wildweaselmi
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2007 GMC Sierra 2500 (classic)
wildweaselmi commented on wildweaselmi's gallery album in Member Albums
It arrived yesterday and discovered some surprises Fuel Filter is at 1% Only 1 key and 1 Viper keyfob Viper Keyfob doesn't lock/unlock or remote start vehicle Steering Wheel Controls don't light Fuel Gauge moves super slow (not sure if its accurate) No way to lock/unlock doors GM Delco Radio (6 disc) doesn't support MP3 CDs Steps are right up against truck. Fuel Filter No big deal, ordered some AC Delco Fuel Filters on Amazon for $30/each. Pretty easy to change Key issue When I find a dealership that is open, I'll get two new keys cut and programmed if needed Keyfobs I may purchase two factory ones or just get a remote start put in that would replace keyfobs anyways. This will hopefully fix the lock/unlock issue as well. Steering Wheel Controls Not a major issue but it appears Dorman sells these on Amazon for about $100 for all four controls. Heard the cable is super short so replacement can be challenging. Fuel Gauge Internet said to run Fuel Cleaner through system for three fill up's and see if it cleans the float/sending unit which could be sticking. If issues still exist then take the cluster out and send to Circuit Board Medics for repair (have them change bulbs to LED while they have it.. might as well also send the auto temp cluster for LEDs and anything else while the cluster is apart. Radio This is something I don't want to change but will because with a lifted truck especially, I need to see if anyone is behind me. It's more difficult to judge distance. Also I love Apple Carplay feature so I can listen to Spotify. Radio now a days is difficult to find a station anymore near me since everyone seems to be on SirusXM Steps The steps on this truck are useless. They are tucked so close to the truck its more of a rock slider than a step. My plan is to move to AMP Research Power Steps which will help my wife greatly since she can't easily get in the truck due to the chemo. This is my priority right now and the Fuel Filter. -
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Looking at a couple of upgrades that would make it more my truck and what I want. Ceramic Coating - DONE 3/24/2020 by Ceramic Pro Clay bar service (strips all the impurities that were on your car previously) Buff wax blackout of exterior trim 5 Layers of Ceramic Pro 9H 1 Layer of Ceramic Pro Light Applied as a Top Coat 1 Layer of Ceramic Pro 9H on Rims and Plastic 1 Layer of Ceramic Pro Rain on Front Side Windows and Windshield Lifetime Warranty Tow Mirrors GM OEM Tow Mirrors (boring.. no front facing turn signal) and run about $400 each (GM Part# 15904035 right & 15904034 left). Word on the reviews is they still shake just like an after market mirror does so not sure its worth the high price tag for GM Camper Mirrors. BOOST Auto Cab Lights Tonneau Cover Dark Tinted Windows
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Love the classics with the LBZ VIN: 1GTHK23D67F110033
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VIN: 1GTHK23D67F110033 Options and Standard Features Options Engine: Duramax Turbo Diesel 6.6L V8 Heavy-Duty Power Package Heavy-Duty Rear Automatic Locking Differential Heavy-Duty Trailering Equipment Manual Dual-Zone Air Conditioning Power Tilt-Sliding Sunroof W/Express-Open Rear Seat Entertainment System Transmission: Allison 1000 6-Speed Automatic Basic Information Stock Number: 2319 VIN Number: 1GTHK23D67F110033 Style Name: 4X4 Crew Cab 6.6 Ft. Box 153 In. WB SLT Make: GMC Model: Sierra 2500HD Classic Model Year: 2007 Type: Pickup Vehicle Trim: SLT Interior Color: Dark Pewter Exterior Color: Onyx Black Body Type: Crew Cab Engine Engine Description: 6.6L V8 32V Fuel Type: Diesel Fuel Induction: Direct Diesel Injection Valves Per Cylinder: 4 Aspiration: Turbocharged DriveTrain 4WD Type: Part-Time