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I run a diagnostics shop, and for two years I told every customer who asked that these plug-in AFM disablers were snake oil. My reasoning was simple, and if you've spent any time on the forums you've probably read the same argument I used to make. The module doesn't remove anything. The lifters, the locking pins, the whole mechanical assembly that actually fails, none of that changes. You're not pulling the hardware. So how could an $85 module possibly matter? I said that to a guy in March who brought his 2017 Sierra in for an unrelated brake job, dash cam still running, coffee thermos in the cupholder. He pushed back, politely, and asked me to actually explain what the module does instead of what it doesn't do. I didn't have a good answer, so I pulled the wiring diagram that night instead of arguing from memory. Here's what I'd been getting wrong. The lifters don't fail from existing. They fail from cycling. Every time GM's Active Fuel Management switches your engine between 8 cylinder and 4 cylinder mode, a small locking pin inside the lifter disengages and re-engages. That happens on a normal drive hundreds of times. Over a few years, thousands upon thousands of cycles. The pin isn't failing because it's old. It's failing because it's been struck that many times. The module doesn't touch the pin. It's right that the hardware stays exactly as it was built. What it does is sit on the command line between the engine computer and the lifter solenoids and refuse to pass the deactivation signal through. No signal, no cycling. No cycling, no wear accumulating on a part that was always going to wear from use, not from age. That's a real distinction, and it's the one I'd been skipping past. A disabler doesn't repair a lifter that's already worn. I was right about that much, and I still tell people that if you're already hearing a tick, this isn't a repair, it's a way to stop it happening to the next one. But on a truck that hasn't failed yet, stopping the cycling is stopping the actual cause, not just muting a symptom. I checked three trucks I'd installed FullForce on for other reasons, mostly customers who wanted the shudder gone. Two years in on the oldest one, 61,000 miles since install, zero lifter related codes, zero drivability complaints. That's not a controlled study. It's what I actually have in front of me after telling people the wrong thing for two years. I'm not walking back the whole objection. If your engine is already ticking, a module isn't a repair, get it looked at first. But if you're driving a 2007 or newer GM V6 or V8 and it hasn't started yet, the argument I used to make, "the hardware's still there, so it can't matter," misses that the hardware only fails because of what's being asked of it, over and over, every single drive. FullForce plugs into the OBD2 port under the dash. No ECU reflash, no permanent changes, unplug it before a dealer visit and there's nothing to find. $84.99, 60 day guarantee. I'm not writing this on behalf of FullForce or anybody else. I'm writing it because I spent two years giving people bad information with confidence, and that's worth correcting in public, not just in my own head. I was wrong about this one. Figured I owed it to the next customer who asks to say so properly instead of repeating what I used to believe. 👉 https://www.tryfullforce.com/products/fullforce™-afm-dfm-disabler