The Alliant Power AP0002 Fuel Injector Seal Kit is an OEM-spec replacement external reseal package 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 during installation or maintenance, this kit supplies high-temperature fluorocarbon (Viton) external body O-rings, an upper high-pressure oil inlet cushion D-ring, and a precision-annealed solid copper combustion crush washer to maintain positive fluid isolation across the fuel supply rail, high-pressure oil circuit, and combustion chamber.

Quick Specs & Kit Inclusions

• Application: External body reseal and combustion washer pack for one (1) G2.8 HEUI fuel injector
• Elastomer Grade: High-grade fluorocarbon (FKM / Viton) formulated to resist oil degradation, high-sulfur and biodiesel fuels, and continuous operating temperatures exceeding 250°F
• Combustion Washer: Precision-stamped, annealed solid copper crush washer designed to yield evenly under factory hold-down clamp torque
• Quantity Note: Services one (1) fuel injector; complete V8 engine overhaul requires eight (8) kits total
• Emissions Status: 50-state legal (direct mechanical replacement sealing component)
• Direct Interchange Part Numbers: Alliant Power AP0002, Ford 3C3Z-9229-AA, Motorcraft CM-5055, Navistar 1843682C91, Mahle GS33711, Bostech BT7102102, Dorman 904-207
• Warranty: Backed by Alliant Power’s standard 24-month, unlimited-mileage warranty
• What's in the Box:
  • (1) Upper External Body O-Ring
  • (1) Lower Fuel Rail External Body O-Ring
  • (1) High-Pressure Oil Inlet Cushion D-Ring Seal
  • (1) Solid Copper Combustion Tip Crush Washer

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

Whenever a 6.0L HEUI injector is extracted from the cylinder head, the elastomeric body seals and copper crush washer take a permanent heat and compression set. Reinstalling injectors with flattened or heat-fatigued seals results in severe operational failures:

• Lower Body O-Ring Degradation: Pressurized diesel fuel (55–65 PSI) bypasses the seal into the crankcase, causing engine oil fuel dilution, rising oil levels on the dipstick, thinned lubrication viscosity, and catastrophic bearing failure.
• Combustion 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 injector cup.
• Upper Oil Inlet D-Ring Wear: High-pressure oil (up to 4,000 PSI) leaks into the rocker carrier rather than driving the intensifier piston, causing extended hot cranking, erratic idle, or failure to build the required 500 PSI ICP starting pressure.

The Alliant Power AP0002 kit completely resolves these failure modes by restoring factory-blueprint sealing tolerances and high-temperature material elasticity.

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 using a dedicated socket to expose the fuel injectors. Injector Extraction & Old 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 remain behind in the bottom of the brass injector cup). Groove & Nozzle Cleaning: Clean the 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 Preparation: 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 Alliant Power 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.