Driven Wheels: Four-Wheel Locking Hubs: Auto Transfer Case: Manual Transmission: 6-Speed Automatic Wheels Rims: Polished Forged Aluminum Wheels Spare Rim Type: Steel Drive Train Type: 4WD Suspension Independent Suspension: Front Stabilizer Bar: Front Instrumentation Clock Compass External Temp Low Fuel Level Tachometer Trip Computer Roof and Glass Front Wipers: Variable Intermittent Privacy Glass: Deep Rear Defogger In Car Entertainment Antenna Type: Fixed Audio System: AM/FM/Satellite-Prep Premium Speakers: Bose Rear Audio: Multi-Source Speakers: 6 Seats Drivers: Multi-Level Heating Drivers Height: Power Drivers Lumbar: Power 2-Way Drivers Power: 8 Passenger: Multi-Level Heating Passenger Height: Power Passenger Lumbar: Power 2-Way Passenger Power: 8 Seating Capacity: 5 Front Seat Type: Bucket Upholstery: Leather Center Armrest Folding: Flip Forward Cushion/Seatback Convenience Center Console: Full With Covered Storage Cruise Control Cupholders: Front And Rear Door Pockets: Driver And Passenger Overhead Console: Mini With Storage Power Outlets: 4 Seatback Storage: 2 Steering Adjustment: Tilt-Adjustable Steering Power: Power Steering Auto Dimming Mirrors: Electrochromatic, Driver Only Power Mirrors: Power Remote W/Tilt Down Power Retractable Mirrors Reverse Tilt Mirror: Dual Mirrors Power Door Locks Windows: Power Windows Memory Features Exterior Mirrors Memory Features Number Of Drivers: 2 Comfort Air Conditioning: Automatic Mats: Vinyl/Rubber Front And Rear Reading Lights: Front Shift Knob: Urethane Steering Wheel Trim: Leather Vanity Mirrors: Passenger Vanity Mirrors Features Bumpers: Chrome Door Reinforcement: Side-Impact Door Beam Engine Hour Meter Safety Turning Circle: 53.6 ABS: 4-Wheel Anti Theft System Safety Locks: Manual Daytime Running Light Engine Immobilizer Headlights Auto Delay: Auto Delay Off Headlights Dusksensor: Dusk Sensing Front Headrests: Manual Adjustable Rear Headrests: 2 Rear Center Seatbelt: 3-Point Belt Safety Signal Mirrors: Turn Signal In Mirrors Driver And Passenger Airbag Door Reinforcement: Side-Impact Door Beam Doors Rear Door Type: Tailgate Side Door Type: Conventional Dimensions Front Head Room: 41.0 Inches Front Hip Room: 61.4 Inches Front Shoulder Room: 65.2 Inches Front Leg Room: 41.3 Inches Rear Head Room: 39.0 Inches Rear Hip Room: 62.9 Inches Rear Leg Room: 39.1 Inches Rear Shoulder Room: 65.1 Inches Length: 239.7 Inches Width: 79.7 Inches Height: 77.0 Inches Wheelbase: 153.0 Inches Ground Clearance: 10.6 Inches Max Gross Vehicle Weight: 9,200 Lbs. Curb Weight: 5,883 Lbs. When the LBZ was introduced to replace the LB7, the LB7’s injector issues had long been solved and the overheating issues associated with the LLY were a thing of the past. This engine’s beefier block casting, stronger connecting rods, higher pressure common-rail fuel system and updated ECM arguably made it the most powerful, drivable, reliable and tunable Duramax to date. Right out of the box, the LBZ produced 360hp and 650 lb-ft of torque. During this time frame (’06-‘07), these numbers not only outperformed the 6.0L Power Stroke’s 325hp and 570 lb-ft, but they beat out the 325hp and 610 lb-ft figures put up by the 5.9L Cummins as well. The LBZ was also the first Duramax to be coupled to the six-speed Allison 1000 automatic, which proved capable of handling more power than the five-speed version that preceded it. Diesel enthusiasts longingly remember the LBZ as the last Duramax built before the modern day emissions crunch kicked in, which spawned pollution control technology that reduced fuel economy and greatly hampered long-term engine durability. Arguably the most highly sought after Duramax ever built is the LBZ Duramax. More meat exists in the lower section (big end) of the rod than what you’ll find on LB7 The beefier I-beam style rods bring more mass to the rotating assembly Connecting rods were the strongest found in any Duramax up to that time