Like most magazine articles, Only bits & pieces of it are factual. Snagglefoot.....This following is NOT aimed at you!
*That bent pushrod is from a VVT engine that lost it's Timing Chain Tensioner Spring, It's not even from that engine as the LH6 doesn't have VVT. If the lifter stuck.....The valve would just hang-open a bit & cause low compression on that cylinder. The valves on a LH6 are too small for the pistons to hit them with the stock Cam Timing intact!
Like I stated....This happens to VVT engines & even then, I've never seen it on 3.78" bore VVT engines with lost tensioner springs, ONLY on big valve 4.00" & 4.060" bore VVT engine like the L76 & L99.
*Bad lobe caused by AFM?.....Try again scooter! That's the #8 Intake Lobe, It's NOT an AFM cylinder. Non-AFM engines are afflicted with this as well. Oddly enough.....I've never seen a bad lobe on a AFM cylinder/lobe.
*You "might" get 400hp out of a LH6 with the perfect camshaft selection......That shifts the max HP to about 6,800+rpm & Under the curve torque will be very lacking on your new dyno queen!! Further more, The LH6 like the L33 is a "HO" high compression version of the 5.3L, Most will have a lower compression LMG/LY5 version.
False operational information quoted from the article......
"When the system is activated, solenoids positioned on the underside of the engine valley shut off pressurized oil via special passages to these lifters. This causes the lifter to collapse, allowing the body of the lifter to continue moving up and down with the lobes of the camshaft while the plunger that engages the pushrod remains stationary. "
This is how the AFM Solenoids & Lifters operate in reality......
" The deactivation lifters contain spring loaded locking pins that connect the internal pin housing of the lifter to the outer housing.
The pin housing contains the lifter plunger and pushrod seat which interfaces with the pushrod. The outer housing contacts the camshaft lobe through a roller. During V8 mode, when all cylinders are active, the locking pins are pushed outward by spring force, locking the pin housing and outer housing together causing the lifter to function as a normal lifter. When cylinder deactivation is commanded ON, the locking pins are pushed inward with engine oil pressure directed from the valve lifter oil manifold (VLOM) assembly solenoids. When the lifter pin housing is unlocked from the outer housing, the pin housing will remain stationary, while the outer housing will move with the profile of the camshaft lobe, which results in the valve remaining closed. One VLOM solenoid controls both the intake and exhaust valves for each deactivating cylinder. There are 2 distinct oil passages going to each cylinder deactivation lifter bore, one for the hydraulic lash-adjusting feature of the lifter, and one for controlling the locking pins used for cylinder deactivation."