat the oil in the injectors. Software is VERY important to 6.0L operation.
• If oil is very dirty, change it and see if operation improves.
• The 6.0L has many issues with electrical harnesses rubbing through - even the updated harnesses. The injector harnesses can rub through near the valve covers and either prevent an injector from firing or cause it to stay on all the time.
• Any time a 6.0L develops a stalling or a miss, check the problem out right away to prevent possible further damage!

Video on Bad Injectors:
http://www.youtube.com/watch?v=A2iqqU2eyAg
One on smoke from excess fuel (see post #43):
Page 5 - TheDieselGarage.com

Besides design issues, the #1 cause of 6.0L injector failure is poor maintenance! Because engine oil at very high pressure is used to operate the injectors, keeping the oil clean is absolutely essential to maximum injector life.


Good article on Fuel Pressure:
<TABLE style="WIDTH: 582pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=776 border=0 x:str><COLGROUP><COL style="WIDTH: 582pt; mso-width-source: userset; mso-width-alt: 28379" width=776><TBODY><TR style="HEIGHT: 12.75pt" height=17><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>http://fordpowerstrokeforums.com/downloads/Fuel-Pressure.pdf</TD></TR></TBODY></TABLE>

Also -
Might want to read those stickers on the engine and read the book where it says to NOT use starter fluid, thats a really good way to damage your engine, it leaves fairly telltale signs that makes it real easy to void engine warranty. The other thing to keep in mind is that the injector tips are actually cooled by the fuel passing through them, so if you put the ether to it the injectors can overheat resulting in plunger scuffing and injector failure.
<TABLE style="WIDTH: 671pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=894 border=0 x:str><COLGROUP><COL style="WIDTH: 671pt; mso-width-source: userset; mso-width-alt: 32694" width=894><TBODY><TR style="HEIGHT: 12.75pt" height=17><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 671pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=894 height=17>http://www.youtube.com/watch?v=sLJ1l-ydpxY&feature=related</TD></TR></TBODY></TABLE>
<TABLE style="WIDTH: 671pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=894 border=0 x:str><COLGROUP><COL style="WIDTH: 671pt; mso-width-source: userset; mso-width-alt: 32694" width=894><TBODY><TR style="HEIGHT: 12.75pt" height=17><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 671pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=894 height=17>

Video on draining your fuel tank (if you happen to fill it w/ gas)
http://www.youtube.com/watch?v=_vwBLuthHlQ&feature=related</TD></TR></TBODY></TABLE>

Stiction:
There is a small spool valve in the top of the injector that controls the flow of high oil pressure fed to the intensifier piston in the fuel injector. That spool valve only moves .017", back and forth, on and off every time the injector fires. Many factors play in to how well that valve works such as, oil temp, oil quality, normal wear, ambient temp, and many others. As this valve ages it polishes itself inside the bore of the spool valve and as the spool valve slams back and forth it can set up the condition like a suction cup, hanging the valve to one side or the other. This uncommanded uncontrollable condition is called stiction. Mostly its a rough run cold condition but in severe cases it can be a no start or pretty harsh misfire condition. Oil that stays inside the valve on a hot engine shutdown and is allowed to cool slowly in the injector can aggravate the condition on restart, so the newest reflash uses inductive heat after shutdown to keep the oil warm, keep its viscosity low, and maximize the oil flowability to purge the oil from them. It has worked fantastic. It is an excellent preventative measure.

