Questions on LQ9 availability...help...
Jan 13, 2006 | 01:05 AM
#1
Questions on LQ9 availability...help...
I have not been on this forum in awhile and was just looking for some clarification on the availability of the 6.0L LQ9 in an extended cab truck (non-SS.) I know in 2004 and 2005 they had the B4V option coded VHO trucks in both Sierra and Silverado's that you could get it in. Only difference between the two was the rear ends, '04's had the 10-bolt w/ disc brakes and '05's up had the 14-bolt w/ drums? But as far as '05 and up it looks as though you can still get the LQ9 in the Sierra Performance Edition still B4V coded and the Vortec Max/Perf. Edition Silverado is that correct? Have there been any changes to the transmission options? Is the suspension the same as the Silverado SS suspension? Which one is the best to get '04, '05, '06, or they all the same? Just trying to clear my head of this jarbled mess. I know these trucks have a lot of potential and I was looking into getting an '06 Performance Edition Sierra but would it be hard to lower the truck and would it be as quick as the times that I have seen for the '04 and '05 VHO's? Help...Thanks in advance...
Jan 13, 2006 | 12:24 PM
#2
On The Tree
Joined: Sep 2005
Posts: 128
Likes: 0
From: Idaho
I do not believe the LQ9 engine was available in a non SS 1/2 ton until the Vortec Max package was introduced in 06. Vortec Max package for 06 includes a "Super Duty" transmission which is a beefier version of the 4L65E called the 4L70E or option code M70. I do not beleive that the SS suspension carries over into the Vortec Max trucks. To me, the suspension looks the same as the Z71.
I may be wrong, maybe the VHO's did have an LQ9 engine. You have me curious now. I thought they were the "other" 6.0 liter engine.
Mike
I may be wrong, maybe the VHO's did have an LQ9 engine. You have me curious now. I thought they were the "other" 6.0 liter engine.
Mike
Jan 13, 2006 | 05:44 PM
#4
TECH Fanatic
Joined: Oct 2005
Posts: 1,379
Likes: 0
From: Woodstock Ontario Canada
The 04 VHo B4V "texas Truck" was only available in the southern states, it had the 10 bolt rear, 4l65e trans, rear discs and the LQ9 345hp 380 tq 6.0, the same as the SS trucks. This truck had the torsion bar front suspension in the C1500 ecab chassis. The trucks dont come from teh factory with eth VHO decals, those are applied at the dealer during its PDI (pre delivery inspection).
The 05 B4V VHO truck became available nationwide and in Canada, it also had the 4l65e and teh 345 hp 380 tq 6.0L LQ9 engine. It had teh 14 bolt 9.5" ring gear dif. but had the drum brakes. This truck had the torsion bar front suspension in the C1500 ecab chassis.
In 06 the VHO B4V truck is the same as the 05 model except she in now equipped with the 4l70e trans. Still has the LQ9, 14 bolt dif. It is available nationwide and in Canada.
The 04's are the odd truck out, they have the 8.6" ring gear, but have disk brakes.
Which is the"better" truck? Well its really in the eye of the beholder. I kinda like the 04's just because they are kinda rare, these are the 1st true 2wd C1500 trucks with the6.0L engine. With its lighter rear dif. it should have a weight advantage over the 05 and 06 models.
In terms of strength, the 05 and 06 both share the exact same rear dif which is the 9.5" ring gear 14 bolt rearend, this dif (actually a very close cousin)
was used in the 1990-1993 454SS with teh 90's having 230 hp and 385 lb/ft of torque with 3,73:1 gears and the 3l80 (400) trans, and the 1991-93 454SS having the 4l80e trans with teh 14 bolt rear di stuffed with 4.10 gears, thesetrucks had 255 hp (same rating as my Vortec 350) and 405 lb/ft of torque.
the new 14 bolt now used in the 2wd 6.0 2wdSS, VHO, and Vortec Max has had some refinements, I cant remember exactly what they did, but the bearings are slightly different I beleive, I think this GEN 2 14 bolt semi floater is setup for synthetic lube(not 100% sure).
Folks who want to spray or force induct these trucks wont have to worry much about the rear dif. teh weak link will still be the transmission the 4l70e. the 4l70e is a warmed over 4l65e, which is a warmed over 4l60e which is an electronic 4l60, which is a more modern version of the good old 700r4 trans which dates back to teh very early 80's. Heck I even think a Vette servo from a 1984 Corvette will fit in the 2006 70e trans. I really wish they would adopt the 80e in these trucks, maybe with a slightly lower 1st gear, but not so low as the 4l70e.
