Cam tuning for an LS swap

• Do the full AFM delete once. When an AFM lifter fails, we recommend the full delete with standard lifters, cam and tune rather than new AFM lifters, which remain a known repeat-failure item. Order a complete kit so you buy once and ship once.
  How to do it

  Check this first

  1. Confirm AFM lifter failure before ordering: isolate the tick to the AFM cylinders (1, 4, 6, 7 on V8s), check for P0300/P030x misfire codes, and do a compression or leakdown test on the suspect cylinders.
  2. Check oil pressure and oil condition; low oil pressure accelerates AFM lifter collapse and will ruin new lifters too.

  Try this, then this

  1. Confirm the failed lifter is AFM-related (tick location, misfire codes, compression test) rather than a collapsed standard lifter or exhaust leak. — A full delete is a heads-off job; don't commit until the diagnosis is solid.. Worked if: Tick isolated to AFM cylinders with matching misfire codes.
  2. Order one complete kit (lifters, trays, valley cover or tower plugs, cam, gaskets, bolts) so you buy once and ship once. — Piecemeal ordering stalls a heads-off job mid-teardown.. Worked if: All parts on hand before the intake comes off.
  3. Install the kit and flash a tune with DOD/AFM disabled before first start. — The delete is not finished until the ECU stops commanding cylinder deactivation.. Worked if: No codes, no tick, AFM disabled verified in the tune.

  How you know it's fixed

  • Tick is gone, no P0300/P030x codes, AFM/DOD shows disabled in the tune, stable oil pressure.

  Still not fixed?

  • Recheck that the tune actually has DOD/AFM disabled (a tune that didn't take is the most common cause of post-delete misfires); verify lifter trays are non-AFM style and cam is a non-DOD grind.

  Key numbers

  What	Value
  Stock-replacement non-AFM cam option	GM L96 non-AFM camshaft, GM PN 12626660, works for 6.0L/6.2L with or without VVT and needs no additional tuning beyond disabling DOD/AFM in the PCM
  Tune requirement	DOD/AFM must be disabled in the ECU calibration after the mechanical delete, or the engine will misfire and set codes

  Every option we know of

  Maker / product	Part #	Fits	Price	Where	Status / notes
  Texas Speed & Performance Gen IV DOD delete kits (5.3L, 6.0L, 6.2L) with stock or performance cams		Gen IV 5.3/6.0/6.2, VVT and non-VVT versions	about $1,293 with Chopacabra cam (5.3L non-VVT)	berryperformancesales.com	In production Tuning required; VVT engines need the LS2/LS3 front timing cover for VVT delete
  Michigan Motorsports Gen IV 6.0L/6.2L AFM DOD delete kit		2007-2015 6.0L/6.2L (L76, L77, L99, LFA, LZ1, L94)		michiganmotorsports.com	In production Cam swap mandatory to avoid misfires
  Scoggin-Dickey Parts Center (SDPC) LTAFMD62 Gen V 6.2L DOD/AFM delete kit	LTAFMD62	2014-2018 Gen V 6.2L L86/LT1	$329.99-$892.63 depending on options	sdparts.com	In production ECU recalibration required; optional DiabloSport tuner
  Melling MDK300/MDK400 DOD/AFM/DFM delete kits with HP Tuners RTD flash tool and SEMA emissions certification	MDK300, MDK400	Gen IV and Gen V 5.3L/6.2L			In production Newest option; confirm application coverage before ordering
  Brian Tooley Racing DOD/AFM delete kits and delete cams		Gen III/IV/V			In production
  DIY (GM parts individually) GM 12626660 cam + 12595365 trays + Delphi LS7 lifters + gaskets, tune via HP Tuners or DiabloSport		Any AFM/DOD LS			DIY You source and verify every part; no kit support
  GM L96 non-AFM camshaft, 6.0L/6.2L	12626660			Buy
  GM Non-AFM lifter guide trays, set of 4	12595365			Buy
  Delphi LS7-style non-AFM hydraulic roller lifters, set of 16

  Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

  Time and cost: Kit $330-$1,300 depending on cam choice; labor is a full weekend heads-off job if DIY.

• Confirm VVT before ordering parts. The timing-cover connector has 5 wires with or without VVT, so look behind the water pump for the small black 2-wire connector on the actuator. With no VVT, a new 3-bolt cam sprocket (LS7 style works) is all that's needed.
  How to do it

  Check this first

  1. With the engine in the vehicle, look behind the water pump for the small black 2-wire connector on the VVT actuator; no connector means no VVT.
  2. If the front is apart, check the cam: hollow bolt with two cutouts plus grooved #2 journal means VVT cam.

