Upping the ante this month, we’re installing our first set of aftermarket injectors in our ’03 6.0L Power Stroke. For those of you on tighter budgets yet not afraid to tear into your engine, this upgrade should be right up your alley. With the help of Elite Diesel Engineering, we pulled our stock injectors apart and converted them to 155cc units using its Stage 1 DIY injector kit. Along the way, we added power and fuel economy, learned a thing or two, and saved ourselves more than $2,000.
“For those of you on tighter budgets yet not afraid to tear into your engine, this upgrade should be right up your alley.”
After a quick trip to the lie detector (chassis dyno) at Randall’s Performance, we were able to see the gains from this injector upgrade. But more importantly, we were able to pinpoint what was holding our horsepower back, which we’ll be addressing next time. So stay tuned—an aftermarket high-pressure oil pump, and a popular turbo upgrade are coming your way for Part 6.
Elite Diesel’s Stage 1 DIY injector kit comes with everything you need to convert your sto
Elite’s kit comes with this two-piece, billet injector clamp. By placing the injector in t
Breaking the injector body loose requires a 11⁄16-inch wrench and a very snug grip, via th
Once the injector body was loose, we removed it slowly and carefully. All internal hard pa
Like a lot of mechanical components, injectors (for the most part) only go together one wa
To increase the maximum flow of the injector to 155 cc (vs. 135 cc, stock), this fuel port
The retaining clip located on top of the spool valve within each injector has to be remove
Once the spool valve screws (on top of the injector) were tightened to 30 in-lb, the body
Although it’s a very time-consuming task, you can modify, re-seal, and reassemble each inj
In an effort to try to gain more horsepower while on the dyno, we reflashed our Stage 1 FI
Although we were expecting a little more than 440 rwhp, peak power checks in at a lower 3,000 rpm (vs. 3,300 rpm without the nozzle upgrade), and 430 hp or more is made from 2,800 to 3,400 rpm. On the other hand, we can definitely see why Elite calls these 155cc injectors its Torque Tow units. The truck picked up nearly 60 lb-ft of torque and is making it 200 rpm lower in the powerband now. It’s easy to notice the extra twist on tap when driving the truck, and the throttle is very responsive. Another positive was that EGT never topped 1,300 degrees while on the rollers, and boost checked in at the same 33 psi we’d seen in the past.
On the horsepower front, we can attribute our minimal, 15hp gain to a possible high-pressure oil pump problem. While data-logging on the dyno, ICP voltage (which, in a perfect world, reads at least 4.6 to 4.7 volts, sustained) bounced all over the place (from 2.9 to 4.6 volts). With this data, and the fact that we had a newer ICP sensor in the mix and strong fuel supply pressure from the lift pump, we believe (unfortunately) our early ’03 high-pressure oil pump is getting weak—and it definitely held us back on the dyno.
- Dyno pulls were made in Fourth gear (converter locked)
- Dyno runs began at 55 mph and ended at 95 mph
- 30 percent load applied
- DynoJet correction factor
Then and Now
Previous Horsepower: 426 hp at 3,300 rpm (Elite Insanity tune and Stage 1 FICM)
Current Horsepower: 440 hp at 3,000 rpm (Elite Insanity tune, Stage 1 FICM, and 155cc injectors)
Previous Torque: 786 lb-ft at 2,550 rpm (Elite Insanity tune and Stage 1 FICM)
Current Torque: 842 lb-ft at 2,350 rpm (Elite Insanity tune, Stage 1 FICM, and 155cc injectors)
Previous MPG Average: 14.6 mpg (Elite Insanity tune and Stage 1 FICM)
Current MPG Average: 15.9 mpg (Elite Insanity tune, Stage 1 FICM, and 155cc injectors)
Elite Diesel Engineering
85 N. Silicon Dr.
Randall's Performance and Accessory
RR 1 Box 134