GM cast slightly more webbing into the main bearing regions of the LBZ’s gray-iron block for added horsepower and torque Unfortunately nothing is perfect and in this case the LBZ pistons weren’t up to the task of surviving in higher horsepower applications. The cast-aluminum pistons are highly susceptible to cracking. The LBZ piston’s use of wrist pin bushings is also believed by many to be a contributing factor in OEM piston failure, along with a thinner wrist pin being utilized. When a piston lets go, you definitely know it, as it’s accompanied by a nasty miss, excessive blow-by and smoke out the exhaust. CARFAX Vehicle History Report for this 2007 GMC SIERRA K2500 HD_ 1GTHK23D67F110033.pdf
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This is my new daily driver which is a 3/4 ton 4x4 Suburban LT with the 8.1L but its so clean. VIN: 3GNGK26G33G178131 Color: Charcoal Mileage: 129222 Rear Axle: 14 bolt (1999 - 2015 GM 10.5" 14 Bolt ) Trans: 4L80-E Engine: 8.1L (The 8.1L Vortec was the final big block gas engine from GM to date) The highest power rating was 340 horsepower, reached at 4200 RPM, while the highest peak torque ever reached was 455 lb-ft, achieved at 3200 RPM. Cargo Area Dimensions Cargo Volume to Seat 4 (ft³) Cargo Volume to Seat 3 (ft³) 45.7 Cargo Volume to Seat 2 (ft³) 90.0 Cargo Volume to Seat 1 (ft³) 131.6 Cargo Box (Area) Height (in) 40.5 Cargo Box Width @ Wheelhousings (in) 49.1 Cargo Area Width @ Beltline (in) 49.2 Cargo Area Length @ Floor to Seat 4 (in) Cargo Area Length @ Floor to Seat 3 (in) 36.1 Cargo Area Length @ Floor to Seat 2 (in) 69.6 Cargo Area Length @ Floor to Seat 1 (in) 104.6 Cargo Area Length @ Floor to Console (in) - TBD - Exterior Dimensions Wheelbase (in) 130.0 Length, Overall w/rear bumper (in) 219.3 Width, Max w/o mirrors (in) 79.8 Height, Overall (in) 76.4 Overhang, Front (in) 37.0 Overhang, Rear w/bumper (in) 52.3 Ground to Top of Load Floor (in) 32.5 Ground Clearance, Front (in) 8.1 Ground Clearance, Rear (in) 7.1 Rear Door Opening Height (in) - TBD - Rear Door Opening Width (in) - TBD - Side Door Opening Height (in) Side Door Opening Width (in) Step Up Height - Front (in) Step Up Height - Side (in) Interior Dimensions Passenger Capacity 7 Passenger Capacity 8 Front Head Room (in) 40.7 Front Leg Room (in) 41.3 Front Shoulder Room (in) 65.2 Front Hip Room (in) 61.4 Second Head Room (in) 39.0 Second Leg Room (in) 39.1 Second Shoulder Room (in) 65.1 Second Hip Room (in) 61.3 Third Head Room (in) 38.6 Third Leg Room (in) 36.1 Third Shoulder Room (in) 64.4 Third Hip Room (in) 49.2
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2019 Can Am Maverick Trail 1000 DPS Camo
wildweaselmi added images to a gallery album in Gear Crushers's Gallery
Here is a very exciting, fully loaded Maverick Trail. -
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First Generation Dodge Heavy Duty Pickup trucks with the Cummins 5.9L Inline 6.
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Expedition Overland has been everywhere but in this series they are concentrating on our own United States soil.
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1963-64 Chevy Custom 4x4 Truck
wildweaselmi replied to wildweaselmi's topic in Gear Crushers's GC Builds
Got the body today, Looks pretty good but saw that MMC didn’t patch the gas filler like they were suppose to. Guess if you need something done right you gotta do it yourself. At least they got me most of the way. Just paid MMC for metal work, it’s all I could afford. They wanted, just for the cab, another $2000 for body work and $4000 and up for paint. I am going to learn to do it myself with the help of Eastwood. -
Need to change tires LT265/75R16 load range E
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do i get a rebuild on the 4l80 trans and possibly add HPtune or Black Bear tune?? Looks like HPtune may run me around $700 and there software doesn't support mac.
