The Industrial Injection II901-R3 Fuel Injector is a maximum-effort, competition-level 225cc / 100% nozzle HEUI hybrid fuel injector engineered specifically for 2003–2007 Ford Super Duty trucks, Excursions, and E-Series vans equipped with the 6.0L Powerstroke diesel engine. Flowing 225cc of fuel with extrude-honed 100% over-stock nozzles, this injector utilizes a precision-machined hybrid intensifier plunger and barrel assembly. By converting to a hybrid configuration, it reduces the high-pressure oil demand per volume of fuel delivered, allowing your high-pressure oil pump (HPOP) to sustain full Injection Control Pressure (ICP) at wide-open throttle while generating 650 to 700+ rear-wheel horsepower.

Quick Specs & Kit Inclusions

• Application: Competition / High-Performance HEUI Hybrid Fuel Injector
• Flow Volume & Nozzle Size: 225cc fuel capacity / 100% over-stock extrude-honed nozzle orifices
• Horsepower Rating: Capable of supporting 650 to 700+ RWHP with matching air, fuel, and custom tuning
• Design Architecture: Hybrid intensifier plunger and barrel (lower high-pressure oil consumption per CC of fuel compared to conventional A-code/intensified injectors)
• Body Construction: Factory-machined solid body design (no welded ports, external sleeve plugs, or check-ball modifications)
• Internal Upgrades: 100% new precision spool valves, brand-new vented coil solenoids, premium precision-matched plungers/barrels, and extrude-honed nozzle assemblies
• Emissions Status: Dedicated competition/racing use; check local and federal regulations
• Quantity Note: Sold individually (8 required for complete V8 engine set; subject to refundable core deposit)
• Direct Interchange Part Numbers: Industrial Injection II901-R3, IIS-II901-R3, 901-R3, II901R3
• What's in the Box: (1) Industrial Injection 225cc/100% Hybrid Fuel Injector, (1) Pre-Installed High-Temperature Viton Body O-Ring Kit, (1) High-Pressure Oil Inlet Cushion D-Ring, and (1) Solid Copper Combustion Crush Washer

Required Supporting Modifications

Because 225cc/100% injectors deliver massive fuel volume over a shortened injection window, the following supporting hardware is mandatory for proper operation, component longevity, and engine safety:

• Custom Tuning: Custom ECM/FICM tuning (SCT, HP Tuners, etc.) is strictly required to adjust pulse width, SOI (Start of Injection), and injection timing.
• Low-Pressure Fuel Supply System: An aftermarket fuel delivery system (such as an AirDog II-5G or FASS Titanium 165GPH to 250GPH) maintaining a steady 60–65 PSI under full load to prevent injector plunger cavitation.
• Regulated Return Kit: A fuel bowl delete / regulated fuel return kit to eliminate dead-head fuel rails and prevent rear cylinder starvation (#7 and #8).
• Turbocharger Upgrades: Single large-frame turbocharger (66mm–69mm or larger) or a compound turbo setup (e.g., 62mm/75mm) to supply sufficient airflow and prevent excessive EGTs.
• Head Studs & Valve Train: ARP 2000 or Custom Age 625+ head studs, heavy-duty pushrods, and upgraded valve springs are mandatory to handle high peak cylinder pressures.

Problem Solved: Curing HPOP Pressure Drop, Long Injection Duration & Excessive Heat

On a factory 6.0L Powerstroke injector, the intensifier piston uses a 7:1 oil-to-fuel ratio, demanding massive amounts of high-pressure engine oil to push fuel through the nozzle. When stepping up to large-displacement standard injectors, the stock high-pressure oil pump simply cannot maintain volume, causing ICP to collapse below 2,500 PSI at wide-open throttle, leading to extended pulse widths, poor fuel atomization, uncontrolled smoke, and melting EGTs. The Industrial Injection II901-R3 hybrid design changes the internal plunger geometry to a lower multiplication ratio, significantly reducing oil consumption. This allows the factory HPOP to maintain maximum command pressure (3,800–4,000 PSI), while the 100% extrude-honed nozzles empty the entire 225cc fuel charge quickly into the combustion bowl for peak torque and lower exhaust temps.

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: Turn off the ignition and disconnect both negative battery cables. Remove intake ducting, cold-air intake, intercooler (CAC) piping, valve covers, and the high-pressure oil rail using a dedicated socket to expose the fuel injectors. Fluid Extraction: Thoroughly suction out all standing engine oil and fuel pooled in the high-pressure oil rail pockets and injector bores before loosening the hold-down bolts to prevent fluid from draining into open cylinders. Injector Removal: Disconnect the FICM electrical plug using an injector connector release tool. Unbolt the hold-down clamp, and remove the existing injector using a vertical puller tool. Confirm the copper crush washer extracted with the injector and did not remain stuck in the cylinder head cup. Bore Preparation: Clean out the brass cylinder head cup using a dedicated 6.0L bore brush and vacuum. The bottom copper seating face must be 100% clean, dry, and bare metal to prevent compression leakage. Pre-Lube & Inspection: Verify the new Viton body O-rings and solid copper crush washer are seated properly on the II901-R3. Lightly coat the external body O-rings and top oil inlet cushion seal with clean engine oil. (Do not apply oil or grease to the copper crush washer face). Injector Installation & Seating: Slide the 225cc hybrid 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 squarely over the injector shoulder and hand-thread the fastener into the cylinder head threads. Torque to factory specification: T40 Torx Fastener (18mm Dowel Heads): 24 ft-lbs (33 Nm) T45 Torx Fastener (20mm Dowel Heads): 26 ft-lbs (35 Nm) Final Assembly & 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 locked, 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, flash the required custom hybrid tune, and verify ICP and fuel pressure during initial startup.