8.1 to dmax 3500 HD GMT-400 body
- Thread starter malibu795
- Start date
i figured keep the thing cool with up grade the clutches and week hardware it would last.
run power about 350-400hp i also believe having 4.63:1 (might jump to 4.30)grears takes alot of the multipication load off the tranny as well
most of the time it would be part throttle (cruising) and any hill climb would probly be in 3rd gear anyways with fuel cost 75-80% of my overhead and 4.19-4.50 a gallon im not going to be wot any more then have to..
well siting on the side of the road in I10 in jacksonville FL
engine came to and sudden stop whill going down the road.
waiting for the tow truck to get an oil change to figure out what happened.
might be doing an engine swap sooner then expected
engine came to and sudden stop whill going down the road.
waiting for the tow truck to get an oil change to figure out what happened.
might be doing an engine swap sooner then expected
ouch
broke the crankshaft behind the balancer
doesnt seam to be as bad as i thought.. spins over just fine as an engine that has no fuel. but the balance doesnt spin.
only code thrown was open cruise control brake circuit.. which it doesnt have cruise control..
also read your 8.1 dmax swap intreested in how straight forwar it was.
but it does have a brake pedal switch.
swapping a dmax into an 8.1 avalanche is nothing like what you are going to be doing adam. the avalanche and the dmax pickup trucks share the exact same electrical system/harnesses.
i figured that..(6.5 GMT400 turcks) i wanted to know if the 8.1 GMT400 trucks had the same harnesses or some type of hybrid cross over harness between the 400 and 800 trucks
I believe what you will find is the GMT-400 trucks with an 8.1L probably used a harness simliar to that of teh vans of that era. In 01 GM dropped the 5.7L from the trucks but kept it in the vans. They came out with a harness that allowed the 0411 PCM to plug into the vans in 01 which is teh same PCM that the 4.8L, 5.3L, 6.0L, and 8.1L came with in that era. The vans used a simliar wiring system to that of teh GMT-400 trucks, so it would probably be safe to assume that the vans and the 3500HD GMT-400 shared a similiar wiring scheme as they were both built during teh same years and same options packages. And if this is a commercial use truck, I would start off with a diesel chassis for the swap as I know sometimes changing fuel types can get tricky for commercially registered vehicles. If your wanting to keep it a 6.5 for awhile, I have a 6.5 I would sell cheap. It needs the heads put back on it(blown headgaskets), and could use a few pistons(bad injectors), but it showed no signs of cracks and ran good when it was pulled despite the blown headgaskets.
this is where mine sits right now broken crank nose.. engine spins no start and balancer doesnt spin.....
i honetly cant make a call on either to repower the truck or rebuild depends of the block is trashed or not.......................
broken crank nose.. engine spins no start and balancer doesnt spin..... i honetly cant make a call on either to repower the truck or rebuild depends of the block is trashed or not.......................
between 02 and 03 gm changed how the wireing works in the trucks. my Avalanche was 02 and the donor was 05, I had to change all of my wireing from the donor to save myself a year of probing wires. Not to bad to do.
this sucks 3/4 piston throw
ideally lbz swap.
realisticly lly or lb7 and just whatch the balance rates if i dont buy new truck
ideally lbz swap.
realisticly lly or lb7 and just whatch the balance rates if i dont buy new truck
LLY and an ALLISON done stand-alone would be ideal for your application. Just do the basics for the swap and keep your current cluster in place and call it a day. The LB7 would probably be easier if you found an 01-02, but the extra reliabilty and the lack there of injector woes of teh LLY would more than offset the extra work involved IMHO. Just my 2 cents though.
i got several lb7 and a couple lly i have my eyes one..
i will keep the power round 300hp.. a heathy 4l85 with 4.63 gears will live as long as i keep it cool. its hold 200hp and 26,000 just fine in stock form.
i will keep the power round 300hp.. a heathy 4l85 with 4.63 gears will live as long as i keep it cool. its hold 200hp and 26,000 just fine in stock form.
No, his 6.5 diesel broke the crank. I personally think your setting yourself up for failure with a 4L80E trans, but that's just me. It's not the HP so much as it is the GVWR that will kill the 4L80E trans. Not to mention you will have to run a manual trans ECM calibration and lose the torque management that cuts power during the shifts to save the trans. It's only an extra 200 pounds VS a 4L80E for a built ALLISON and triple disc converter, and you can retain the silky smooth shifts and extended drivetrain longevity and not have to wonder if your built 4L80E is up to the task in the middle of nowhere or is it going to let go. The mounting will not be a problem with the 3500HD and the extra clearance underneath due to it's factory 2" body lift, and it will bolt right up to the stock mounts if you use the mounts that Bigley has in his swap guide whereas if you use the 4L80E you will have to drill and relocate the crossmember most likely. But it's your truck.
Sorry to read about your break down! I did see that Allisons that were put in motor homes and maybe Kodiaks for that matter have the park-brake at the tail shaft like your truck.....Hope things get back to going your way!
just picked up a 06 LBZ(lly) (98k)out of a 06 van with all related harness
chassis harness
engine harness
dash harness including tow haul and OBDII(data port)
pedal
fuel pump filter and cooler
ECM
MAF on the filter.
tcm is gone hit pass front corner
i plan on using the IC/rad out of my 02 and some msc other stuff
chassis harness
engine harness
dash harness including tow haul and OBDII(data port)
pedal
fuel pump filter and cooler
ECM
MAF on the filter.
tcm is gone hit pass front corner
i plan on using the IC/rad out of my 02 and some msc other stuff
