The SBI 240-1034 Fuel Injector Cup (Injector Sleeve) is a precision-machined, OEM-specification replacement cylinder head sleeve engineered specifically for 2003–2007 Ford Super Duty trucks, Excursions, and E-Series vans equipped with the 6.0L Powerstroke diesel engine (as well as International Navistar VT365 applications). Manufactured by Silver Seal Products / SBI to exact dimensional tolerances, this heavy-duty brass injector cup isolates the fuel injector body and high-pressure fuel rail passages from the surrounding cylinder head engine coolant jacket, restoring positive thermal transfer and permanent fluid separation.

Quick Specs & Kit Inclusions

• Application: Cylinder head fuel injector sleeve / coolant barrier cup
• Material Construction: High-conductivity, corrosion-resistant naval brass alloy engineered for extreme thermal expansion cycling
• Quantity Note: Sold individually (each cylinder head requires four [4] cups; complete engine overhaul requires eight [8] cups total)
• Installation Requirement: Requires specialized 6.0L injector cup removal and installation/driver tools, along with retaining compound/sealant (such as Loctite 620 retaining compound or Motorcraft equivalent)
• Emissions Status: 50-state legal (direct OE mechanical replacement)
• Direct Interchange Part Numbers: SBI 240-1034, Ford 3C3Z-9F538-AA, Navistar 1841785C1, Dorman 904-209
• What's in the Box: (1) SBI 240-1034 Brass Fuel Injector Cup

Problem Solved: Curing Fuel in Coolant, Overpressurized Degas Bottles & Overheating

A common and damaging mechanical failure on the 6.0L Powerstroke is a cracked or compromised fuel injector cup. Due to thousands of thermal expansion cycles and intense combustion heat around the injector tip, the factory brass sleeve can develop hairline cracks, or the factory retaining sealant can degrade at the upper and lower cylinder head sealing lands. Because low-pressure fuel rail supply (55–65 PSI) is significantly higher than engine cooling system pressure (16 PSI), pressurized diesel fuel forces its way past the cracked sleeve directly into the cylinder head coolant passages. This leads to diesel fuel contaminating the degas bottle, degraded rubber radiator hoses, cooling system overpressurization, and severe engine overheating. In reverse, when the engine is shut down, residual cooling system pressure can push coolant into the fuel rail, hydrolocking cylinders or ruining expensive HEUI fuel injectors. Installing SBI 240-1034 injector cups with fresh retaining compound permanently seals the coolant jacket and stops cross-contamination.

Fitment

• 2003–2007 Ford F-250 Super Duty 6.0L Powerstroke Turbo Diesel
• 2003–2007 Ford F-350 Super Duty 6.0L Powerstroke Turbo Diesel
• 2003–2007 Ford F-450 Super Duty 6.0L Powerstroke Turbo Diesel
• 2003–2007 Ford F-550 Super Duty 6.0L Powerstroke Turbo Diesel
• 2003–2005 Ford Excursion 6.0L Powerstroke Turbo Diesel
• 2004–2010 Ford E-Series Vans (E-350 / E-450) 6.0L Powerstroke Turbo Diesel
• 2003–2007 International / Navistar VT365 Engines

Safety & Workspace Teardown: Disconnect both negative battery cables and drain the engine cooling system completely from the radiator petcock and engine block drain plugs. Remove the valve covers, high-pressure oil rail, and the fuel injector from the target cylinder. Old Cup Extraction: Thread a dedicated 6.0L injector cup puller/tap tool into the old brass sleeve. Tighten the puller screw against the bridge plate to draw the damaged cup straight up out of the cylinder head bore without scoring the internal casting walls. Bore Preparation & Degreasing: Clean the upper and lower machined lands of the cylinder head bore thoroughly. Use dedicated bore brushes, brake cleaner, and lint-free shop cloths to remove all carbon deposits, scale, and old anaerobic retaining compound. The metal must be 100% dry, bare, and oil-free for proper chemical bonding. Retaining Compound Application: Apply a continuous, uniform 360-degree bead of high-temperature cylindrical retaining compound (such as Loctite 620 or Ford retaining compound) to the upper and lower outer sealing lands of the new SBI 240-1034 brass cup. Do not apply excess compound to the tip area where it could migrate into the combustion chamber or injector tip seat. Cup Installation: Place the new cup onto a dedicated 6.0L injector cup driver tool. Drive the sleeve squarely and steadily down into the cylinder head bore until it bottoms out solidly against the factory machined shoulder stop. Compound Cure Time: Allow the anaerobic retaining compound to cure fully per manufacturer specifications (minimum 2 hours, ideally 12–24 hours before filling with coolant or applying fuel pressure). Injector Reinstallation: Install the fuel injector using brand-new external O-rings and a fresh copper crush washer. Torque the injector hold-down clamp bolt to 24 ft-lbs (33 Nm). Reassemble the high-pressure oil rail and valve cover. Cooling Flush & Verification: If diesel fuel previously contaminated the cooling system, flush the system thoroughly with a heavy-duty cooling system degreaser/cleaner before refilling with fresh 50/50 coolant. Pressure-test the cooling system to 15 PSI to verify complete, leak-free sealing before initial engine start.