I honestly thought about a TBSS, but have you ever looked under the hood of those things? there is ZERO room for the motor much less a front mount turbo... Perhaps a rear mount...

 

Front low mount?

 

talk to kyle. dont see why you couldnt put the turbo down low on the passenger side, run the cross over under the crank pulley and have tons of room to send the exhaust out the passenger side.

 

Congrats on the baby, Corey! I vote AWD TBSS!!!!

 

It you don't need 6 seats go tbss. I have 4 kids so we had to go Tahoe.

 

Why not go with a Denali for those years with the 6.0 in it

 

in the last 8yrs, i'm sure he's probably blown up a couple Denali's after building a turbo 5.3
and a bolt-on LQ4 would get beat by a turbo 5.3 any day... unless you're talking about turboing the Denali
but the 4L65 wasn't that much better than a 4L60 - given his propensity towards the 4L80, that would've swapped, too.

 

So I am not saying I am 100% correct on this one since intuitively it makes a lot of sense. Weight should technically not have an effect on transmission/driveline steady state "strength". However, power, and therefore torque at a certain RPM, should have a difference. F=ma is always true, so under a steady state, non-dynamic situation if the "m" part of the equation goes up (when you are hauling a load), the "a" part of the equation goes down the same amount to ensure "F' is the same. "F" is the same because "F" comes from the motor and the motor doesn't magically put out more torque when you are hauling a load. In this case F=force, which is the same as engine torque multiplied by the gear ratios of the transmission and rear differential and tire radius.

Now you could counter that with, why GM and other manufactures put 4L80s and 14 bolts behind the heavy duty trucks when they have about the same engine output or less in some cases (no 6.2 in HDs). I would have to think about it more since I'm not good enough at math to prove it but this might change under a dynamic situation, however it still shouldn't make a difference. No manufactures engineer for straight up steady state loading since these loads would never break the driveline anyway, they only engineer for shock and dynamic loading that is for a very short amount of time way higher than any static loading. If mass made a difference then transmissions would have to base line pressure off mass and would have to have a load weigh device to measure load and compensate with more fluid pressure on the clutches.

I am open to challenges on this one haha.