zippy

The Sonnax servo's look like that normally. That looks correct to me. As for the cork gaskets, they don't have the longest life but they do work well if you torque them when you install them. Never install a pan gasket without torquing it. I only use the GM pan gaskets myself torqued to spec. Fortunatly there are about 500 brands of filters and only probably 5 manufactures of them. The GM pan gasket is available seperately which allows you to use them even when you already have a filter.

I would go with the LQ9 since the compression will offer up a bit more torque. With the compression being 10:1 though you'd want to run 91 octane with it, but the fuel milage difference from the extra compression is worth the small difference in price in fuel cost (about 4 dollars per tank). If 87 octane is a requirement go with the LQ4. As for towing with the 4L60E, there is nothing wrong with that. I've built many for towing and with the right parts and pre-cautions it is not an issue. Watch the weight of the trailer for sure. Even with the 6.0L keep below 10,000lbs, run the biggest cooler you can, cooler thermostat, big radiator, etc. Heat is a killer as is too much load. A 6.0L with a 4.10 gear and a short enough tire will help keep the load off of it. As for tuning I'd say just start with a stock LQ4 file and go from there. You'll want to freshen the 60E for sure and with the right parts and tuning you'll have a great towing system for moderate towing loads. If you have the funds for trans I'd also look into a stock 70E using a stock 70E converter, but add in a few mods to the trans like vette servo, 4th gear billet servo, boost valve, and valve body recalibration.

I've seen this swap done before and it is a very good power gain on a 6.0L. I've tuned and dyno'd that setup. There are certainly better options out there, but if you were to get the parts at a good deal I'd say go for it. Tuning is very critical though as the compression is really boosted and to get everything out of it you really need everything working for you. Personally I'd rather use those heads with a slightly more agressive cam, but the LS6 cam is hard to be for how smooth it runs. I'd go for 243's with a 216/220 or a 222/224 range cam on a 112 or 114LSA for more torque if it were my choice.

That is me, yes sir. No problem taking care of that.

That depends on the cam you pick. You can gain 15-60 pretty easily. What is done to the truck so far, what do you use it for, future plans???

I'm curious, what was wrong with the 02 sensors, maf, and spark plugs? You aren't just throwing parts at this I hope as that usually gets no where other than expensive. Give some info on the truck. What is done to it, what have you checked so far, how many miles are on it?

Sounds to me like the driver side cat is plugged. I would recomend pulling the head pipes down and checking both.

I would say do a set of headers and a tune. If there is any money left do a shift kit. As for tuning I'd say either buy hp tuners and have someone tune it for you or bring it to a reputable tuner in Texas and have a dyno tune done.

Just seeing this, damn impressive.

I'd have to ask even though it may seem silly, are you not getting overdrive or not getting tcc lockup. Most of the time I see a post of this type it turns out to be an issue with no converter lockup. If you are getting a check engine light that can keep the tcc off. If you have a missfire at all that the computer see's it can keep the tcc off. If you had a mail order pcm done and didn't use your original pcm and then didn't have the crankshaft variation learn performed you can also have tcc issue's since the pcm can pick up a missfire condition that isn't actually occuring. Just some stuff to check.

15-25hp would be average.

If your dynamic cylinder air reading is over 2.41 you are beyond the hard coded limit in the pcm. There is as always a way around it though.

A mail order tune is cheaper than if you had to buy another Predator and with the right tuner will make a noticable bit more power.

I'm not sure there is a specific number that you can go up to, but I'm guessing it's way bigger than you're going to go. Lifters aren't going to hold your cam size down. Yes to answer your second question, there are some brands that are better than others.

How does it read boost? When the air in the intake manifold becomes a pressure that is higher than barometric the pressure will move from the intake manifold to the hose and up to the guage. If the guage is working correctly it will show boost.

Are you seeing more than 2.41 DCA?

Write an e-mail to [email protected] with your serial number from your cable and explain to them that you need the hp tuners beta to open beta files.

If you're getting that it means you need the beta update to open it.

That's a bit slow for a stock with charger only, but plenty of room for growth.

It's certainly not special to me, but a good starting point for someone wanting a toy that's new. I'd like a crew cab 6.2 with a 2300. The thing is a TVS2300 is like 7k by itself not including wheels, tires, suspension, etc. The truck isn't way overpriced, but it is a bit pricey. I have a hard time talking myself into a new truck with GM being the little bitch that they are. Buy a regular cab and a 5.3 is the best you can get. Buy an extended cab and you can get a 6.0L. Buy a crew cab and a 6.2L is an option. It's like they want all three to have the exact same performance. There is no reason the regular cab can't have a 6.2L. Dodge did a V10 for years, Ford a supercharger on their 5.4L, GM has done shit. Even the SSS pissed me off. I love them, but a stock Super Sport from Chevrolet that runs low 15's is kinda sport and not very super.

Try to find one from a 6.0L, but don't rule out the 85E. I would personally recomend an 03' to 07'. The older one's are fine also, but in pure stock form there were many updates the newer one's will have. When I used to work at the dealer I could have listed them, but don't remember all of it now.

That trans company is actually pretty decent from the experience I've had with customers using their stuff. Tuning wise though I would really have your truck looked at.

2004 Silverado SS stock b.hpt 04 Silverado SS stock.hpt 03\' Silverado SSS update 11-23-11a.hpt I don't know which of these 04's is the most recent, I'll have to check. Here is a recent 03' file also.

If you have him program your original pcm you won't need to do the crank re-learn. Any time you change computers, motors, camshaft, timing chaing, etc, you should do a crank re-learn.

Normally a roller bearing an a Gen 3 motor would be a bearing from a rocker arm, but that's a big roller. I have no idea what that is.