  Try this, then this

  1. Confirm VVT presence via the 2-wire actuator connector behind the water pump before ordering any cam parts. — Ordering the wrong cam, sprocket, or timing set is the expensive mistake this check prevents.. Worked if: Connector found (VVT) or confirmed absent (non-VVT).
  2. If deleting VVT with the cam swap, order the 3-bolt cam sprocket and matching timing set together with the cam. — VVT and non-VVT cams, bolts, and sprockets do not interchange.. Worked if: Cam bolt style matches the sprocket; reluctor matches the PCM.

  How you know it's fixed

  • Correct non-VVT 3-bolt cam sprocket installed, cam sensor and reluctor match the PCM's expected pattern, no P0010/P0011 VVT codes.

  Still not fixed?

  • If VVT codes persist after a delete, the tune still has VVT enabled or the wrong cam sprocket/reluctor is installed; verify with a scan tool.

  Key numbers

  What	Value
  Visual VVT identification	VVT timing cover is much larger with the solenoid mounted inside; look behind the water pump for the small black 2-wire connector on the actuator
  VVT vs non-VVT camshaft difference	VVT cam has a single hollow bolt with two cutouts and a groove with an oil feed hole on the #2 journal to feed the phaser; non-VVT cam has a solid single bolt with no cutouts and no grooved journal. A non-VVT cam cannot be used in a VVT engine (no oil feed to phaser); a VVT cam can be used in a non-VVT engine with the solid bolt blocking the oil path.

  Every option we know of

  Maker / product	Part #	Fits	Price	Where	Status / notes
  Texas Speed & Performance VVT delete kits (3-bolt cam gear, timing cover, gaskets)		Gen IV VVT engines			In production
  Brian Tooley Racing VVT delete kit / phaser lockout		Gen IV VVT engines			In production
  Comp Cams VVT phaser limiter/lockout kits		Gen IV VVT engines			In production Limiter retains some VVT function; lockout fully deletes
  GM LS7-style 3-bolt cam sprocket (used takeouts common)		Non-VVT cam conversions			Discontinued / used only Must match 1x/4x cam reluctor to the PCM
  DIY Pin the phaser / reuse non-VVT timing set from a donor		Gen IV			DIY Requires matching cam sensor reluctor

  Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

• Respect the stock-converter limit. On a stock converter, roughly a 224-intake-duration cam is the practical ceiling. The LS6 cam (needing only a spring change), Isky Triple 12 (212/212, 112 LSA) and Brian Tooley Stage 1 (206/212, 114 LSA) are proven mild choices.
  How to do it

  Check this first

  1. If the car pushes against the brakes at idle or won't 60-foot after a cam install, the converter is too tight for the cam - log idle RPM, brake load, and flash stall.

  Try this, then this

  1. Pick the cam at or under ~224 intake duration if keeping the stock converter. — Cheapest path: no converter purchase, stock driveability retained.. Worked if: Clean idle in gear, no pushing against brakes.
  2. If going bigger than ~224, budget a 2800-3200 stall converter matched to the cam before the cam goes in. — A tight converter behind a big cam kills 60-ft and street manners; the converter is part of the cam purchase.. Worked if: Flash stall lands in the cam's powerband.

  How you know it's fixed

  • Idles cleanly in gear without pushing through the brakes; 60-ft times reflect the converter flashing into the cam's powerband.

  Still not fixed?

  • Step up the stall speed (2800-3200 for a 224-class cam) or step down the cam; a tune alone can't fix a mechanically mismatched converter.

  Key numbers

  What	Value
  Real-world 224 on stock stall	A 224/224 114 cam with a converter flashing only 2600 managed a 2.262 60-ft and 15.03 @ 94.1 in a 5400-lb truck; owner concluded the cam needs at least a 3000-3200 stall
  LS6 cam specs (two versions)	2001 LS6: 204/211 .525/.525 116 LSA; 2002+ LS6: 204/218 .551/.547 117.5 LSA
  Stock valve spring lift limit	Stock LS springs are generally rated to ~.550 lift, which is why the 2002+ LS6 cam (.551) wants a spring change
  BTR Truck Stage 1 specs	V1: 206/212 .525/.534 114+2, designed for low lift so GM LS2/LS3/LS6 springs and stock pushrods can be reused
  Isky Triple 12 specs	212/212 .561/.561; catalog LSA 112, but owners report 110 LSA grinds in circulation - confirm the cam card