Summary:
<TABLE style="WIDTH: 582pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=776 border=0 x:str><COLGROUP><COL style="WIDTH: 582pt; mso-width-source: userset; mso-width-alt: 28379" width=776><TBODY><TR style="HEIGHT: 12.75pt" height=17><TD class=xl26 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Prolong Injector Life:</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Change fuel filter at 10,000 miles, use OEM style filters</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Good quality fuel - purchase at high volume stations</TD></TR><TR style="HEIGHT: 22.5pt" height=30><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 22.5pt; BACKGROUND-COLOR: transparent" width=776 height=30>After filter change, remove air before starting: 3 cycles of (ignition on for 3 sec, ignition off for 15 sec).
Then ignition off for 3 seconds and START.</TD></TR><TR style="HEIGHT: 22.5pt" height=30><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 22.5pt; BACKGROUND-COLOR: transparent" width=776 height=30>Find a good additive for lubricity and in event of getting bad fuel (w/ water, low cetane, additives not added, etc).
According to the manual - use an additive when suspect fuel quality problems : non alcohol, water demulsifier</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Good links on Additives:</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Do diesel fuel additives really Work? How and Why ! - Truckinfo.net
<TABLE style="WIDTH: 634pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=845 border=0 x:str><COLGROUP><COL style="WIDTH: 634pt; mso-width-source: userset; mso-width-alt: 30902" width=845><TBODY><TR style="HEIGHT: 15.75pt" height=21><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 634pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 15.75pt; BACKGROUND-COLOR: transparent" width=845 height=21>http://www.johnfjensen.com/Diesel_fuel_additive_test.pdf</TD></TR></TBODY></TABLE>
</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Do not run your tank empty (below 45 psig fuel pressure ruins injectors)</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Install a fuel pressure gauge with an alarm point you can set. Stop if it drops below 45 psig</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Biodiesel is a great lubricity additive, just remember it can gel. Use an antigel additive, especially in winter</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>Mods -- ITP Return Regulated Fuel System (equal pressure to all injectors), FASS System - pressure control, air removal, also Air Dog w/ Raptor pump.</TD></TR></TBODY></TABLE>

Early Injectors: (White Top)
Ford Part Number: 3C3Z-9E527-AE
Fits 2002.5 - 2003 Ford Powerstroke 6.0L
International Part Numbers: 1843089C91, 1845879C91, 1843481C94, 1843481C95
Fits 2003 - 2004 International VT365 6.0L

Late Injectors: (Black Top)
Ford Part Number: 4C3Z-9E527-AA
Fits 2004 - 2006 Ford Powerstroke 6.0L
International Part Numbers: 1844751C2, 1846692C92
Fits 2004 - 2006 International VT365 6.0L and VT275 4.5L

 

Mark, you never cease to amaze me with your research and knowledge. Great info! Perverbial reps to you since I need to spread the love around. Thanks.

 

Thanks for another great post, Mark.

 

Here are four videos I found interesting:
Driveability concerns that lasts 3-5 minutes on cold start-up):
<TABLE style="WIDTH: 584pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=779 border=0 x:str><COLGROUP><COL style="WIDTH: 584pt; mso-width-source: userset; mso-width-alt: 28489" width=779><TBODY><TR style="HEIGHT: 25.5pt" height=34><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 584pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 25.5pt; BACKGROUND-COLOR: transparent" width=779 height=34>mms://multimedia.ford.com/seopts/Tech25_250k.wmv

<TABLE style="WIDTH: 327pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=436 border=0 x:str><COLGROUP><COL style="WIDTH: 327pt; mso-width-source: userset; mso-width-alt: 15945" width=436><TBODY><TR style="HEIGHT: 47.25pt" height=63><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 327pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 47.25pt; BACKGROUND-COLOR: transparent" width=436 height=63>Injector Diagnosis
mms://multimedia.ford.com/seopts/Tech12_250k.wmv

6.0L Fuel & High Pressure Oil Sub-System Diagnostics
</TD></TR></TBODY></TABLE>
<TABLE style="WIDTH: 327pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=436 border=0 x:str><COLGROUP><COL style="WIDTH: 327pt; mso-width-source: userset; mso-width-alt: 15945" width=436><TBODY><TR style="HEIGHT: 12.75pt" height=17><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 327pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=436 height=17 x:str="mms://multimedia.ford.com/fordstar/61914.wmv ">mms://multimedia.ford.com/fordstar/61914.wmv </TD></TR></TBODY></TABLE>

<TABLE style="WIDTH: 327pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=436 border=0 x:str><COLGROUP><COL style="WIDTH: 327pt; mso-width-source: userset; mso-width-alt: 15945" width=436><TBODY><TR style="HEIGHT: 12.75pt" height=17><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 327pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=436 height=17>Miscellaneous: Stiction, Injector Buzz test, Diagnostics, etc
mms://multimedia.ford.com/seopts/Tech25_250k.wmv
</TD></TR></TBODY></TABLE>


Also - link to "Injector Balloon test"
https://www.ford-trucks.com/forums/799530-how-to-test-ipr.html
</TD></TR></TBODY></TABLE>

 

Great post Mark! As usual. I tried to rep 'ya but I've got to spread the love some more first. Kudos!

