2004Denali

I have never lost a belt, if you use meth you can knock your injector duty cycle down to the 80's

http://www.powertraincontrolsolutions.com/content-4.html the controller was suppose to be out at the bigining of the year, now they are saying in the summer Mark

My truck had 230 RWHP stock and with the Radix and stock Radix tune I was at 345RWHP on a mustang dyno Mark

Cruising on the Highway I gained 1 to 2 mpg. in town I probably lost 1 to 2 mpg mark

There is a company that is making a stand alone controller for the 6L80. It was suppose to be out at the first of the year. I just called them last week and they said it would be release this summer. Kinda suck, I was wanting to do this conversion when I did my LSX build Mark

Don't forget that I weigh 6000lbs I have a 2600 converter, My best 60' and ET's are right off idle Mark

A little bit faster Reaction time .030 60' 1.85 1/4 12.8 mph 104 I think she is done. Don't think there is a 12.7 in her unless I bumped up the timing. But there is no need for that. Mark

Did you ever check out denalitrucks.com?

Infineon Raceway is one of the fastest tracks in the country. The elevation is nearly sea level. Many NHRA national records come from that track. I am not knocking your truck, it is haulin' butt. You are lucky to be able to run at such a great track. <{POST_SNAPBACK}> Best I could do at Infineon was a 13.2 But you are right I am very lucky to have a couple tracks so close to my house. Infineon is about 1 1/2 hours away and Sacramento raceways is about 20 min with no traffic. Mark

Went to the track again today, Made 4 runs in 20 min 12.91 @ 103.5 mph 60' 1.87 finally made it. Mark

Like stated above, ask the question on denalitrucks.com I don't think it would be as hard as stated above, I remember reading a thread on it before and you just need some sensors and I think a reflash. Here is a Quadrasteer rear end for sale on e-bay http://cgi.ebay.com/ebaymotors/GM-Rear-Axl...sspagenameZWD1V one more thing, There is nothing better than 4 wheel steering Mark

If you disconnect the front you will burn up you transfercase Mark

2007 Hydra-Matic 6L80 (MYC) 2007 Model Year Summary Hydra-Matic 6L80 six-speed automatic Car & Truck transmission ● New applications: Cadillac XLR, Escalade, Escalade EXT, Escalade ESV, GMC Yukon Denali, GMC Yukon XL Denali ● Modular design for application flexibility Full descriptions of new or changed features NEW APPLICATIONS: CADILLAC XLR, ESCALADE, EXT, ESV, GMC YUKON DENALI, YUKON XL DENALI The Hydra-Matic 6L80 six-speed automatic transmission is now mated to the new 6.2L V8 engine in the 2007 Model Year Cadillac and GMC full-size SUVs. Each of these new applications is equipped with a transmission-mounted transfer case to direct power to both rear and front axles. The 6L80 is also added to the 4.6L V8 XLR for the 2007 Model Year; previously it was available in only the XLR-V model with a 4.4L V8 supercharged. MODULAR DESIGN FOR APPLICATION FLEXIBILITY Because of the modular design of the Hydra-Matic 6L80 six-speed automatic transmission, there are three different bell housings and four different extensions that adapt the transmission to the rear-mounted Corvette and XLR applications, and to the front-mounted truck applications that can be configured with rear- and four-wheel-drive. The unique compound gearset in combination with a conventional simple gearset on the output carrier of the transmission allows both the durability necessary for the torque output of the V8 truck engines, as well as a flexible selection of gear ratios with a wide ratio spread. Overview The Hydra-Matic 6L80 is six-speed automatic transmission for rear-drive cars, designed with modular flexibility and compatibility with advanced electronic controls. It was introduced for the 2006 Model Year Cadillac STS-V high-performance rear-drive sedan, and the XLR-V and Chevrolet Corvette two-seat sport coupes and convertibles. The aluminum case for these applications is identical, however, the bell housing for the Corvette and the XLRs is unique because of the rear axle mounting locations. All applications feature adaptive shift controls. Several additional features such as grade braking, Performance Algorithm Shifting, and Driver Shift Control are available on some of the applications. Performance Algorithm Shifting (PAS), which detects when the vehicles are being driven in a spirited fashion and remains in its current gear ratio even when the driver lifts a foot off the accelerator pedal. PAS monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift. Driver Shift Control, available in the Corvette, STSs and XLRs allows the driver to shift the transmission like a clutchless manual gearbox. Electronic safeguards prevent over-revving should the wrong gear position be accidentally selected. A wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as very “tall” overdrive top gear for low-rpm highway cruising. Acceleration is maximized, as is fuel economy. Engine noise is also lower during cruising. Both fifth and sixth gears are “overdrive” gears, for example. Gear changes from second to sixth gears are accomplished with clutch-to-clutch control, where an oncoming clutch is engaged and an “offgoing” clutch is released in a precise manner to achieve the ratio change. The first-to-second upshift, however, is a freewheeling action, where the second gear clutch engages while the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle speeds. The clutch-to-clutch shifting and single freewheeler allows significant reductions in packaging requirements and, as a result, the new six-speed is nearly identical in size to the four-speed transmission it replaces. Advances in transmission control modules allow the modules to exist reliably inside the transmission, where temperatures remain fairly constant compared to a body-mounted module. The smaller size of the module means the transmission case can be more compact. The transmission and module are assembled together, so no additional steps are necessary during vehicle assembly. The 32-bit transmission control module (TCM) monitors transmission performance and compensates for normal wear in components such as clutch plates, so transmission performance remains consistent for the life of the transmission. The control module also “tests” the components of the transmission following assembly to optimize the interaction of the components. The module is compatible with future global applications. DEXRON® VI premium fluid validated to improve durability and shift stability A new transmission fluid, DEXRON® VI, was developed to have a more consistent viscosity profile; a more consistent shift performance in extreme conditions; and less degradation over time. Internal GM tests have demonstrated DEXRON® VI delivers more than twice the durability and stability in friction tests compared to existing fluids. The DEXRON® VI fluid was designed specifically and validated for the new family of GM six-speed automatic transmissions. While the basic aluminum housing for 6L80 transmissions can remain identical for a wide variety of applications, including front- and rear-mounting, car and truck applications, and rear- or four-wheel-drive applications, the case extensions and bell housings can be modified for nearly any longitudinal drivetrain vehicle. The modular concept of the new Hydra-Matic 6L80 six-speed automatic centers on the desire for common components and manufacturing tooling for four different size variants of the new 6-speed family. The main case uses three main components, and those components are the same for all variants of the transmission. For the first applications of the new transmission, the 6L80-E contains three gearsets, a conventional input planetary gearset with four pinion gears. There is one compound output gearset and one simple output gearset. The compound output gearset uses three sets of pinion gear pairs, with one set of pinions meshing with the sun gear and the other set with the ring gear. This arrangement allows for optimal ratio steps with a 6.04 overall ratio spread. There are two torque converter sizes, 258mm and 300mm. The 258mm applications use a twin-plate torque converter lockup clutch, while the 300mm applications use a single-plate torque converter lock-up clutch. Both types of clutches make use of GM’s proprietary electronic controlled capacity clutch (ECCC) technology, which uses a small, regulated amount of slip to dampen out engine pulses. This creates a smoother running drivetrain, especially during shift events. For the Cadillac Escalade, Escalade EXT, and Escalade ESV, the 6L80 is mated to the new BorgWarner 4485 transfer case, which was developed with GM Powertrain for uplevel trucks. This transfer case features an open planetary differential. Traction control and wheel slip monitoring are performed by the stability and anti-lock braking systems. Low maintenance For severe use, DEXRON® VI fluid changes are the only maintenance recommended. For normal use there is no fluid change scheduled. The Hydra-Matic 6L80 is produced in Ypsilanti, Michigan. http://media.gm.com/us/powertrain/en/produ...ic_6L80_MYC.xls