  Every option we know of

  Maker / product	Part #	Fits	Price	Where	Status / notes
  GM Used LS6 takeout cams (2001 and 2002+ versions)		Gen III/IV 3-bolt	Often $75-150 used	Used market	Discontinued / used only Verify which version; 2002+ needs springs
  Isky Racing Cams Triple 12 hydraulic roller 212/212 .561/.561		Gen III/IV LS			In production Confirm LSA on the cam card (110 vs 112 in circulation)
  Brian Tooley Racing Truck Stage 1 (V1 114 LSA and V2 112 LSA)	BTR-30612120 (V2)	1999-2013 Gen 3/4 4.8/5.3/6.0/6.2		Buy cspracing.com	In production V2 pairs well with stock converters
  Texas Speed & Performance 224R and other mild street cams	25-TSP224R6112	Gen III/IV		ebay.com	In production
  Comp Cams 54-000-11 224/224 .581/.581 112+4 and milder XFI grinds	54-000-11	Gen III/IV 3-bolt		Buy	In production Needs springs
  Cam Motion / Pat G custom Custom mild street grinds spec'd to the combo		Any LS			Small batch Wait time for custom grind
  Brian Tooley Racing Truck Stage 1 cam 206/212 .525/.534 114+2 (V1)
  Isky Triple 12 cam 212/212 .561/.561 112 LSA

  Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

• Budget for the supporting mods. Any aftermarket cam also wants headers, a stall converter matched to the cam, and a tune. If the cam is small enough to keep the stock stall, expect a modest change; headers and a tune alone can be worth about 30 hp.
  How to do it

  Check this first

  1. Baseline dyno or dragy runs before the header install so the gain is measured, not guessed.

  Try this, then this

  1. Headers first, then a tune to correct AFR and clear codes. — Headers without tuning leave power on the table and an SES light on.. Worked if: 30-ish rwhp gain measured with safe AFR.
  2. Add the stall converter matched to the cam. — The converter unlocks what the cam can do off the line.. Worked if: Flash stall matches the cam's powerband.

  How you know it's fixed

  • Wideband shows safe AFR at WOT after the tune; no SES light; measured gain matches expectations.

  Still not fixed?

  • Check for exhaust leaks at the collectors (false lean on the wideband) and confirm the tune actually corrected fueling for the new airflow.

  Key numbers

  What	Value
  Long-tube header + tune gain	30+ rwhp on an LS1 with tuning for the long tubes; long tubes generally worth 15-30 hp depending on combo
  Tune needed after headers	Headers alone run fine on stock internals but won't make full power without AFR correction; expect an SES light (O2 heater codes) until tuned

  Every option we know of

  Maker / product	Part #	Fits	Price	Where	Status / notes
  Hooker Blackheart long-tube headers		Popular swap chassis			In production
  Texas Speed & Performance Long-tube headers		Trucks, F-bodies, swaps			In production
  Speed Engineering Budget stainless long-tubes		Trucks, F-bodies			In production Fitment varies; check flange thickness
  Kooks / American Racing Headers / Stainless Works Premium US-made long-tubes		Many applications			In production Premium pricing
  Yank / Circle D / FTI / PTC Stall converters matched to cam		4L60E/4L80E			In production Spec the converter to the cam card, not by guess
  HP Tuners MPVI tuning hardware + credits		GM PCMs/ECMs			In production

  Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

• Don't choke a heads/cam combo. Stock injectors can max out as low as 3000 rpm on a cammed car, and the stock intake becomes the bottleneck. Step up to 42 lb/hr injectors and a FAST 90/90, which picked up 35 rwhp on one heads/cam LS1 versus about 10 hp on a near-stock motor.
  How to do it

  Check this first

  1. Log injector duty cycle at WOT - if stock injectors are maxing out by 3000 rpm, the injector upgrade is mandatory, not optional.
  2. Verify the intake is actually the restriction: compare MAF airflow and MAP vs RPM against known-good heads/cam data.

  Try this, then this

  1. Log injector duty cycle at WOT first. — Confirms whether injectors are actually maxed before spending money.. Worked if: Duty cycle logged across the RPM band.
  2. Step up to 42 lb/hr injectors with correct injector data in the tune. — Running out of injector at 3000 rpm leans out the top end.. Worked if: Duty cycle under ~85% at redline.
  3. Swap to the FAST 90/90 (or 92/102) and retune. — On a heads/cam combo the intake is the next restriction; worth ~35 rwhp there, ~10 hp on a stockish motor.. Worked if: Measured gain on the dyno.

  How you know it's fixed

  • Duty cycle under ~85% at peak RPM; measured rwhp gain after intake swap and retune.

