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Posted (edited)

After  being down nearly 6 months the Denali is almost finished. The shop based out of Hudson, NH  “Granite State Dyno and Tune” has been incredible. Super professional with absolutely top notch craftsmanship. 

 

Here is the build. 

 

2014 Sierra Denali 6.2L

 

Block:

GM 6.2L. 

Forged crankshaft 

Forged rods 

Diamond 10:7:1 Pistons. 

Precision Race Components ported Cylinder Heads w/ valve job

PAC spring/ Valve Kit. 

Comp Cams rocker arms/trunion 

Texas Speed & Performance Stage 1 Camshaft +30% fuel lobe

TSP AFM delete kit

Lingenfelter ported 95mm throttle body

Ported L86 intake manifold. 

All ARP bolts or studs. 

 

Fuel:

GM ZR1 high volume fuel injectors 

GM ZR1 fuel pump 

Armageddon 465 LPH in tank fuel pump

Snow Performance Stage 3 Meth Kit with controller and braided lines. 

 

Turbo:

Borg Warner S480 T6 Turbo 1.32 AR billet 110/96mm.  

Turbo smart 50mm BOV

Turbo Smart 60mm waste gate

Pro Boost controller 

fully wrapped exhaust

 

Cooling/Oil separators 

Mishimoto fully aluminum Radiator 

Mishimoto R-Line Intercooler 31x 12x 4”

Mishimoto HD Trans Cooler

2X Mishimoto Black Aluminum catch cans. 

Mishimoto 180 degree thermostat. 

 

Transmission:

Circle D pro 3 torque converter 2700 stall. 

 

I think that sums it up... I will post tuning videos and some driving as they come around. 

 

 

 

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Edited by DenaliX14

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Looking forward to the #s. Nice build.

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Posted (edited)

You sticking with the 6 speed?

 

interested to see how it holds up

Edited by truckguy82

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22 minutes ago, truckguy82 said:

You sticking with the 6 speed?

 

interested to see how it holds up

For now I'm not touching the trans outside the Circle D Pro3 torque converter.

 

A built 6L80e is like $6k rated for 1000hp (I have read a LOT of bad reviews on the built 6L though)

A built 4L80e/85e is like $3k rated for 1200hp however, I need a new driveshaft (front/rear?) Wire Harness, torque converter, tune etc. driving it up to about $6k+. 

A 8L90e/10L90e would also require a wire harness and driveshaft, torque converter and tune. price UNK..? Probably $6k+

 

SOOO I have NO idea which way to go.

 

 

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2 minutes ago, DenaliX14 said:

For now I'm not touching the trans outside the Circle D Pro3 torque converter.

 

A built 6L80e is like $6k rated for 1000hp (I have read a LOT of bad reviews on the built 6L though)

A built 4L80e/85e is like $3k rated for 1200hp however, I need a new driveshaft (front/rear?) Wire Harness, torque converter, tune etc. driving it up to about $6k+. 

A 8L90e/10L90e would also require a wire harness and driveshaft, torque converter and tune. price UNK..? Probably $6k+

 

SOOO I have NO idea which way to go.

 

 

Yeah I just push your luck with the 6l80 and when that blows make a decision.

 

Some people have gotten lucky on the stock 6l80.

 

I think you’ll have to do something at some point. It’ll ruin the truck if you have to worry about it all the time. 

 

Honestly I might lean to 4l80 in the future. It’s the only one you can punish stress free.

 

Wondering if you have heard anything about the transfer case. Will that stand up to your power levels? Awd is a nice feature to have.

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12 minutes ago, truckguy82 said:

Yeah I just push your luck with the 6l80 and when that blows make a decision.

 

Some people have gotten lucky on the stock 6l80.

 

I think you’ll have to do something at some point. It’ll ruin the truck if you have to worry about it all the time. 

 

Honestly I might lean to 4l80 in the future. It’s the only one you can punish stress free.

 

Wondering if you have heard anything about the transfer case. Will that stand up to your power levels? Awd is a nice feature to have.

Not a chance. We're going to limit the Boost level to around 12lbs or 750-800 WHP. If I were to launch that thing and grab some serious boost I'm afraid the transfer case and 6L80 would turn to jelly. I'm going to take it easy until I see someone who has done a 4x4 4L80E transfer. I also don't want to be without the truck for another long duration like this one. 

 

I know the 4L80 bolts right up. I know where to get a wire/shift kit and the torque converter. It's the Transfer case, front shaft and Rear Shaft I would have to measure, have fabricated and then installed/tuned. (time :( &  $$$).

 

Ultimately I want to be at 1200+ WHP. The "Drive assembly" and a different crankshaft and connecting rods are the only things standing in the way. 

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Please don't convert that truck a 4 speed.. Plenty of strong high HP builds on a 6l80e with relatively stock setup. Transcooler and a great TCM tune is all you need to make it live...

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Which TSP stage 1 did you go with.  I'm putting a TSP stage 2 L83 camshaft with 32% over fuel lobe in my 6.2 as soon as it gets here.  When I called TSP that's the one they said a bunch of there customers with 6.2's and stock stalls where running it and where happy even with boost.  They told me the stage1 6.2 cam was to big for a stock stall and since I tow all summer I don't want to lose the stock stall.  The truck already has the heads removed ready for the next camshaft as soon as it shows up.

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You could always run an Allison....

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On 5/20/2019 at 11:20 AM, Bohanan23 said:

Please don't convert that truck a 4 speed.. Plenty of strong high HP builds on a 6l80e with relatively stock setup. Transcooler and a great TCM tune is all you need to make it live...

I have a massive transcoder with fan from Mishimoto, a beefy Circle D torque converter and a great tuner. I'm considering the most financially realistic path. I may wait for the 6L80 builds to come down in price and just take it easy

 

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On 5/20/2019 at 2:22 PM, JONBLARC7 said:

Which TSP stage 1 did you go with.  I'm putting a TSP stage 2 L83 camshaft with 32% over fuel lobe in my 6.2 as soon as it gets here.  When I called TSP that's the one they said a bunch of there customers with 6.2's and stock stalls where running it and where happy even with boost.  They told me the stage1 6.2 cam was to big for a stock stall and since I tow all summer I don't want to lose the stock stall.  The truck already has the heads removed ready for the next camshaft as soon as it shows up.

I have a higher stall converter from Circle D. I have the SV w/30% fuel lobe for the LSA. The rep said it was the best for higher boost applications. I trusted his suggestion. It's a big upgrade from stock anyway. 

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On 5/20/2019 at 3:24 PM, INTJ said:

You could always run an Allison....

which model is the 6L80e equivalent?

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While any of the Allison’s could be built to handle whatever torque a gas engine can generate, I think the 2011 and up Allison’s—starting with the LML, came from the factory able to handle 1000 ft lbs.  I ran a 500 RWHP/900ish ft lb on my stock 2011 Duramax and had zero issues.  GM used to use the Allison on the 8.1 gas engines as well, but one of those might have to be beefed. IIRC the Allison’s became six speed with the LBZ in late 2006.

 

The downside may be that early Allison’s took 60 HP.  The Allison’s in the LML only took 40 HP, but I don’t know how that compares to a 6L80E.

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