swathdiver

Don't forget the curb rash and loss of off-road utility and some say, towing.

Low refrigerant. Take it in and have it checked for a leak and if found, fix it, if none is found, they will re-charge to the proper amount. You can do this yourself with a sniffer, vacuum pump and set of gauges. If you like to diagnose and or fix things yourself, get the MDI with GDS software so you can talk to all of the computer on board the truck. A VXDIAG NANO or something similar will work as well.

I knew it, I was right, you're bearing false witness. Who do you work for, Lada?

Still waiting for them photos...

AFAIK, you need a bi-directional scan tool. See if the VXDIAG Nano or something similar meets your needs.

No fairy dust, just soap and water. Where's the photos of your vehicle's rusty, rotten, undercarriage?

I don't believe that either. 55 years, you ought to well remember the Chryslers and 1970s Datsuns... Well, how about some photos of your rust bucket, maybe then you'll garner some credibility? I don't have rot on my vehicles and they are from Idaho, Wisconsin and West Virginia.

Most of them are in SLE trim, SLT is quite rare. The 6.2 is a whole lot of fun, a 14-second truck that gets 19 mpg on the highway. The highest rated non NHT trucks are rated for 9,600 pounds with the 3.42 gear, 5.3 or 6.2. They all also have the 700 watt cooling fans, external transmission oil cooler and engine oil cooler.

Yes, I know this thread is old but have been currently looking for the last year. Someone currently on the hunt might benefit from what I've learned. Most of the NHTs I find are in and around the Rocky Mountains and have also found one of those Houston ones and another in Kansas. Most are Crew Cabs, Extended Cab NHTs are more rare then hens teeth.

The 2012-2013 models will have Hill Start Assist, Trailer Sway Control and Cruise Grade Braking Normal Mode and Powertrain Grade Braking Normal Mode in 2013. You might consider skipping the 5.3 and going for the 6.2s which do not have AFM. All 6.2s come with 9.5" 14-Bolt axles and the NHT versions have 3.73 gears and can tow over 10,000 pounds.

I call BS, and reject your premise as false. Easy compared to what? Ever own a 1960s Chrysler? Sealing in rust before removing it...

Who do you know with a Tech-2 or equivalent? One is necessary to properly diagnose this and not throw parts at it.

I'd want to see the codes but it sure sounds like it. Don't get a Dorman, too many returns. You can rebuild the solenoids in your valve body on the kitchen table for about $110 plus fluids. Sonnax makes an excellent kit that's on Amazon.

Yep, that's what we've done before.

GM used these from the 1960s to the 1980s in just about all of their cars and trucks. Anyway, LMC Truck is your friend.

Yours is not the first post about this hydroplaning complaint. I reckon it is because of the weight distribution, not enough weight out back. I've never experienced this with the Yukon XL save for a little uneasiness when the tires were wore down to just above the wear bars.

Check the fittings at the condenser. I replaced the seal and it still leaked and so we then replaced the whole condenser and that line that is giving you troubles and no more leaks.