  Still not fixed?

  • If no gain from the intake, the restriction is elsewhere (heads, cam, exhaust) - don't chase the intake twice.

  Key numbers

  What	Value
  FAST 90/90 gain on heads/cam car	35 rwhp / 10 rwtq gain swapping from LS6 intake to ported FAST 90/90 with retune (408/386 to 443/396)
  FAST gain on stockish motor	Roughly 10 hp - generally not considered worth ~$1,000 on a bolt-on car
  Injector sizing	42 lb/hr injectors suit a heads/cam LS1 (~450-500 crank hp); log duty cycle and stay under ~85%

  Every option we know of

  Maker / product	Part #	Fits	Price	Where	Status / notes
  FAST (Comp Performance Group) 90/90, 92/92, 102/102 cathedral-port intakes		Cathedral-port Gen III/IV	about $1,000+ new; ported versions more		In production 3-piece design; needs retune
  MSD Atomic AirForce intake manifold		LS cathedral and rectangle port			In production Claimed 30+ hp over stock intake
  Holley Hi-Ram intake		Gen III/IV			In production Tall; hood clearance
  GM LS6 intake manifold (used takeout)	12573572	Cathedral-port Gen III	Used market	Buy Used market	Discontinued / used only Beats the LS1 intake; still the budget king
  Fuel Injector Connection / DeatschWerks / FAST 42 lb/hr EV6 injectors		LS with injector data available			In production Must enter injector data in the tune
  Ford/Bosch 42 lb/hr green-top injectors (used)		LS with adapters and data			Discontinued / used only Used sets need cleaning/flow testing
  FAST 90mm intake manifold + 90mm throttle body (cathedral port)

  Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

  Time and cost: FAST 90/90 ~$1,000+ new; injectors a few hundred; retune required.

• A proven daily-driver grind. For a street car that still does long trips, the Comp 224/224 .581/.581 on 112 LSA is a sweet spot: tame enough for 800-mile weeks and capable of 444 rwhp/395 rwtq with heads, intake and exhaust.
  How to do it

  Check this first

  1. Verify valvetrain: with .581 lift, stock springs are done - confirm aftermarket springs and correct pushrod length before blaming the tune for valvetrain noise.

  Try this, then this

  1. Install with matching valve springs, hardened pushrods (check length), and a full tune. — This cam needs the supporting valvetrain and calibration to deliver.. Worked if: No float, clean idle, expected power.

  How you know it's fixed

  • Clean idle, no valve float to redline, wideband-safe AFR, measured power in the expected range for the combo.

  Still not fixed?

  • Check pushrod length/preload and spring installed height; verify the tune's idle airflow and VE tables were actually done for the cam.

  Key numbers

  What	Value
  Camshaft identification	Comp Cams 54-000-11, grind 3722R/3722R HR112+4, 224/224 duration at .050, .581/.581 lift with 1.7 rockers, 112 LSA installed at 108 ICL, 3-bolt
  Typical results	TR224-class cams make ~400 rwhp/385 rwtq cam-and-bolt-ons; 444 rwhp needs heads, intake, and exhaust with it

  Every option we know of

  Maker / product	Part #	Fits	Price	Where	Status / notes
  Comp Cams 54-000-11 (224/224 .581/.581 112+4)	54-000-11	Gen III/IV 3-bolt		Buy	In production Needs springs, pushrods, tune
  Texas Speed & Performance 224R .600 lift 224/224 (112 and 114 LSA versions)	25-TSP224R6112	Gen III/IV		ebay.com	In production
  Thunder Racing TR224 224/224 (original popularizer of this grind)		Gen III/IV			Discontinued / used only Thunder Racing wound down; used market only
  Lunati 224/224 .568/.568 112 LSA		Gen III/IV	$275 used (2004 listing)

  Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

• Plan the cam around future boost. If a blower is coming later, keep the stock heads for now and run a cam on 114 LSA or wider, since ported heads that raise compression hurt the future forced-induction setup.
  How to do it

  Check this first

  1. Decide the boost target and fuel (pump gas vs E85) before buying the cam - the cam and compression decisions flow from that.

  Try this, then this

  1. Run the stock heads and a 114+ LSA cam now. — Keeps compression boost-friendly and avoids buying heads twice.. Worked if: Strong NA manners now; blower bolts on later without a re-do.

  How you know it's fixed

  • N/A - planning guidance; verify at boost time with wideband and knock logging.

  Still not fixed?

  • If the engine is already high-compression with a tight-LSA cam when the blower arrives, plan on a cam swap and possibly thicker head gaskets or different pistons.

