F00041N042 Diesel Common Rail Injector Repair Kit — Complete O‑Ring, Crush Washer & Shim Set For Fuel Dilution Control

Oil analysis reports from Navistar VT365 and Ford 6.0L Power Stroke fleets often share a common headline: diesel dilution climbing past 5 % within a single oil change interval. The root cause is rarely a cracked piston or a failed high‑pressure pump; it is hydraulic seepage through the injector body seals, pumping fuel directly into the crankcase. The F00041N042 Injector Repair Kit attacks this leakage at its source by replacing every elastomer and copper sealing element that degrades under 1,800 bar rail pressure and 200 °C cylinder‑head soak temperatures. Built around three high‑volume Bosch injector part numbers, the kit restores factory‑spec return‑flow volume without replacing the solenoid or the injector‑specific calibration code.

All metal components are individually wrapped in VCI paper to maintain oxide‑free surfaces until installation.

1734493
0414701092
0414701043

These injectors are found on the Navistar VT365 and Ford 6.0L Power Stroke platforms (2003–2007 model years) as well as on certain Deutz and Iveco industrial configurations. A single F00041N042 Injector Repair Kit covers all three, simplifying inventory for shops that service mixed‑fleet diesel equipment. Check the laser‑etched number on the solenoid cap to confirm your injector is one of the three listed.

Q1: How can I tell if my injector is a 1734493, 0414701092, or 0414701043?
Clean the flat solenoid cap and locate the laser‑etched number. On Ford 6.0L engines, the 1734493 number often appears on the injector body alongside the Bosch code; the F00041N042 kit services all three.

Q2: Will this kit stop fuel from diluting my engine oil?
Yes, when the root cause is injector‑body seal leakage. Replacing the O‑ring stack and crush washer eliminates the direct path for diesel to reach the crankcase. If dilution persists, inspect the high‑pressure pump front seal.

Q3: Do I need to reprogram the FICM or ECU after resealing an injector?
No. The original injector solenoid and IMA code remain in place, so the fuel trim data is unchanged. The engine should be allowed to idle for a few minutes after installation to purge air from the high‑pressure rail.

Q4: Can this kit be used on a 2005 Ford 6.0L that has been converted to B20 biodiesel?
Yes. The FKM material used in the O‑rings resists biodiesel swelling up to B20. Ensure all fuel‑wetted components are cleaned before assembly.

Q5: How do I choose the correct shim from the supplied set?
Install the nozzle without a shim, measure the spring pre‑load, then select a shim that brings the NOP to the target stamped on the injector body. The 0.02 mm increments allow fine resolution; always verify on a test bench.

Q6: The kit includes a small O‑ring for the return‑line fitting - is it really necessary?
Absolutely. A missing or swollen return‑line seal can cause an external fuel weep that mimics a high‑pressure leak. Replacing it as part of the kit prevents misdiagnosis and repeat labour.

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