Yup, first of the year when the Block comes out and the controller for the 6L80 I will bypass the 12's altogether and shoot for the low 11's

Went to the track again yesterday, I got 13.07 @ 102 mph with a 1.89 60' I wanted the 12's so bad but wasn't ment to be. Humidity was 80% Mark

Here is a video http://video.google.com/videoplay?docid=-6623841065172429409

Had a good day at the track, Went to Sears Point ( Infineon Raceway ) which is a slow track and had a bad head wind Pulled off a 13.20 @ 101.3 60' 1.9 not bad for 6000lbs Mark

I am probably way wrong with this but the 4L65E has a first gear of 3.052 so I would think 3.052 X 600 would be 1,831.2 but since we are talking torque lets assume that you have 600 ft lbs of torque which would be less than the Transfer case rating of 2300 ft lbs of torque like I said I have know idea if i'm right or way off base Mark

Darius, Thanks for looking into this for me, Mark

would you share with us the name of the company that is doing this for you. If you can't post it would you please "PM" me Thanks Mark <{POST_SNAPBACK}> i knew there was a somehign about the SE kit that wouldnt work , i may be killing these 65e soon so i may need the 80e! <{POST_SNAPBACK}> Yeah NVG makes that shaft good luck getting it! there are others who claim they are making it but they aren't they are just getting it from NVG and they only make a few every year. I could have gotten one but I had already traded in the SS so I told them I didn't need it. <{POST_SNAPBACK}> contact info please

would you share with us the name of the company that is doing this for you. If you can't post it would you please "PM" me Thanks Mark

Thanks Zippy, He has a 2001 C3 Petty much the same thing as a Denali but with out the Quadrasteer

I am glad I am not the only one with this problem, Maybe someone will figure this out. I already drilled holes in the bucket didn't help, The magnavolt didn't raise the pressure either, I am getting 17.5 volts right after the magnavolt but not sure if it is making it all the way to the pump. When I pull the bed off to really get serious about this problem I will check the volts at the pump. I really think it is the in tank fuel pressure regulator. That is why I am going to see if it can be replaced with an adjustable one or one out of a Vette. Out of the 8 months or so I have had this problem I did have 2 days of driving about 22 hours through 3 states that my fuel pressure was great. Can't seem to duplicate the issure, Actually don't really even know where to start. I will keep you guys posted on the progress. Mark

AutoEnginuity has a nice scanner, data logging software

I would think it depends on, If the custom tune locks his tune or not. I have a Wester's mail order tune and they lock them