The reason is I don't like VCM and it's been proven to cause problems both in these vehicles and other manufacturers vehicles. I don't belive it's good for the engine for the reasons many have said already.....
In 100% agreement with this issue and the only way to make sure there are no future issues is to deactivate cylinder management. But,
The problem is that custom tuning, disconnecting sensors, storing codes, etc will invalidate the engine warranty. Been there, done that with the GM's V4/8 AFM system which with extended mileage has reported the same oil consumption problems......but not the concurrent (unrelated???) vibration issue, likely because they were not foolish enough to dare a V3 configuration which is inherently unbalanced and produces really bad harmonics which must be addressed.
The Range Tech device plugged into my AFM system gives me all the benefits and flexibility of defeating cylinder deactivation with none of the warranty voiding worries....I'll be one of the first buyers if they come out with one for Honda's VCM system.
I can understand how changing the PCM algorithm to reduce V3 dwell time can reduce vibrations but there is no "magical" balancing by installing a replacement driveshaft if the original was in balance.......when the vehicle was new it was either in balance or it was not.....what I suspect they are doing is using a replacement replacement that is much heavier, the increased mass and inertia of the moving parts in effect creates a defacto flywheel to increase rotational stability and even out/reduce the vibrations. (Until the 60's most vehicles had heavy flywheels on the front of the crank to compensate for vibrations....later with FWDs they removed the heavy flywheels to reduce weight and engine length, resorting to sophisticated engine mounts, counter rotating shafts, tuning fork assemblies, etc. to compensate)
If so, a heavier driveshaft may place additional loading on the driveshaft center bearing and mount, tranny servos and output bearings, rear axle input bearings and other rotational components in the drivetrain and as with many quick fix kludges, it may work in the short term, but there's hell to pay later on.
On another note not all high mileage GM's with AFM, just like all Honda's with VCM develop the fouling problem so there may be other factors coming into play, for example hilly terrain and cold temperatures reduce VCM dwell time. I drove my first Avalanche with the 1st gen 5.3 Al engine which was reported as most prone to AFM fouling way past the mileage where it should have occurred without any problems....discussion with some of the mechanics who dealt with this problem indicated that the commonly encountered oil ring fouling likely had been prevented by my frequent 3K changes of Mobil 1 oil with new filter. Some even referred to their oil change meter system
(GM does it in 1% increments opposed to Honda's 10%) as an engine killer
the increased oil change intervals being done for competitive reasons to tout reduced maintenance costs and limit the frequency of "free" oil changes. Is every 3K too often?, probably, but it gets recycled so the next guy can get his mystery oil fill from the bulk 55 gal drum where my recycled oil ends up!
The Honda owners manual specifies to retain the original "special" oil until the meter indicates a change......at this rate I would be near 9-10K when I'm due for my first "free" oil/filter change. They can keep their free change, Honda's "magical" oil is getting dumped at 4-5K max. and replaced with Mobil 1 no matter what their stupid meter says and changed every 3K thereafter. Oil consumption problems in GM's AFM system were caused by clogged oil control rings, oil deposits build up and freeze the rings so they can no longer flex, they wear and can no longer squeegee oil from the cylinder wall it gets burned and fouls the plugs. All oil wears and all additives break down with time, heat and shear forces.....the longer in the engine, the worse the degradation of the oil. Changing oil too often can never harm an engine, but not changing it often enough will.
As far as I'm concerned the "engine killer" oil monitor is just another gimmick, just like cylinder deactivation, start/stop and other quick fix kludges to address EPA/NHTSA and other government mandates and "green up" their vehicles as cheaply as possible at the consumers' expense instead of throwing the money into research to come up with a more reliable, less costly system.
Sorry so long, threw and extra penny into my two cents worth opinion.