A buddy of mine finally found what he has been looking for. He regularly competes in street truck pulls. He currently has all 94 back to 72 BBC 1 ton pulling trucks. He wanted to show some of these local punks what the LS based motors can really do so he bought himself a 200k mile 2003 GMC Sierra Extended Cab 4x4 Z71 for a whopping $1600. It has very, very minor body damage.

He wants to keep the truck a half ton, so probably nothing more then a 14 bolt conversion in the rear. The rules in his class state the engine compartment must APPEAR stock. That rules out most forced induction, except for a STS type turbo setup. He also wants to keep the truck for a daily driver, so nothing to extreme.

He currently has excess to a either '09 or '10 escalade with a 6.2L. Also has access to just about any 6.0L you could recommend.

He wanted shorty headers, and I have already told him to go long tube or stay stock. He wants cai, larger throttle body, a REAL tune, to do the free mods, some form of head or head improvements, and a cam (not big enough to need a convertor).

The plan is basically start modding the thing and replace what breaks. We are already aware the stock tranny will give up and the 10 bolt is going to explode.

Any advice or recommendations as to what power train setup to go with, or the better parts/tuner to go with would be appreciated. He has money, but not enough to continually throw at it if it isn't right the first time. Also, if anyone pulls their truck any recommendations from you.

For the nay say'ers, he has this truck, he doesn't want to go to a 3/4 or 1 ton. As I said, he already has several of those with monster BBC in them and a 94 1 ton with a heavily built 383 stroker. He wants to prove that you can have power, fuel mileage, and daily drivable vehicle to so many of the people that say it can't be done around here.

 

There will be enough comments on engine recommendations to leave that topic alone. However, as far as drive-train is concerned and as I’m sure your buddy knows, if he’s that big into the sport, he might as well start with components that stand a chance in hell of surviving. A 4L80 even with a stock converter if that’s what he wants would be a good start, a 14-bolt as you mentioned, steel rear driveshaft and I would do what I could to add a 9.25” front diff as well. Besides being stronger, you can add a locking differential to the 9.25” and have all 4 wheels pulling.

 

We have been discussing the 4L80E, but the truck has the auto push button t-case in it. Still working on how to use that with a 4L80E. The truck has front and rear posi units in it now. He contacted the local dealer and the dealer was super surprised to find it listed under the vin. So after taking it out and thrashing it in the mud a little, sure enough it pulls with all 4 wheels!

Here is a picture.


Notice there are not lights on the passenger side. That is where the damage is. Core support, over flow bottle, fender, inner fender, lights, and grille is all that is needed.

Looking in the background of the picture, you will see his red 454 1 ton GMC, and his 85 GMC Jimmy with a 383 stroker. He only owns GMC's.

 

While I'm sure you have a G80 in the rear, unfortunately no one, factory or aftermarket builds a locker/limited slip or anything of the like for the front 8.25" differentials due to their lack of strength.

 

There's a writeup here on how to do the 4wd 80E swap. Not a big deal really. I'd definitely do the 9.25 dffs front and rear and if you could find a drop out trans and transfer case it would be that much easier. Just have to change theelectronics and driveshafts and fab a crossmember. I'd go with as many cubes as you can afford since there's a reason most don't recommend an LS for towing/pulling due to the tq being higher in the rpm range. Keeping the compression up will help mpg and tq as well

 

Don't know what to tell you other then the dealer said it had it, and it has been confirmed that it does have it. Let's not turn this into one of those annoying I am smarter then you and you don't know what you have debates.

 

Sounds reasonable. Have any idea how difficult the swap to a 6.2L will be? If there is a lot of modifications involved he would rather stay with a 6.0L.

 

All you'd need is the conversion electronics all available from Lingenfelter. It's a box that plugs I to the cam and crank sensors since the signals are different and an extension harness for the knock sensors. Other than that you'd just need the right stock intake to fit the GEN IV heads. But it could definitely be done and appear totally stock

 

Really, that simple? I was told I would need a completely different wiring harness, and that I should go with the 6spd while I was at it. Just sounded a bit extreme.

I know the 6.2L is making like 450 advertised HP or something like that, since we are more concerned with TQ any idea what real world numbers are at the back tires?

I am beginning to wonder if he wouldn't be satisfied with the 6.2L and basic bolt-ons from there. Maybe a cam. I think he would be content with 500 ft lb tq at the tires as that is what is 383 TBI 1 ton was making. Would that be a reachable number with a 6.2L and not getting crazy with it?