Jump to content

6.2L (L9H) Owners - Get all your questions answered here

RyanbabZ71
 Share

Recommended Posts

RyanbabZ71 Senior Enthusiast

RyanbabZ71

Posted
  • Author
Posted

I need some help, so many tuners to choose from and I want the one that gives me the most bang for my buck. I have a 2011 GMC Denali with the 6.2 any suggestions on which ones are the best ones for the motor. I want longevity out of my truck but I also want to add some horse power and fuel economy.

 

http://www.blackbearperformance.com/

  • Replies 1k
  • Created
  • Last Reply

Top Posters In This Topic

Popular Days

Top Posters In This Topic

Popular Days

Popular Posts

DanMan_S
DanMan_S

This is a video showing how the 6.2L sounds with headers and a corsa catback. The crew cab is my 6.2L, the 2005 extended cab is a 5.3L with a magnaflow muffler welded in.    

gonzoid
gonzoid

finished product  

2010LTZ4x4
2010LTZ4x4

Where did you get the 6.2L badge in you avatar?  Heres the info for the 6.2L badge Top Flight Reproductions is proud to announce the addition of the 6.2L emblem to our emblem product line. This embl

Posted Images

ChevyTech77 Senior Enthusiast

ChevyTech77

Posted
Posted
Denali's got the L94 6.2 which DOES have AFM.

What about the 2013? has it got AFM?

 

Not the L9H pickup truck engine.

Jtlindenmeier New Member

Jtlindenmeier

Posted
Posted

Hello everyone,

I am new to the site so bear with me. I have a question but don't know if this is the right place to ask it. So hear goes... I have a 99 tahoe 5.7 v8 should I have lateral movement on any of the pulleys?

wazowski77 New Member

wazowski77

Posted
Posted

 

I was going to ask the same question. rensently got a new to me 11' Sierra with the Z71 pakage. it came with Banks cold air intake and TB spacer. I just added a flow master and was looking into the superchips programer but didnt convince me 100%. is this BB programer the one that works best for this type of truck?

 

dgrinnell Enthusiast

dgrinnell

Posted
Posted

I was going to ask the same question. rensently got a new to me 11' Sierra with the Z71 pakage. it came with Banks cold air intake and TB spacer. I just added a flow master and was looking into the superchips programer but didnt convince me 100%. is this BB programer the one that works best for this type of truck?

 

BB is the only way to go, its a custom tune and not just a programmer. For the price BB is hard to beat.

401 YJ Enthusiast

401 YJ

Posted
Posted

Just thought I would post after I picked up my 2013 6.2 Sierra. I am finally part of the club. I traded in my almost identical 2012 5.3 Sierra to get it. This thread helped make the decision for me. Well actually this thread and trying to keep up with another truck with a 6.2 pulling a Jeep on a car hauler. I was pulling almost an identical load with my 5.3 and it was amazing how much difference there was in power. There was also less then a mile per gallon difference in fuel economy between the 2 trucks over a 2500 mile trip from Illinois to Colorado and back. Both had 3.42 gears and 6spd trannies.

 

The best part I was able to pull out the dealership and fish tale the new truck with no trouble. Can you believe my wife says I am like a big kid.

 

Thanks for all of the info guys!

  • Like 1
Edgecrusher09 Enthusiast

Edgecrusher09

Posted
Posted

I have a quick question. I recently purchased a 13 z71 with the 6.2 and 4x4. I freaking love it. But sometimes when I stomp on it it sounds like it "hiccups" between shifts, usually from either 2-3 or from 1-2. This is not a "hard" shift, its like the engine stops for a millisecond and the truck lags until shift is complete. Any ideas what this is? I only have 2800 miles and I don't want to worth about a truck so new..

Daryl LBZ Senior Enthusiast

Daryl LBZ

Posted
Posted (edited)
I have a quick question. I recently purchased a 13 z71 with the 6.2 and 4x4. I freaking love it. But sometimes when I stomp on it it sounds like it "hiccups" between shifts, usually from either 2-3 or from 1-2. This is not a "hard" shift, its like the engine stops for a millisecond and the truck lags until shift is complete. Any ideas what this is? I only have 2800 miles and I don't want to worth about a truck so new..

 

Mine does this exact same thing. I assumed it had something to do with torque management...

 

Edited by Daryl NHT
  • Like 1
palomal94 New Member

palomal94

Posted
Posted

i love my 6.2 but i had always noticed that when on idle it is rough. i cant feel it in the cab but when i see the engine under the hood it looks like it wants to jump out. is there something wrong with mine ??

Wolfmanjohn Enthusiast

Wolfmanjohn

Posted
Posted

Mine does this exact same thing. I assumed it had something to do with torque management...

 

 

I believe it does. If I understand things correctly (from my '04 'Vette), the PCM retards engine spark timing for the duration of the shift to lessen the load on the transmission internals. I also think tuning will remove/moderate that.

  • 3 weeks later...
savillian Enthusiast

savillian

Posted
Posted

i love my 6.2 but i had always noticed that when on idle it is rough. i cant feel it in the cab but when i see the engine under the hood it looks like it wants to jump out. is there something wrong with mine ??

