6.0 VGT CONNECTOR REPLACEMENT WITHOUT CUTTING WIRES

Do you know where the injectors were purchased? Possibly still under warranty?

Poorly rebuilt injectors are hard to diagnose, and plenty of places sell them. Several of those companies do have decent warranty practices. If you can retrieve an injector contribution code, that might help convince the seller to help a bit.

A couple of times, we (on the forums) who are quite active, have seen all 8 new injectors be bad - right out of the box. Usually spool valve performance has been the issue. It is terrible to see it happen to folks. Very costly.

I haven't had much to do with AE lately, but just be aware that the full version of ForScan on a laptop is very powerful (and inexpensive if you have the laptop - $50-$100 depending on the OBDII adapter). Retrieving codes on the 6.0L isn't a sure fire aspect for identifying ALL problems, but it is a HUGE help if the codes can be THOROUGHLY retrieved. The full version of ForScan can command actuators and turn off injectors, as well as quite a few other things.

Then you also have access to quite a bit of help on this and a few other forums.

Lots of people think that the 6.0L is a POS, but that is "mostly" ignorance talking. When these engines get bad enough to fall into that POS category, they usually have had plenty of help getting there ....... junk aftermarket parts, poor maintenance, poor repair techniques, and just plain ignorance causing money to be thrown out in buckets. That doesn't even include the unscrupulous shops and parts suppliers that prey on un-informed people. If one hasn't been abused too badly, they can typically be made into something nice to have. Being able to do your own work is a big key to success though. Just finding a good shop seems close to impossible these days.

Again - great to have your contribution in this thread.

A few thoughts whilst I sip my coffee...

While depinning/repining connectors has its place, I would have opted to splice in the new connector with the new terminal pins. The same conditions that the plastic hardshell is subjected to can also affect the pins especially if the compromised connector has allowed for movement from vibration and also age and heat cycles being connected to the turbocharger. Poor pin fit, wires breaking at the terminal crimp from vibration and terminal fretting come to mind. I see a LOT of harness concerns that are missed because the connection is often overlooked. A sensor gets replaced and the concern returns as a result. I corrected a coworker's mistake for just this reason the other day. My other concern is that if care is not exercised the terminal pins and the new connector hardshell can be damaged in the process thus creating a problem. You are probably fine with doing this if you didn't have any drivability concerns or circuit codes for the actuator provided the original wires are in good condition and you just happened to notice the locking tabs were broken or you snapped them off while performing repairs (it happens) - I do not see any images of the connector on the engine to determine the condition.

An informative post none the less!