2002 Denali Camping Build

[Buggdave]

I finally got the engine out. I took the intake manifold off prior to make it easier to reach the upper engine mount bolts.

 

[Buggdave]

I have tore down the engine and no major issues have been found, just a lot of varnish.

 

[Buggdave]

I am now going to blueprint the engine. First area will be the cylinder walls. Visually there is no scratches but I want to verify that there is no taper and that i do not need to oversized my hypereutectic pistons. Piston to bore max clearance is 0.0031”. My bore gage is set to be delivered today and I have already received my micrometer set.

 

[Buggdave]

I got my headers that i ordered on Black Friday, and i can attest that American Race Headers make a nice set of headers. I ordered the long set that connects to my stock dual system. I have to pass emissions in my county so i had to have CATs as well. Since I am staying NA, 1/3/4 was sufficient for my needs. From all of the reports that i have read, these will install with no fitment issues.

 

[Buggdave]

Since my rockers have 200k on them, I hve been researching a trunion upgrade. I will be installing dual springs and with the added spring pressure and the miles on my original rockers, I want to either upgrade the trunnion or upgrade the entire rocker. As I was researching looking to longevity, I understood that the trunnion upgrades that use the brass bushing wears fast. The ones that use needle bearrings are hit and miss on quality. I was thinking of going back with stock when i ran across a set on W6project, RPMSpeed Cathedral Port MAX EFFORT Rocker Arms. These are about the same price as the new stock replacements and seem to fix the only downside of the stock rockers, the lack of a bearing.

 

[ivin74]

How is the rebuilt coming along? Can you post some pictures, TIA.

 

[Buggdave]

How is the rebuilt coming along? Can you post some pictures, TIA.

Rebuild is slow, my main and rod bearings are back ordered right now. I hope to get them next week to begin the re-build. I will document as best as possible. I am also struggling working in a non-heated garage (first world problems). Heating the block to get my measurements for clearances is a slow process when the ambiant temp is 30 degrees F. In the mean time I have been modeling my new setup with a program called DynoSim. The program is not perfect (i don't have a lot of faith in the absolute values of predicted HP and TQ) but gives a good comparison and relative changes on the same engine model. With my piston (LQ9/LS2) and Head (243) upgrade, cam change and headers, I am estimating an increase in torque of about 22% (85 ft/lbs) and an increase in horse power of about 31% (90 HP) over my old LQ4, see my plot below. I have modeled other truck torque cams and none offer any substantial gains or advantages over my Vinci cam choice. I have also modeled the 862 head on my "new" LQ9 and my simulations did not show any torque increase past 1500 rpm and it died off earlier than the 243 head. Given that switching to the 862 would increase my chance of detonation on pump gas (static compression about 11.7:1), I am keeping with the 243 heads (static compression of 11:1) for this setup.

 

[Tonyrodz]

Rebuild is slow, my main and rod bearings are back ordered right now. I hope to get them next week to begin the re-build. I will document as best as possible. I am also struggling working in a non-heated garage (first world problems). Heating the block to get my measurements for clearances is a slow process when the ambiant temp is 30 degrees F. In the mean time I have been modeling my new setup with a program called DynoSim. The program is not perfect (i don't have a lot of faith in the absolute values of predicted HP and TQ) but gives a good comparison and relative changes on the same engine model. With my piston (LQ9/LS2) and Head (243) upgrade, cam change and headers, I am estimating an increase in torque of about 22% (85 ft/lbs) and an increase in horse power of about 31% (90 HP) over my old LQ4, see my plot below. I have modeled other truck torque cams and none offer any substantial gains or advantages over my Vinci cam choice. I have also modeled the 862 head on my "new" LQ9 and my simulations did not show any torque increase past 1500 rpm and it died off earlier than the 243 head. Given that switching to the 862 would increase my chance of detonation on pump gas (static compression about 11.7:1), I am keeping with the 243 heads (static compression of 11:1) for this setup.

How long have you been waiting on the bearings? I have a new set for sale in the classifieds.

 

[Buggdave]

How long have you been waiting on the bearings? I have a new set for sale in the classifieds.

I appreciate the heads up Tony, I have not been waiting long on my bearings. There was a mix-up on my Christmas Eve delivery and I was not sent the correct rod and main Clevite bearing set. I have them in the mail back and the replacements will be shipped on Friday. I was just hoping to get started last week on the re-build, but alas I was slowed down. I am still targeting getting the engine completed in early Feb. I will then start on the transmission re-build and transfer case rebuild after that. I have my cam bearings in hand but I have not installed them yet as I want to heat up the block only once to room temperature to install my main and rod bearings at the same time as my cam bearings.

 

[Buggdave]

So the build is progressing slowly. Unfortunately life seems to get in the way. I have installed the rotating assembly so far with no major issues except one bone head mistake on the cam bearings. Here are some pictures.

 

[Buggdave]

When installing my durations cam bearings, they had a chamfer that I did not account for. I did not have my install tool tight enough and scored the bearing beyond repair. Lesson learned, make sure your install tool is very tight prior to installing the cam bearings.

 

[Buggdave]

It has been a while since I updated my build. It has been on hold though most of winter due to other projects that took priority. I have been slowly working on when time has allowed. I finally finished assembling the engine during the winter. The final specs of the engine are 6.0 with New OEM LQ9/Ls2 pistons, OEM floating pin rods, New OEM LS2 balanced crank, clevite crank and rod bearings, Moly Rings, Vinci max torque cam shaft (VHL556), Vinci dual valve springs, Vinci LS2 stay Lifters, OEM Lifter Trays, Vinci Moly Pushrods, Hand Ported 243 heads with LS2 head gasket (0.05 thick). This has netted a CR or 11.1:1. I have a TBSS intake and 87mm throttle body with 36LBS/hr injectors from a flex fuel Tahoe that I have rebuilt, though not flow tested. Blackbear has sent me a new tune to get the engine running when I am at that point. I did install a new melling oil pump (standard flow) and a LS2 timing chain and gear. New OEM engine mounts and trans mount as well.