 

Mine does the same. I can def feel mine in the cab, I like it, puts a smile on my face! :)

SilveradoX2 Enthusiast

SilveradoX2

Posted
Posted (edited)

 

I have a quick question. I recently purchased a 13 z71 with the 6.2 and 4x4. I freaking love it. But sometimes when I stomp on it it sounds like it "hiccups" between shifts, usually from either 2-3 or from 1-2. This is not a "hard" shift, its like the engine stops for a millisecond and the truck lags until shift is complete. Any ideas what this is? I only have 2800 miles and I don't want to worth about a truck so new..

I read on this thread or another on this forum about putting the shifter in M and leaving it for smoother transmission action. I have and I agree. I also like to manually shift to let that "Corvette" motor sing to me.

Edited by SilveradoX2
mymaggiebell Enthusiast

mymaggiebell

Posted
Posted

I read on this thread or another on this forum about putting the shifter in M and leaving it for smoother transmission action. I have and I agree. I also like to manually shift to let that "Corvette" motor sing to me.

u guys will have to get it tuned out. the "it" is torque management. also, while it is a 6.2l motor, it is not a "corvette" motor, just to be p.c.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share
Go to topic listing

  • Latest Articles

  • Posts

    • James Beyer
      Trading 7.3 (Godzilla) for G.M.C gas

      By James Beyer · Posted

      Congratulations Isttype, on your gmc. Really like my 2024 2500hd sle doublecab now with 85,500 miles.  I checked the oil today at 4800 miles since last oil change and barely reading on the stick.  I don't care if GM says it's Acceptable adding a quart every 2000 miles because that is 100% BS, It is not a 1966 Harley Shovelhead! Sounds like it's setting up a future failure like I had with my 1500 6.2l. Other than oil consumption problems, I really like the 6.6l gas and 10 speed is really nice.  Towed a light 4000 pound trailer last week and averaged 14 mpg.  I was pretty impressive that a 7300 pound gas truck did 14mpg towing, Later-
    • Grumpy Bear
      OCI, not when but why?

      By Grumpy Bear · Posted

      Long Term Cold Cycle Limited Testing   Back to the 1990's and XOM's million mile test. Since then there have been others and there will be more. Schaeffer's, AMSOIL to name two. Of these Schaeffer's is the stand alone which I will explain in a bit later.    http://papers.sae.org/600190/:   http://papers.sae.org/850215/:   Up to 75% of  engine wear occurs on cold starts. These two links (above) provide the technical reasons for engine wear. In a nut shell, and by a large margin, cylinder wear is what takes out most motors and even with a pre-oiling system that part of the engine is dry enough on cold starts and cold warm up to pierce Stribeck.   So when you put a motor, or a car, on a dyno for a million miles stopping only for oil changes, (yes fuel is uninterrupted) or break down maintenance, you are depriving the test of the most important part of it's wear cycle. Yes a million is then a pretty easy walk even for a mineral oil under those conditions.    How about cleanliness during the long test cycles? Same thing. Varnishes that stick rings and insulate parts are laid down by repetitive 'heat cycles'. It's the cool down the precipitates the varnishes. These long runs also hinder acidic attack caused by cold start richness and less than optimal cold start ring sealing. They hinder water formation and enhance breathing of the crankcase; the petri dish of acid formation, the first step in sludge formation, amalgamation and precipitation. These motors are also monitored and controlled for water and oil temperatures to within the "normal operating range".      https://www.swri.org/sites/default/files/sequence-iiih-test.pdf Note the test sequence in some boutique oils literature for testing, API IIIH, is not the standard used for the ILSAC G7 testing. Does that mean it is irrelevant? No, not as used. As used as a 'visual guide' it makes it's point. The G7 weighted piston deposit minimum is lower.      Back to Schaeffer's. That was a cyclical test of an engine in fleet service and not a dyno mule and if you saw the video it was not mirror clean but wear was low.    There are oils like BioSyn and other 'Renewable" source oils that taught cleanliness and have proven themselves in fleet testing. Havoline an other example.    The newest ILSAC G-7 test prioritize cleanliness, LSPI mitigation and fuel economy OVER WEAR. In comparison Porsche C30 Specification Verses ILSAC G-7 Specification below:      Some will balk that this graph isn't apples to apples and I will challenge that in that this graph represent the SPECIFICATION and not the any One Oil Performance.   It is absolutely possible to minimize wear, maximize cleanliness and mitigate LSPI etc., It just isn't cheap and currently I see none that are not walking toward profit over performance.     
    • asilverblazer
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By asilverblazer · Posted

      I don't think you will need a split, separate product, etc., the OBD port should be able to deliver everything you need. Since your device would be plugged into it all the time, it wouldn't miss anything.    Hardware in this case will be the easiest part of your project - ELM 327 devices will already deliver all the data you need. Reporting/software is where your advantage/marketability is.
    • Coastie05
      2027 GMC Sierra: Official Discussion

      By Coastie05 · Posted

      I do too. I’ll never be stuck again 😂
    • KARNUT
      2027 GMC Sierra: Official Discussion

      By KARNUT · Posted

      It has happened to me a few times. I carry a jumpstart-tire inflator with me.

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...