Here is a cut and paste of some more infothat I posted on another site on the new 4l70e trans as well as info on the 4l65e and 4l60e, from GM powertrain.
HYDRA-MATIC 4L60-E / 4L65-E / 4L70-E (M30 / M32 / M33 / MD6 / MK2 /M70) CAR AND
TRUCK TRANSMISSIONS2006 model year summary
● Gearset and output shaft strengthened for new high-output applications (M70)
● Internal input speed sensor added
● DEXRON® VI premium fluid validated to improve durability and shift stability
● New applications in HUMMER H3 and Saab 9-7x
● Hexavalent chrome coatings eliminated
Full descriptions of new or changed features
Gearset and output shaft strengthened for new heavy duty 4L70-E (M70)
To meet the high-output requirements for the new Chevrolet Trailblazer SS 6.0-liter LS2 V-8, the output shaft and the steel reaction gear have been strengthened using a combination of
stronger steel and processing of the steel through additional heat-treating and tempering.
Internal input speed sensor added
To allow more sophisticated electronic programming of shifting and other transmission
functions, an internal input speed sensor was added to precisely monitor the input shaft speed.
To fit the sensor inside the transmission without changing major components or the
transmission case, the sensor is installed inside the fluid pump. The input shaft is then splined
where the sensor can count the splines.
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 degredation over
time. Internal GM tests have demonstrated DEXRON® VI to deliver more than twice the
durability and stability in friction tests compared to existing fluids. This fluid is validated and
required in all 2006 4L60-E/4L65-E/4L70-E transmissions.
New application in 2006 Hummer H3 and Saab 9-7x
Because of the new input speed sensor, the 4L60-E is able to be tuned to match the brand
character of the new midsize rugged HUMMER H3 and the uplevel European luxury Saab 9-7x.
Tuning for the Saab includes earlier downshifting to enhance performance.
Low maintenance
For severe use, DEXRON® VI fluid changes are the only maintenance recommended. For
normal use there is no fluid change scheduled. Continual development of the 4L60-E/4L65-E/4L70-E to increase high-mileage longevity remains a priority.
Another contribution to low maintenance is the ability to match the transmissions to each of its broad list of applications. Performance efficiency and ideal cooling are achieved by using one of five sizes of torque converters, and that contributes to long-term durability.
Overview
The Hydra-Matic 4L60-E / 4L65-E are differentiated primarily because of gearset design. Each of the two planetary gearsets in these four-speed automatic transmissions have four pinion gears in the 4L60-E, and five pinion gears in the 4L65-E. The 4L65-E was introduced in the 2001 model year as a heavy-duty (HD) variant with more robust parts that provide increased strength. Beginning in 2002, many of the technologies from the 4L65-E applications that add durability have been incorporated into the 4L60-E, such as more robust bushings and bearings.
The 4L70-E is new a variation of the five-pinion 4L65-E, with additional strengthening in the output shaft and reaction gear to handle increased engine torque.
The Hydra-Matic 4L60-E / 4L65-E / 4L70-E are also characterized by rigid structures and low noise designs. These transmissions are state-of-the-art for rear-drive and four-wheel drive cars and trucks because of their adaptive shift electronic controls and GM’s proprietary Electronic Controlled Capacity Clutch (ECCC) technology. The ECCC allows sophisticated variable clutch slip to dampen engine pulses, providing smooth shifting and driveline feel. The transmissions also take directions from vehicle powertrain control modules to avoid hunting between gears when climbing hills. On certain applications, the new T42 transmission control module is used, which allows sophisticated software control of the transmission.
An extremely versatile transmission, the 4L60-E / 4L65-E / 4L70-E functions in a wide range of applications. Sophisticated electronic controls and high-torque capabilities allow it to serve in the high-performance Pontiac GTO as well as pickups and SUVs ranging from the compact Chevrolet Canyon and GMC Colorado pickup trucks to the roomy GMC Yukon XL. The gearset bushings are Teflon coated to add durability for very high-speed operation, making it ideal for vehicles like the GTO or TrailBlazer SS.