 

[Buggdave]

After finishing the engine, i rebuilt my NP149 transfer case with all new bearings and a Merchant Auto case saver for the pump. I installed all new bushings as well, using my press to install them.

 

[Buggdave]

I have just finished rebuilding my transmission, 4l65E as well. The specs on this rebuild are a little long so bear with me.
CASE:
Removed factory 3rd accumulator, install Superior K0136 directional switch valve
Block 4th accumulator with 5/16 set screw, remove piston and spring
Remove #6 checkball (overrun)
Remove low/reverse encapsulated check ball
24219937 2nd accumulator housing, aluminum 2nd accumulator piston with hardened pin, superior red spring, washer, piston, pink spring? Maybe too harsh
End Play - 0.015

2-4 SERVO:
2nd servo - Corvette servo
Sonnax 77767K 4th servo
Sonnax 77787-02K servo pin kit
Superior red 2nd cushion spring inside factory cushion spring with spacer
Alto extra wide red 2-4 band ( .070 band clearance) - Alto Red

VALVE BODY:
3-2 control valve blocked inboard
3-2 downshift valve blocked inboard
Central valve bodies .001" oversized AFL valve
3-2 spring inside factory AFL spring
Superior purple 1-2 accumulator spring
Sonnax 77754-35K forward & reverse abuse valve kits
Sonnax 77964-08K o-ringed end plugs

(I have vacuumed tested the valve body and everything is above 20hg)

OEM seperator plate w/ steel reinforcement corner plate
Orifices drilled to:
Band release - 0.96
1-2 shift -096"
2-3 shift - 0.96
3-4 shift - 0.96
Low/reverse - 0.96

Borg Warner EPC solenoid (early style)
Rostra wiring harness (early style)
Rostra pressure switch manifold
Superior torlon check balls, serpator plate peened to except check balls
AC Delco A & B shift solenoids
Rostra TCC PWM solenoid
Rostra 3-2 Shift solenoid
Aluminum forward accumulator piston

PUMP:
Wide bronze inner and outer stator bushings -
13 vane rotor
13 vane slide w/ new pin
hardened retaining rings
Sonnax 0.490 Oringed boost valve
Superior blue regulator springs -
Superior power-valve for TCC

(I have also vacuum tested the pump and everything was above 20hg)

LOWER UNIT OF CASE:
Factory lower 5 pinion carrier
Borg warner HD low/reverse roller clutch (late design) - 28571AM
Borg Warner low/reverse clutches -
Raybestos "turbulator" steels
Sonnax 74678S-HD billet output shaft AWD

UPPER UNIT OF CASE:
GM factory 5 pinion upper carrier
Sonnax 77010-01 wide sun gear bushing
Sonnax 77749-02K smart shell
reaction shaft kit - GM 19356510

INPUT DRUM:
4L79 custom factory input drum
OEM 4l65E input shaft (non reluctor 300MM)
Sonnax 77733-51K reinforcement sleeve kit with billet overrun piston
Seal aftermarket product Hi-per blue molded 3-4 and forward pistons
Borg Warner overrun clutches -
Raybestos overrun steels
Borg Warner forward clutches -
Raybestos forward steels
4L79 custom 3-4 apply plate .180"
8 Exedy custom wide 3-4 clutches .062"
8 4L79 custom wide 3-4 steels .072"
Sonnax 74574-HD sprag clutch hub -
Borg Warner 29 element dual cage forward sprag - 29236AM

REVERSE INPUT DRUM:
AC Delco reverse input drum
Borg Warner clutches - clearance 0.058
Raybestos "turbulator " steels
Replace outer bushing to except roller bearing to replace plastic thrust washer

 

[Buggdave]

The transmission rebuild was my first and using Transmission Bench videos was a life’s saver. I also used LS1tech as my main source of reference material. There are some very smart individuals over there. My build ended up like a perfromabuilt Black edition, I know way over built but I wanted this 4l65 to last since I am not upgrading to a 4l80.

 

[Buggdave]

I am using a Hughes Performance XTM torque converter with a stall around 1800. I did have to install some shines to get my converter clearance to 0.160”

 

[Buggdave]

While my engine and transmission is out I am replacing all of my brake lines with SS lines. I found a Dorman prebent kit that I have been installing. This is a pain but my original lines were rusting and I was worried. I have updated the brake system to use a Hydroboost and with the added line pressure, I wanted to be sure I did not have a blow out. Pictures will follow. These lines complement the SS braided lines I installed earlier when I updated my calipers to NNBS style.

 

[Buggdave]

This is where I am at currently, I removed the front core support to make installing the engine easier and I will say it was worth the extra effort. I know have the engine and transmission sitting in the engine bay as of last night.

 

[Buggdave]

Headers are installed. The figment of the American Race headers are near perfect.

 

[Rocket Man]

Headers are installed. The figment of the American Race headers are near perfect.

I have their headers on my 02 Denali and every time I have had to work on my trans or anything else under the truck I’m thankful for them. Not just for the way they fit but also for the ball and socket connectors on the midpipe sections which makes removing those parts fairly easy.