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Vortec 8.1: Engine Basics The Vortec 8100 is rather obviously an 8.1L V8. It was designed as a diesel alternative in the GM pickup truck line-up. The Vortec 8100 borrowed much of its design from the 454ci big block we all know and love. The main difference between the 8100 and big blocks of old is the increased stroke. This is what increased the displacement to an impressive 8.1 liters. You might be wondering, why isn’t this massive engine used in a performance application? The Chevy LS is super popular so why isn’t this engine? Well, there are quite a few things holding the Vortec 8100 back from ever becoming popular: Iron block and heads, total engine weight is over 750 lbs. Older big block parts don’t fit on the Vortec 8100. Chevy LS parts don’t fit on the Vortec 8100. Limited production makes them harder to find than an LS. Vortec 8.1: Performance Data This part gets a little interesting. If the Vortec 8100 is supposed to be an alternative to the Duramax engine, then it must create lots of torque. Torque at low RPM is one of the single most important factors of a heavy-duty engine. So, how does the Vortec 8100 do? For this, we’ll look at the performance data for the GM truck applications. Vortec 8.1: 330 horsepower @ 4,200 RPM 450 lb-ft @ 3,200 RPM LB7 Duramax: 300 horsepower @ 3,100 RPM 520 lb-ft @ 1,800 RPM I know what you might be thinking. “Why does an 8.1L only make 330 horsepower?” If this was a performance application that would be abysmal, however, this is a heavy duty application. It makes an impressive 450 lb-ft way down low in the RPM range. Other versions of the Vortec 8100 make as much as 550 horsepower and 690 lb-ft. Vortec 8.1: Tuning Potential The Vortec 8100 isn’t super impressive in stock trim, but it’s designed for heavy duty work. Like I said earlier, standard big block parts won’t fit on the Vortec 8100, so the performance parts available for it are close to none. However, this is one company who offers some very interesting Vortec 8100 parts. Raylar Engineering is pretty much the only company interested in the Vortec 8100. They have developed multiple stroker kits to take it from 496ci to 511ci or all the way to 540ci. They also offer everything from camshafts to blowers. Their stage 3 package 540ci engine will make an insane 685 horsepower and 680 lb-ft of torque. Unfortunately, the stock Vortec internal components are fairly weak so any heavy modifications will require a forged bottom end. So, Raylar Engineering makes a bunch of really cool parts to wake your Vortec 8100 up, but is it worth it? If you’re just towing their towing camshaft and the 511 stroker kit will be a killer combo for you. If you want to go fast their bigger camshaft and 540 strokers will make big power for you. Vortec 8.1 vs Duramax Most of the trucks that are equipped with the Vortec 8.1 could’ve been equipped with a Duramax instead. Why would someone take a gas engine over a diesel in a heavy-duty truck? Although the Vortec 8.1 was designed to be an alternative to the Duramax, why would you want the gas engine? The main reason for this is diesel availability. Diesel isn’t available at every single fuel station, unlike gasoline. As far as tuning potential it’s pretty obvious the diesel can and will make way more torque. You can easily get 800 lb-ft or more from a Duramax, good luck achieving that with a Vortec engine. Not only that, but the Duramax will also outlast the Vortec 8.1 engine. I’m not saying the Vortec engine isn’t a bad choice, but given the opportunity, I would always pick the diesel first. Vortec 8.1 vs LS 6.0 Although we love LS engines, they aren’t exactly built for the same purpose as the Vortec 8.1. A 6.0 LS would make an excellent engine for a high horsepower street car, but not a truck that tows stuff a lot. The Vortec 8.1 was designed for maximum torque at a very low RPM. This is what allows it to tow much better. The 6.0L engine, however, is designed for more general use. You could always supercharge or turbocharge a 6.0L to achieve the same torque as a Vortec 8.1. The only problem is the factory reliability won’t be there anymore. When introducing power adders the longevity of your engine is significantly compromised. I know people claim to have excellent reliability with modified engines, but there’s a reason why manufacturers don’t push engines that hard from the factory. The manufacturers thoroughly test their engines for longevity and reliability. Once power is increased, long term reliability is decreased. Hence why the Vortec 8.1 can reliably achieve a much higher torque number than a 6.0 LS.
