Join Date: Jun 2008
Location: Brampton, Ontario, Canada
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When you say the "7th injector" you mean cylinder #7 injector correct? As in the very last injector on the rearmost cyinder on the passenger side adjacent to A/C evaporator housing, correct? So what exactly is damaged, the injector end of the connector or the injector harness end of the connector? Either way, you will need to repair this whether you get the truck started or not. If it's the injector end of the connector you broke, you will need to remove the passenger side valve cover and high pressure oil rail to access, as much as it sucks, because you will have to replace the injector itself. This is because the injector end of the connector is not serviceable separately. You likely broke the lock tabs on the injector end of the connector that keeps it fastened to the rocker arm carrier bore.
Regarding your no-start issue, yes you likely need to start and run your engine for a while to prime the high pressure oil system. But you would likely benefit from use of a scan tool that you can monitor live data with. This is so that you can monitor ICP volts, ICP psi, ICP desired, IPR duty cycle, FICM_L, FICM_M, FICM_V, FICM_SYNC, SYNC, RPM and V-PWR as you crank the engine over while attempting to start it.
Since you're from Texas, you can check fuel pressure using the "redneck method" by removing the secondary fuel filter cap and cycling the ignition key to the RUN position. Does fuel fill up the housing VERY FAST AND OVERFLOW WITHIN TWO SECONDS, or does it struggle to rise and then bleed back down? The latter of the two answers will indicate a weak fuel pump.
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Ford Diesel/Senior/Master Tech who placed 2nd overall in Ontario on the Fix-It-Right-First-Visit score for 2010
....who works at a dealership that now employs SOME half decent looking female employees since they overhauled most of the administrative staff
....but STILL loves hot women with big boobies
....and STILL hates working on E-Series with 6.0L