 

Great info. Thanks

 

A little more consolidation ..........

<TABLE style="WIDTH: 582pt; BORDER-COLLAPSE: collapse" cellSpacing=0 cellPadding=0 width=776 border=0 x:str><COLGROUP><COL style="WIDTH: 582pt; mso-width-source: userset; mso-width-alt: 28379" width=776><TBODY><TR style="HEIGHT: 38.25pt" height=51><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 38.25pt; BACKGROUND-COLOR: transparent" width=776 height=51>The difference between original C94 & new C95 was internal change to clevis. Had to do with plunger suffering from side loading which then causes raw fuel to flood and enter the engine oil crankcase. Design improvements aimed at preventing scuffing.</TD></TR><TR style="HEIGHT: 6pt; mso-height-source: userset" height=8><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 6pt; BACKGROUND-COLOR: transparent" width=776 height=8></TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" width=776 height=17>There are no physical fitment differences between the injectors, but I would not intermingle them.</TD></TR><TR style="HEIGHT: 6pt; mso-height-source: userset" height=8><TD class=xl25 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; WIDTH: 582pt; BORDER-BOTTOM: #d4d0c8; HEIGHT: 6pt; BACKGROUND-COLOR: transparent" width=776 height=8></TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" height=17>Along with the clevis re-design mentioned above (which helps prevent scuffing) one additional change below:</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl24 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" height=17>Change in 2004 from the 2003 design:</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl26 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" height=17>DLC (Diamond Like Carbon) Coated Plunger</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl27 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" height=17>• The injector plunger has had a DLC coating applied to it</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl27 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" height=17>• The coating will further increase the robustness of the injector against poor fuel quality/water intrusion and will reduce the risk of internal scuffing.</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl28 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" height=17>Note: This injector has different operating characteristics and can not be interchanged with non DLC injectors.</TD></TR><TR style="HEIGHT: 12.75pt" height=17><TD class=xl28 style="BORDER-RIGHT: #d4d0c8; BORDER-TOP: #d4d0c8; BORDER-LEFT: #d4d0c8; BORDER-BOTTOM: #d4d0c8; HEIGHT: 12.75pt; BACKGROUND-COLOR: transparent" height=17>Installing the incorrect injector could cause Erratic or rough engine operation.</TD></TR></TBODY></TABLE>

 

tsb-06-2-13
IF THE VEHICLE RUNS ROUGH OR HAS A MISFIRE WHEN THE ENGINE IS AT OPERATING TEMPERATURE, DIAGNOSE THOSE CONCERNS BEFORE PROCEEDING WITH THIS TSB.

https://www.ford-trucks.com/tsb/full...hp?tsb=06-2-13

 

I found this in a recent search ,,,, The above TSB has been replaced w/ the TSB (tsb-08-26-03) in the link below:

http://www.justanswer.com/uploads/ti...sb08-26-03.pdf

Taken from the link above:

An improperly operating vehicle battery(s) or charging system can cause additional operating loads to the internal components of the FICM module, due to low power supply voltages. Glow plug operation, vehicle accessories (factory and non-factory installed), and hot and cold temperatures can also put additional requirements on the vehicles electrical, battery and charging system. This can result in shortened FICM module life.

The FICM module contains two major internal components, the main circuit board and a DC-DC converter. The DC-DC converter is the device that amplifies battery voltage to 48 volts (V) to operate the injectors.

Not wanting to generalize or oversimplify, but it looks like many injector jobs in the past should have been FICM jobs!

 

Great post once again Bismic.Thanks

 

More good articles:

http://www.fordtechservice.dealercon...l-Pressure.pdf

http://www.fordtechservice.dealercon...FICM_Guide.pdf

http://turbodieselforums.com/diesel_2.pdf

http://turbodieselforums.com/diesel_4.pdf

 

Great info once again Mark! I tried to rep you but I've got to spread some first. Catch you on the next round. Thanks again - another great post to bookmark.

 

Page 51 - cylinder balance test (from Brickie)

http://turbodieselforums.com/downloa...004%20Book.pdf

 

PowerStroke This one has the evolution of powerstroke injectors up to the 6.0L.

 

I left this one out -

6.0L Powerstroke Injectors