lucas287

It's been a hot minute since I've been on the forums. Found myself getting back into the GM world after buying a used Yukon XL. I still have an assembled set of used Bilstein 6112's boxed up in my garage from a previous build. I'm tempted to use them but they have 600 lb springs and my rig needs the 750 pounders. Does anyone have the 6112s (maybe a 2WD or Reg Cab situation) and wish they had the lighter springs? I'd be happy to swap you. -Lucas

Sold locally.

I have about 5,000 miles on these. Sold the truck after parting it out, so there’s nothing wrong with them and loved them. These are double adjustable (compression and rebound independent of each other). Viking has several different valving options, these are Warrior valves. Part number is B2005. Compressed length = 15.75” Extended length = 24.75” You do have to use a small washer as a spacer since they aren’t the exact width of the tabs on the frame/axle. I had them on a ‘16 Silverado 1500 but they should fit 99-18 as there is very little difference between the years.

Was cleaning the garage and found these kicking around. Bumping to the top. Also making a couple more posts for other goodies.

X2 just do AFM lifters. I would just replace the two lifters on that cylinder and call it a day.

I have a BTR Stage 3 however it’s in a 6.2. So it probably is roughly equivalent to a Stage 2 in a 5.3. There is some bottom end loss but in my case it’s more driveable because with the stock cam and high compression it was quite prone to detonating unless on e85. Same highway mpg though! lift is actually a bit less than stock. But the duration makes the valves dwell longer therefore PTV clearance might potentially be an issue. Mine is locked out entirely.

Yes sir, this is how all the manufacturers do it. I have a BTR Stage 3 L83 cam in my 6.2. It’s a 215/233 110 LSA. It too pulls hard, no loss in bottom end. Wouldn’t run that big in a 5.3 personally though.

@JON BAILEY first off, how do you like the 6112s? second, tapered vs flat depends on how you drive. If you use tapered you might get axle wrap if you’re an aggressive driver because you’ve taken away negative pinion angle. It will, however, be smoother the closer it is to statically cancelling each other out. I use 2 degree shims to bring my pinion angle into compliance with the tcase and then I locked it in with traction bars. No vibes ever. does that explanation make sense?

For real. I'd be using them if someone had a RCSB they'd probably work. These have a 600 lb spring vs the Silverado part # is a 750 lb spring. only minor differences in valving according to Bilstein.

This one above ^ is a 6.2 Yukon Denali with an aftermarket cat-back, S&B intake, and a Pat G tune. The baseline was before Pat finished up his tune. This one ^ is a 6.2 Yukon Denali with an aftermarket cat-back, S&B Intake, LT Headers, and a Pat G tune. That's a considerable difference! 26 HP and 32 lb ft. And gains all across too. I realize that this is two different vehicles on two different days - but just an illustration.

Not quite. Longer primaries generally promotes lower RPM scavenging. However, larger primary diameter does shift it upward, and it changes some of the lower RPM part-throttle transient torque production. It's complex, really. Most oversimplify it but it's a beast of a topic. I've read several books by the master David Vizard and it's mind blowing! Is it worth it to me? IDK! I want to see how my heads/cam setup works with stock manifolds for a bit first. It might be all I've ever wanted. The problem for me, and I'm sure others, is that a LT header setup will necessitate a different cat-back setup because my Corsa system will be entirely too loud.

HP Tuners all the way. Such a better long term investment. Even if you decide that you can't properly tune it, you already have the equipment to pay a pro for just a tune. I actually just did this with Pat G out of Victoria. I decided that I don't have the knowledge or time to tune a torque-based heads/cam truck. In regards to your issues, I'm wondering if the stock calibration is leaving the TCC locked during the 3-4 shift. With the PWM-mod, it will engage harder. Tuning the shift scheduling for towing won't be much different than a "sport" style tune. The idea is just to hold gears longer. I'd keep the TCC locked at around 40 MPH and up if you do a lot of 40+ MPH driving. If it's all city, that's a different story. You'll be fighting some heat with the TCC unlocked. The HP Tuners forum has a big section on GM Transmissions with a lot of wisdom. Just takes time to learn.

BUMP

Some sort of calibration will be needed to tell the ECM that you are running a different gearset. Don't think that change is in the TCM.

Can't answer that. Just understand that a TC is rated based on the torque of the engine they're behind. For example, a CTS-V-TC might say 2400 RPM, but that's probably based on what 550+ lb. ft.!?