The proper way to diagnose this is with a Tech-2 and a gas cap adapter and smoke machine. Since you've already replaced the vent solenoid, you might want to put a new gas cap on (they just don't only leak from gasket) before replacing the pressure sensor. From the shop manual: DTC P0446 Evaporative Emissions (EVAP) Vent System Performance TYPICAL SCAN TOOL DATA FTP Sensor Signal Voltage Fuel Tank Pressure 1.5 V Atmospheric Pressure/BARO Less than 1.5 V Positive Pressure More than 1.5 V Negative Pressure/Vacuum CIRCUIT/SYSTEM DESCRIPTION This DTC tests the evaporative emission (EVAP) system for a restricted or blocked EVAP vent path that would cause excess amounts of vacuum to be developed in the EVAP system. With the purge valve open and the canister vent valve open, if the EVAP system vacuum goes above a calibrated threshold, the test will fail. CONDITIONS FOR RUNNING THE DTC ● DTCs P0106, P0107, P0108, P0116, P0117, P0118, P0120, P0121, P0122, P0123, P0220, P0222, P0223, P0442, P0443, P0449, P0451, P0452, P0453, P0454, P0464, P0496, P0608, P0609, P0641, P0651, P1516, P2101, P2119, P2120, P2122, P2123, P2125, P2127, P2128, P2135, P2138 are not set. ● The ignition voltage is between 11-18 volts. ● The barometric pressure (BARO) is more than 74 kPa. ● The fuel level is between 15-85 percent. ● The engine coolant temperature (ECT) is less than 35°C (95°F). ● The intake air temperature (IAT) is between 4-30°C (39-86°F). ● DTC P0446 runs once per cold start when the above conditions are met. CONDITIONS FOR SETTING THE DTC ● The fuel tank vacuum is greater than 12 inches H2O vacuum for 5 seconds. ● The FTP is less than -2.5 inches H2O or more than +5 inches for 60 seconds after a cold start. ACTION TAKEN WHEN THE DTC SETS DTC P0446 is a Type B DTC. CONDITIONS FOR CLEARING THE MIL/DTC DTC P0446 is a Type B DTC. DIAGNOSTIC AIDS ● An intermittent condition could be caused by a damaged EVAP vent housing, a temporary blockage at the EVAP canister vent solenoid valve inlet, or a pinched vent hose. A blockage in the vent system will also cause a poor fuel fill condition. ● An EVAP canister filter that is restricted can cause this DTC to set. ● J 41413-200 EVAP Emission System Tester (EEST) ● GE-41415-50 Fuel Tank Cap Adapter CIRCUIT/SYSTEM VERIFICATION 1. Ignition ON and fuel cap removed, verify that the FTP sensor parameter is between 1.3-1.7 volts. ○ If not within the specified range, go to the FTP sensor section in Circuit/System Testing. 2. Install the fuel cap. 3. With the engine running, the EVAP canister vent solenoid valve open and the EVAP canister purge solenoid valve commanded to 100 percent, the fuel tank vacuum should not increase to more than 11 inches H2O. ○ If the fuel tank vacuum is greater than the specified range, go to the restriction section in Circuit/System Testing. 4. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data. CIRCUIT/SYSTEM TESTING IMPORTANT: ● Refer to the J 41413-200 operation manual for detailed instructions in Evaporative Emission System Diagnosis . ● Perform the Circuit/System Verification before proceeding with the Circuit/System Testing. Restriction With the engine running, the EVAP canister vent solenoid valve open, and the EVAP canister purge solenoid valve commanded to 100 percent, the fuel tank vacuum should not increase to more than 11 inches H2O. ○ If the fuel tank vacuum is greater than the specified value, isolate the restriction by disconnecting one component at a time while the EVAP canister purge solenoid valve is commanded to 100 percent and the vent valve is open. FTP Sensor 1. Ignition ON and fuel cap removed, verify that the FTP sensor parameter is between 1.3-1.7 volts. ○ If the FTP sensor parameter is not within the specified range, test the FTP low reference circuit for an open or high resistance. If the circuit tests normal, replace the FTP sensor. 2. Connect the J 41413-200 nitrogen/smoke hose to the J 41413-311 brass cone adapter. Disconnect the hose at the fuel cap end of the GE-41415-50 . Connect the J 41413-311 to the disconnected hose on the GE-41415-50 . Install the GE-41415-50 filler neck end only to the vehicle. 3. Start the engine. 4. Allow the engine to idle. 5. Use the Purge/Seal function to seal the system with a scan tool. 6. Command the EVAP canister purge solenoid valve to 20 percent. 7. Observe the vacuum/pressure gage on the J 41413-200 and the FTP parameter on the scan tool. 8. Verify that the vacuum increases to the abort limit on the scan tool or more than 3.2 volts, and the value is similar between the scan tool and the vacuum/pressure gage on the J 41413-200 . ○ If the values are not similar, or the voltage is not within the specified range, replace the FTP sensor.

Motor mount.

How did it "blow", what is wrong with it? Check LKQOnline for transmissions for your truck that fit, any 2007-2014 6L80 out of an AWD Escalade or Yukon Denali will work, inluding the ESV and XL. They must be programmed to your VIN via Tech-2 and the Service Learn Adapts performed. GM dealerships have brand new ones for about $5k installed that come with a 100K nationwide warranty.

Take a short trip with your rig as is. Afterwards, you'll probably want to get the gears, go for the 3.73s. Whatever you do, get rid of the transmission thermostat, it's a killer. Look up "flip the pill". From here you can at your leisure upgrade the rear spring pack, radiator, whatever to have the truck in your driveway do the job needed to your satisfaction. No need for eating Ramen. My 2012 NHT Sierra will pull your rig all over the country without any mods. If you can find one, sell yours for a profit and get one of these which certainly costs less in payments but more in maintenance and repairs because of age, possibly, depending on mileage and records.

No, it's not the same. You are forgetting about the cooling of the transmission and engine oil. @intheburbs has spoken with the guys who designed these things to tow across Death Valley fully loaded. Maybe he can shed more light on this as he has forgotten more than I'll ever know about towing.

The nice thing about having more gears is that you have more options to choose the best final drive ratio for towing. GM recommends towing in 4th gear with a 6-speed for optimum cooling. If one has 3.42 ring and pinion this is a 3:94:1 final drive. If one has a K2 with an 8L90 and 3.42 gears, their final drive in 5th gear will be 4.34:1 or 4.1:1 with a 3.23 axle ratio.

Wow, mine is the same as a 2500 save for the electric cooling fans versus their engine driven clutch fan and exactly the same as my 6.2 NHT Sierra. Guess they cheaped out on the K2s?

Why not?