The 4L60-E/4L65-E/4L70-E are produced in three plants, Toledo, Ohio; Romulus, Mich.; and Ramos Arizpe, Mexico. Both the newer Romulus and Ramos Arizpe plants have state-of-the-art gear processing systems, and similar systems have now been upgraded at the Toledo plant, which has been building transmissions since 1982.
For four-wheel drive applications on the Canyon and Colorado, the bottom pan of the 4L60-E was modified so that the prop shaft from the transfer case to the front differential can clear the side of the transmission. As a result of the new bottom pan, the 1-2 accumulator housing, the valve body, and the fluid filter had to be redesigned for clearance. The fluid filter, which is housed inside the bottom pan of the transmission, was also redesigned to fit the new pan.
The 4L60-E (M33) is also used with the Chevy Silverado and GMC Sierra hybrids, which uses an electric motor/alternator sandwiched between the conventional engine and transmission. The electric motor assists the engine during acceleration, and generates electricity to charge batteries at other times. The torque converter is a 258 mm unit, but it is modified to take the extra torque of the V-8 engine. The input shaft on the torque converter is stronger, and the lockup clutch is a more robust dual-plate design. Generally V-8 engines are matched to 300 mm torque converters, but the smaller unit was used to allow space for the electric motor. The
torque converter for Hummer H2 SUT is specially tuned to produce slightly more torque multiplication initially, for quicker vehicle acceleration.
Four-wheel drive options
The 4L60-E is mated to several different transfer cases used by four-wheel drive applications.
The Colorado and Canyon use either the New Venture model 233 or 236. The 233 is a part-timeconventional transfer case, but engages through an electrically operated solenoid. The 236 can be used full time, with an electrically operated clutch pack engaging the front wheels when rear wheel slippage is detected. The Silverado and Sierra use the New Venture models 246, 261,the Borg Warner 4482 and T150. The 246 has an electrically operated clutch pack to send torque to the front axle, and the 261 is a conventional part-time transfer case.
The 4L65-E is mated to 3 different transfer cases used by four-wheel drive applications. The
New Venture 149 is used in the Yukon and Tahoe and contains a center differential for full-time
use. A Borg Warner 4481 is used by the heavy-duty Silverado and Sierra pickups, and a Borg
Warner 4484 is used by the Hummer H2.
peace
Hog
The 05 B4V VHO truck became available nationwide and in Canada, it also had the 4l65e and teh 345 hp 380 tq 6.0L LQ9 engine. It had teh 14 bolt 9.5" ring gear dif. but had the drum brakes. This truck had the torsion bar front suspension in the C1500 ecab chassis.
In 06 the VHO B4V truck is the same as the 05 model except she in now equipped with the 4l70e trans. Still has the LQ9, 14 bolt dif. It is available nationwide and in Canada.
The 04's are the odd truck out, they have the 8.6" ring gear, but have disk brakes.
Which is the"better" truck? Well its really in the eye of the beholder. I kinda like the 04's just because they are kinda rare, these are the 1st true 2wd C1500 trucks with the6.0L engine. With its lighter rear dif. it should have a weight advantage over the 05 and 06 models.
In terms of strength, the 05 and 06 both share the exact same rear dif which is the 9.5" ring gear 14 bolt rearend, this dif (actually a very close cousin)
was used in the 1990-1993 454SS with teh 90's having 230 hp and 385 lb/ft of torque with 3,73:1 gears and the 3l80 (400) trans, and the 1991-93 454SS having the 4l80e trans with teh 14 bolt rear di stuffed with 4.10 gears, thesetrucks had 255 hp (same rating as my Vortec 350) and 405 lb/ft of torque.
the new 14 bolt now used in the 2wd 6.0 2wdSS, VHO, and Vortec Max has had some refinements, I cant remember exactly what they did, but the bearings are slightly different I beleive, I think this GEN 2 14 bolt semi floater is setup for synthetic lube(not 100% sure).
Folks who want to spray or force induct these trucks wont have to worry much about the rear dif. teh weak link will still be the transmission the 4l70e. the 4l70e is a warmed over 4l65e, which is a warmed over 4l60e which is an electronic 4l60, which is a more modern version of the good old 700r4 trans which dates back to teh very early 80's. Heck I even think a Vette servo from a 1984 Corvette will fit in the 2006 70e trans. I really wish they would adopt the 80e in these trucks, maybe with a slightly lower 1st gear, but not so low as the 4l70e.
