Thats why I started this thread. I try to search for the answer before asking the question but I just couldn't find a clear definition. I appreciate all the help you guys give on this site.

 

Unfortunately there's probably going to be a lot of misinformation out there because those of us who work in the industry tend to have somewhat unlimited budgets and simply replace injectors when they become troublesome rather than troubleshoot them endlessly as you quickly get into an area of negative returns when troubleshooting cheap parts, that and they're made to be replaced anyway... Oil latching is nothing new and far from isolated to 6.0 injectors and can be found in many places not just injectors, the camshaft lobe/lifter boundary being another notable location where oil latching can actually deform the surfaces and if left long enough will create little waves (seen on a profilometer) across the surfaces prior to failing. I'll do a big write up someday but for now stiction can be caused by many things but is usually caused by a build up of varnish on one or more surfaces thereby increasing the coefficient of static friction and quickly becomes exponential as the parts deform and in turn start to contribute to the condition as well. This is why you see stiction in older parts and with thicker/cold oils and why thinner/hot oils and friction modifiers ~negate stiction.

I have a lifter I use as a paper weight on my desk, you can't tell by eye but its an NCR'd part that was out of spec due to the roller failing a surface spec call-out all caused by oil latching, in an engine that only had a handful of hours on it but was ran with the way wrong additive package. The company returned the engine to us for warranty repairs which we subsequently ate half of (politics at play). I'll take a pic and post it so you can see how even an invisible amount of surface deformation can result from and in-turn exacerbate stiction.

EDIT: Here's the pic (and yes this lifter is about 3 pounds)

 

Is there a list of strategy changes on the forum? ie good strategies, ones that caused problems, recommended strategies.

 

I'd like to know this as well!

 

There are, literally, hundreds of strategies, but I can tell you for the 05,6,7's the preferred strategy by the tuning folks is a VXCF4 and the 04's is a TBS6. I'm not sure of the 03's or ANY of the FICM strategies.

 

When I use AE I find VXCF4DF.HEX*. Looks like the first part matches your suggestion, so I should be good.

Would using Power Hungry Performance to reprogram the FICM help me on economy? I have tried posting on their Forum but didn't get a useful reply.

 

YUP--you have a good strategy. PHP seems to be having some issues from what I've heard but IIRC it's due to a serious illness in the family. They also have a facebook page that seems to get more responses from what I've heard. Typical reports on the PHP FICM flash are 1-3mpg improvements and MUCH improved throttle response.