  Key numbers

  What	Value
  Why wide LSA for boost	Wider LSA separates the exhaust-valve close point from intake opening, so less boost escapes through the closing exhaust valve; also reduces reversion and backflow
  Blower LSA guidance	114 LSA considered about ideal for a 346 with a positive-displacement blower; widening LSA 4 degrees knocks ~8 degrees of overlap off the profile
  Compression vs boost	Keep stock heads/compression now; ported heads that raise compression reduce detonation margin under boost later

  Every option we know of

  Maker / product	Part #	Fits	Price	Where	Status / notes
  Brian Tooley Racing PDS (positive displacement supercharger) cam series		5.3/5.7/6.0/6.2 with blowers	$409.99+	269motorsports.com	In production Spec lift/duration to the boost level
  Texas Speed & Performance Blower-spec cams		Gen III/IV			In production
  Comp Cams Blower grinds (wide LSA)		Gen III/IV			In production
  Cam Motion / Pat G Custom blower cams		Any LS			Small batch

  Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

• Check clearances and springs. Milled heads raise compression, so check piston-to-valve clearance and intake sealing. For 7,200 rpm on a stock bottom end, do valve springs and rod bolts with the cam; a broken spring can sit in place, so finger-spin each one if you get a dead miss.
  How to do it

  Check this first

  1. Check piston-to-valve clearance with clay or a dial indicator whenever heads are milled or the cam changes - milled heads move the valves closer to the pistons.
  2. Check intake manifold sealing after milling: milled heads change the intake flange angle/height - verify the intake sits flat with no vacuum leaks.
  3. For a dead miss: pull the valve covers and finger-spin each spring - a broken spring can sit in place and look intact; spinning reveals the break.

  Try this, then this

  1. Measure PTV clearance and check intake sealing whenever heads are milled. — Milling moves everything closer - this is a measurement, not a guess.. Worked if: Clearances documented adequate.
  2. Upgrade valve springs matched to the cam and redline. — Valve float breaks parts; springs are cheap insurance.. Worked if: No float to redline.
  3. Do ARP rod bolts with a rod resize/hone if spinning a stock bottom end to 7200. — Rod bolts are the documented weak link at high RPM.. Worked if: Rods resized, clearances verified.

  How you know it's fixed

  • PTV clearance measured and adequate (typically .080+ intake / .100+ exhaust minimum on steel rods); no vacuum leaks at the intake; all springs intact and spinning true.

  Still not fixed?

  • If PTV is tight, flycut the pistons or retard the cam; if intake won't seal, the heads or intake need angle-milling to match.

  Key numbers

  What	Value
  Rod bolts are the weak link	Factory rod bolts are the weakest link in the LS rotating assembly; powdered-metal rods rely on bolt clamp load for cap alignment
  Rod bolt upgrade requirement	Any rod bolt upgrade requires the rods to be resized or honed; stronger bolts distort the big end, and without resizing bearings can pinch and oil clearance shrinks
  ARP rod bolt option	ARP 134-6006, 8740 chromoly, for stock cracked-cap LS rods (LS1/LS2/LS3/LS6 3/8-in bolts); ~$106-130 per set of 16
  Broken valve spring symptom	Dead miss, often with popping from the intake or exhaust; a broken beehive spring can sit in place and look fine at a glance

  Every option we know of

  Maker / product	Part #	Fits	Price	Where	Status / notes
  ARP 134-6006 (8740, street) and 234-6301 (ARP2000, boosted/nitrous)	134-6006, 234-6301	Gen III/IV cracked-cap rods (not LS7/LS9)	about $106-130 (8740)		In production Rods must be resized/honed after install
  GM Stock replacement rod bolts		Stock rebuilds			In production Still the weak link past ~7000 rpm
  Machine shop Rod reconditioning (resize/hone big end) with bolt install		Any cracked-cap LS rod			Adds cost and downtime
  ARP 8740 chromoly rod bolt kit for stock cracked-cap LS rods, set of 16	134-6006			Buy

  Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

  Time and cost: ARP 134-6006 ~$106-130 plus machine-shop rod resizing.

• Set idle from the cam before chasing airflow. Most street cams are happy at 800–850 rpm idle. Set that first, then add idle airflow in small steps (about 1 g/s over stock to start) and finish from warm idle-trim logs.

Based on what we've seen work across our own builds, our friends' builds and the wider LS community, reviewed by our lead shop tuner (over 20 years of LS and LT tuning experience). Every combination is different, so use at your own risk and check our safe tuning limits before any wide-open pass.