The Ford 3C3Z-9F538-AA Fuel Injector Sleeve Cup is the genuine Motorcraft/Ford Original Equipment Manufacturer (OEM) cylinder head sleeve 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 Ford LCF 4.5L and Navistar VT365/VT275 applications). Precision-drawn from OEM-grade thermal-conductive brass alloy to strict factory blueprinted tolerances, this sleeve lines the injector bore in the cylinder head casting, forming the vital liquid barrier between engine coolant and the low-pressure fuel supply rails.

Quick Specs & Kit Inclusions

• Application: Cylinder head fuel injector sleeve / coolant barrier cup
• Material Composition: Genuine OEM naval brass alloy engineered for continuous high-temperature thermal transfer and resistance to coolant electrolysis
• Quantity Note: Sold individually (each cylinder head requires four [4] sleeves; complete V8 engine overhaul requires eight [8] sleeves total)
• Installation Tools & Chemicals: Requires a dedicated 6.0L injector cup puller and driver tool kit, plus high-temperature cylindrical retaining compound (Motorcraft TA-31 / Loctite 620)
• Emissions Status: 50-state legal (direct factory OEM mechanical replacement)
• Direct Interchange Part Numbers: Ford 3C3Z-9F538-AA, 3C3Z9F538AA, Navistar 1828320C1, 1841785C1, SBI 240-1034, Dorman 904-209
• What's in the Box: (1) Genuine Ford Motorcraft 3C3Z-9F538-AA Brass Fuel Injector Sleeve

Problem Solved: Curing Fuel in the Degas Bottle, Cooling Overpressurization & Cylinder Hydrolock

In the 6.0L Powerstroke, fuel rail pressure runs at 55–65 PSI while engine cooling system pressure is capped at 16 PSI by the degas bottle cap. Over hundreds of thousands of heat cycles, extreme combustion temperatures around the injector tip can cause the factory brass sleeve to crack, or heat fatigue can break down the anaerobic retaining sealant at the upper and lower cylinder head sealing lands. Pressurized fuel then pushes directly past the sleeve into the cooling system, filling the coolant degas bottle with raw diesel, dissolving rubber heater and radiator hoses, and causing severe cooling system overpressurization. When the engine is shut off and fuel pressure bleeds to zero, residual cooling pressure forces coolant back through the crack into the fuel rail or combustion chamber, risking injector hydraulic lock or piston damage. Installing genuine Ford 3C3Z-9F538-AA cups with fresh retaining compound permanently re-establishes positive fluid isolation.

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 & Coolant Evacuation: Disconnect both negative battery cables. Drain the engine cooling system completely from the radiator petcock and engine block drain plugs to drop coolant level well below the cylinder heads. Remove the intercooler (CAC) piping, valve covers, high-pressure oil rail, and the fuel injector from the target cylinder. Damaged Cup Removal: Thread a dedicated 6.0L injector cup tap/puller tool squarely into the old brass sleeve. Tighten the puller bridge jack screw to extract the old cup vertically without scoring the cylinder head casting. Bore Degreasing & Preparation: Thoroughly clean the upper and lower machined sealing lands inside the cylinder head bore. Use a 6.0L bore cleaning brush, brake cleaner, and lint-free shop towels to remove all carbon, old sealant residue, and oil. The bore lands must be 100% dry, bare metal for proper adhesive bonding. Retaining Compound Application: Apply a thin, continuous 360-degree bead of high-temperature cylindrical retaining compound (such as Loctite 620 or Motorcraft retaining compound) to the upper and lower external sealing lands of the new Ford 3C3Z-9F538-AA brass cup. Avoid getting sealant near the bottom tip opening where it could enter the combustion chamber. Cup Driving & Seating: Mount the new sleeve onto a dedicated 6.0L cup installation driver tool. Drive the sleeve squarely and steadily down into the cylinder head bore until the driver tool bottoms out solidly against the machined stop shoulder. Chemical Cure Window: Allow the anaerobic retaining compound to cure completely according to chemical specifications (minimum 2 hours; 12–24 hours recommended before applying fuel pressure or refilling coolant). Injector Reinstallation: Install the fuel injector using brand-new external body O-rings and a fresh copper crush washer on the tip. Torque the injector hold-down clamp bolt to factory specification: 24 ft-lbs (33 Nm) for T40 bolts, or 26 ft-lbs (35 Nm) for late T45 bolts. Reassemble the high-pressure oil rail (torque oil rail bolts to 10 ft-lbs / 13 Nm) and rocker covers. Flush & Verification: If raw fuel previously entered the cooling system, flush the cooling circuit with a heavy-duty cooling degreaser prior to filling with fresh 50/50 coolant. Pressure-test the cooling circuit to 15 PSI to verify complete, leak-free sealing before initial engine start.