Same here, I also disabled my AFM a while back and wondering if that contributed to a lifter going bad? Lack of exercise?

 

My suggestion is a Texas Speed 212/218 Low Lift cam and a set of LS6 Valve springs. The springs are cheap and will drop on with no modifications. The low lift cam is designed to run with the LS6 springs.

You act like the timing gear is expensive to run a 3-bolt cam!

https://www.texas-speed.com/p-3969-g...-reluctor.aspx

A used non-vvt timing cover should also not be hard to find.

EDIT- Just noticed this kit...All new parts ready to go to put a 3-bolt non-vvt cam in a VVT engine.

https://www.texas-speed.com/p-724-vvt-delete-kit.aspx

They even offer a sensor pigtail to correct the wiring without buying an expensive pigtail and having to solder/heatshrink to splice the wiring.

https://www.texas-speed.com/p-5686-v...r-harness.aspx

I also noticed this conversion package that seems to be a good value for the parts you get...
https://www.texas-speed.com/p-717-do...2-engines.aspx

I just wrote a base tune on a truck that had this same cam. Took very little work to get it running well. The DOD had to be turned off in the tune anyway and the MAF table had to be reworked to get the fuel trims ranging from +10 to +22 down to a more reasonable number, like down around -2. The idle was smooth, but noticeably different than stock at 650 rpm. Throttle response and low-end power is still great and it just keeps pulling harder and harder toward redline despite the factory manifolds and cats.

 

Well sounds simple but I actually like the concept of VVT and would prefer to keep it. And I can get it done with a L96 cam for $86.

Besides, after you purchase that Texas Speed cam, springs, delete kit, pigtail, timing set and whatever else pops up you just added another $600 to an already $600 worth of AFM Delete stuff I have sitting on my bench. If I'm going to start dropping all that coin and more on a motor, I would rather go pick up a used L96 and build a nice truck motor from the ground up!

My goal is to make this a reliable runner for minimal budget. It only has 110K miles on it and I'm already having to deal with this POS AFM crap!

Thanks for your input!!

 

I would think that turning off the AFM prolonged its life, it may well have failed sooner.

My research, though far from complete, shows 2 other camshafts for the L96. I've never seen the 12626660 before.

 

OK....If you are not wanting to tune or anything like that and are happy with the power....Why not go with the 4.8 VVT non DOD cam that came in some of these trucks and vans. I would be leary about putting a cam designed for a rectangle port engine into a smaller engine. Also something to keep in mind is PTV clearance with the other cam.

 

The cam in the L96 is pathetic..... and has roughly the same duration split as the LQ4/LQ9 cam did with obviously cathedrals.... and the same lift. He will be fine lol.

 

The 4.8 LY2 camshaft is the same pattern as the LM7 with GEN IV features.

The L96s exhaust duration is only marginally wider (7 degrees) when compared to the LC9s camshaft and much less than the aftermarket camshafts; even the conservative "truck" cams.

 

I’ve actually got 3 or 4 L96 stock VVT camshafts laying around, if they haven’t been scrapped yet! I wanna say I’ve got the phasers and everything for them. I’ll check tomorrow.

 

How's this conversion going? Were you able to find the specs on that 660 cam?

 

I actually decided not to do it. I am going to acquire a 6.0 L96 and just do an engine swap instead. I do have some new unused parts including a L96 cam to do the conversion if anyone is looking for some. PM me if interested.

Here is what the tech at Crower sent me on the L96 cam: 116 LSA ..... 196/206 DUR@ .050" ..... .273" / .279" (.464/.474 w/1.7 rockers) LOBE LIFT....