The Ford 3C3Z-9229-AA (Motorcraft CM-5055) Fuel Injector O-Ring Kit is the genuine factory OEM replacement reseal pack engineered specifically for 2003–2010 Ford Super Duty trucks, Excursions, and E-Series vans equipped with the 6.0L Powerstroke diesel engine (as well as 4.5L LCF and International Navistar VT365/VT275 applications). Designed to service a single G2.8 HEUI fuel injector, this authentic Ford Motorcraft kit provides factory-original fluorocarbon external body O-rings, the upper high-pressure oil inlet cushion D-ring, and a solid copper combustion nozzle crush washer to maintain positive fluid isolation across the fuel supply rail, high-pressure oil circuit, and combustion chamber.

Quick Specs & Kit Inclusions

• Application: Genuine factory OEM external body seal and combustion washer refresh kit for one (1) G2.8 HEUI fuel injector
• Elastomer Formulation: OEM-spec high-temperature fluorocarbon (Viton / FKM) compound engineered to withstand continuous engine oil heat exceeding 250°F and resist diesel/biodiesel fuel degradation
• Combustion Washer: Factory-annealed solid copper crush washer designed to yield evenly under OE hold-down clamp loads
• Quantity Note: Services one (1) fuel injector; complete V8 engine reseal requires eight (8) kits total
• Emissions Status: 50-state legal (genuine OE replacement sealing assembly)
• Direct Interchange Part Numbers: Ford 3C3Z-9229-AA, 3C3Z9229AA, Motorcraft CM-5055, CM5055, Navistar 1843682C91, Alliant Power AP0002
• What's in the Box:
  • (1) Genuine Ford Upper Body O-Ring
  • (1) Genuine Ford Lower Fuel Rail O-Ring
  • (1) Genuine Ford High-Pressure Oil Inlet Cushion D-Ring Seal
  • (1) Genuine Ford Solid Copper Combustion Tip Crush Washer

Problem Solved: Curing Crankcase Fuel Dilution, Hot No-Starts & Combustion Blow-By

Whenever a 6.0L fuel injector is extracted—whether for injector replacement, cylinder head service, glow plug access, or high-pressure oil rail repair—the factory elastomeric seals and copper washer take a permanent compression set and cannot be reused. Reinstalling an injector with crushed or heat-fatigued seals results in severe engine issues:

• Lower Body O-Ring Failure: Pressurized diesel fuel (55–65 PSI) pushes past the lower seal into the crankcase, causing engine oil fuel dilution, rising dipstick levels, thinned viscosity, and catastrophic rod and main bearing failure.
• Combustion Tip Washer Failure: High-pressure combustion soot blows past the nozzle seat, scorching the lower body O-ring, carbon-fouling the fuel passages, aerating the fuel system, and eroding the brass cylinder head sleeve.
• Upper Oil Inlet D-Ring Deterioration: High-pressure engine oil (up to 4,000 PSI) leaks into the rocker carrier rather than driving the intensifier piston, resulting in extended hot cranking, erratic idle, or failure to build the required 500 PSI ICP starting pressure.

The genuine Motorcraft 3C3Z-9229-AA kit resolves these failure points by restoring original factory-blueprint sealing elasticity and heat resistance.

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
• 2004–2008 Ford F-650 / F-750 Super Duty (VT365 Diesel Engine)
• 2006–2010 Ford LCF (Low Cab Forward) 4.5L V6 Diesel
• 2003–2007 International / Navistar VT365 and VT275 Engines

Safety & Workspace Teardown: Turn off the ignition and disconnect both negative battery cables. Remove intake ducting, upper intercooler (CAC) piping, valve covers, and the high-pressure oil rail to expose the fuel injectors. Injector Extraction & Seal Removal: Unbolt the hold-down clamp, release the FICM harness connector, and lift the injector straight out of the cylinder head. Using a brass or plastic pick, remove the old external body O-rings and top oil inlet D-ring. Remove the old copper washer from the nozzle tip (verify that the old washer did not stick to the bottom of the brass injector cup). Groove & Nozzle Cleaning: Clean the external injector body grooves and nozzle exterior thoroughly using lint-free shop cloths and brake cleaner to remove dried carbon deposits, oil varnish, and grit. Bore Inspection: Thoroughly clean and inspect the cylinder head brass injector cup using a dedicated bore brush and vacuum. The bottom copper seating shoulder must be 100% clean, dry, and bare metal to guarantee a leak-free combustion seal. New Seal Installation: Lightly coat the new genuine Ford Viton body O-rings and upper oil inlet seal with clean engine oil (15W-40 or 5W-40). Roll the body O-rings into their designated upper and lower grooves, ensuring they sit flat without twisting or spiraling. Seat the high-pressure oil cushion D-ring firmly into the top inlet pocket. Slide the new solid copper crush washer onto the injector tip, using a tiny dab of clean grease to retain it during installation. Injector Insertion: Carefully guide the injector straight down into the cylinder head bore by hand, aligning the alignment dowels squarely. Firmly press down on the injector shoulder until it seats fully against the bottom of the cup. Hold-Down Torquing: Position the hold-down clamp over the injector and hand-thread the fastener into the cylinder head. Torque to factory specification: T40 Torx Bolt (18mm Dowel Heads): 24 ft-lbs (33 Nm) T45 Torx Bolt (20mm Dowel Heads): 26 ft-lbs (35 Nm) Final Assembly & Fuel Priming: Reinstall the high-pressure oil rail (torque oil rail bolts to 10 ft-lbs / 13 Nm), connect all FICM injector harness plugs until the wire bails snap securely, and reinstall the valve covers. Reconnect battery terminals, cycle the ignition key (KOEO) 4 to 5 times for 30 seconds each to purge air from the fuel rails, then start the engine and verify smooth, leak-free operation.