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A coil-near-plug ignition system increases ignition energy by 50 percent, reduces emissions and improves idle quality. New pistons have a shorter deck height and skirt length; they permit the longer (0.37 inch/9.4 mm) engine stroke, without any significant increase in engine deck height and minimal heat build-up. A Teflon™ coating reduces friction. An especially short (5 mm) top ring land and new full-radius top ring design improve combustion efficiency and reduce exhaust emissions. New cylinder heads feature replicated intake ports (each precisely equal in diameter and length) for improved fuel-air distribution and a reduction cylinder-to-cylinder variations in torque output, improving operating smoothness and efficiency. Powdered-metal exhaust valve seats and cast-iron guides enhance durability. Five head bolts circle each cylinder to assure reliable lifetime sealing, which is further enhanced by (1.3 mm) thicker, more durable head gaskets. Hydraulic roller lifters ride on a durable steel camshaft. Stiffer ball-pivot studs support more robust rocker arms. A cast-iron cam-drive cover adds to the valvetrain’s quiet operation. The aluminum intake manifold’s long, even-length runners yield a broad, flat torque curve plus excellent volumetric efficiency (breathing) at high rpm. The manifold is more precisely made, using a "lost foam" casting technology. It involves making a styrofoam assembly; pouring sand around it and shaking the sand into voids. Molten aluminum is then poured through the sand. It melts that foam, displaces it and cools in the shape of the part. The process permits more intricate internal crankcase ventilation passages that eliminate the need for an external crankcase valve and plumbing. This cuts maintenance costs and eliminates potential leak sources. Fuel is delivered by a high-pressure (400 kPa) sequential port fuel injection, providing quick starts and smooth operation in cold and hot weather. An Electronic Throttle Control (ETC) meters intake air more precisely. It also reduces weight and enhances reliability/durability by replacing the 7.4 liter’s mechanical hardware with electronic sensors, wires and actuators and integrating functions such as cruise control, brake torque management and traction control into a single controller. The Vortec 8100’s new mass airflow sensor also has an integral temperature sensor to facilitate fine mixture adjustments. Stainless steel exhaust manifolds (replacing the Vortec 7400’s cast iron) are significantly more heat resistant and durable. Manifold shields keep heat out of the engine bay and muffle the sound of high velocity exhaust flow. The improved (over the Vortec 7400) cooling system is fully pressurized, it includes a surge tank and a single, aluminum-body double-volute pump. The pump has a durable, cast-iron case, and longer-life silicon-carbide shaft seal. Its redesigned water jackets provide more flow, and it distributes equal amounts to both banks of the cylinder case for greater efficiency. A 100 mm wider radiator provides two more liters of capacity. The transmission cooler has been relocated to boost airflow. A modulating fan clutch provides quieter operation. To prevent any potential leaks, fitting beads and hose ends were designed for tighter, more reliable fit; clamps are specified for optimum pressure and glued in place on hoses to assure proper alignment and secure sealing. A dual belt accessory drive de-couples the engine’s alternator and accessories from the air conditioning compressor. This reduces loads on the accessory pulleys by up to 50 percent (over the Vortec 7400), improving efficiency and belt life. It also reduces accessory drive noise by nearly 50 percent (7 dBA) at 1000 rpm and further increases interior comfort by permitting the A.C. compressor to be located as far as possible from the passenger compartment. Stiff cast-iron accessory mounting brackets also help reduced noise and vibration. The drive belts are constructed of a new, non-neoprene compound that extends their life to 150,000 miles (240,000 km). Controlled compression gaskets are used in the oil pan, rocker covers and intake manifold to eliminate leaks. Rocker rails have also been raised to prevent oil from puddling against the rocker cover gaskets. A three-piece, thermoplastic sight shield adds to the advanced look of this superlative engine.
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attempt at fixing the oil consumption issue with the 8.1L in the suburban the following three items have been completed today intake gasket (known issue GM used a crappy defective intake gasket) intake bolts (original bolts are known to bottom out and not allow to tighten all the way, I don't feel that is the case this time but its possible. Best to replace) oil cooler lines replaced (small minor leak but every and any leak is addressed) We'll have to see... GM says that its acceptable to burn 1qt of oil for every 1000 miles. Not sure why any oil consumption is acceptable. The only thing I haven't focused on that might need it is a sticking piston ring maybe. -
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I have 133,000 miles on my 2003 suburban and I can't even make it to an oil change before Check Oil Level is being displayed on my cluster. Changing intake manifold gasket, intake bolts and found oil cooler lines with the tiniest of leaks. While working on the suburban, installed tow mirrors I picked up from BoostAuto. Researching oil consumption on an 8.1L I have found a lot of articles that all point to: intake manifold bolts (possibly being too long)