Here is a cut and paste of some more infothat I posted on another site on the new 4l70e trans as well as info on the 4l65e and 4l60e, from GM powertrain.
HYDRA-MATIC 4L60-E / 4L65-E / 4L70-E (M30 / M32 / M33 / MD6 / MK2 /M70) CAR AND
TRUCK TRANSMISSIONS2006 model year summary
● Gearset and output shaft strengthened for new high-output applications (M70)
● Internal input speed sensor added
● DEXRON® VI premium fluid validated to improve durability and shift stability
● New applications in HUMMER H3 and Saab 9-7x
● Hexavalent chrome coatings eliminated
Full descriptions of new or changed features
Gearset and output shaft strengthened for new heavy duty 4L70-E (M70)
To meet the high-output requirements for the new Chevrolet Trailblazer SS 6.0-liter LS2 V-8, the output shaft and the steel reaction gear have been strengthened using a combination of
stronger steel and processing of the steel through additional heat-treating and tempering.
Internal input speed sensor added
To allow more sophisticated electronic programming of shifting and other transmission
functions, an internal input speed sensor was added to precisely monitor the input shaft speed.
To fit the sensor inside the transmission without changing major components or the
transmission case, the sensor is installed inside the fluid pump. The input shaft is then splined
where the sensor can count the splines.
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 degredation over
time. Internal GM tests have demonstrated DEXRON® VI to deliver more than twice the
durability and stability in friction tests compared to existing fluids. This fluid is validated and
required in all 2006 4L60-E/4L65-E/4L70-E transmissions.
New application in 2006 Hummer H3 and Saab 9-7x
Because of the new input speed sensor, the 4L60-E is able to be tuned to match the brand
character of the new midsize rugged HUMMER H3 and the uplevel European luxury Saab 9-7x.
Tuning for the Saab includes earlier downshifting to enhance performance.
Low maintenance
For severe use, DEXRON® VI fluid changes are the only maintenance recommended. For
normal use there is no fluid change scheduled. Continual development of the 4L60-E/4L65-E/4L70-E to increase high-mileage longevity remains a priority.
Another contribution to low maintenance is the ability to match the transmissions to each of its broad list of applications. Performance efficiency and ideal cooling are achieved by using one of five sizes of torque converters, and that contributes to long-term durability.
Overview
The Hydra-Matic 4L60-E / 4L65-E are differentiated primarily because of gearset design. Each of the two planetary gearsets in these four-speed automatic transmissions have four pinion gears in the 4L60-E, and five pinion gears in the 4L65-E. The 4L65-E was introduced in the 2001 model year as a heavy-duty (HD) variant with more robust parts that provide increased strength. Beginning in 2002, many of the technologies from the 4L65-E applications that add durability have been incorporated into the 4L60-E, such as more robust bushings and bearings.
The 4L70-E is new a variation of the five-pinion 4L65-E, with additional strengthening in the output shaft and reaction gear to handle increased engine torque.
The Hydra-Matic 4L60-E / 4L65-E / 4L70-E are also characterized by rigid structures and low noise designs. These transmissions are state-of-the-art for rear-drive and four-wheel drive cars and trucks because of their adaptive shift electronic controls and GM’s proprietary Electronic Controlled Capacity Clutch (ECCC) technology. The ECCC allows sophisticated variable clutch slip to dampen engine pulses, providing smooth shifting and driveline feel. The transmissions also take directions from vehicle powertrain control modules to avoid hunting between gears when climbing hills. On certain applications, the new T42 transmission control module is used, which allows sophisticated software control of the transmission.
An extremely versatile transmission, the 4L60-E / 4L65-E / 4L70-E functions in a wide range of applications. Sophisticated electronic controls and high-torque capabilities allow it to serve in the high-performance Pontiac GTO as well as pickups and SUVs ranging from the compact Chevrolet Canyon and GMC Colorado pickup trucks to the roomy GMC Yukon XL. The gearset bushings are Teflon coated to add durability for very high-speed operation, making it ideal for vehicles like the GTO or TrailBlazer SS.
The 4L60-E/4L65-E/4L70-E are produced in three plants, Toledo, Ohio; Romulus, Mich.; and Ramos Arizpe, Mexico. Both the newer Romulus and Ramos Arizpe plants have state-of-the-art gear processing systems, and similar systems have now been upgraded at the Toledo plant, which has been building transmissions since 1982.
For four-wheel drive applications on the Canyon and Colorado, the bottom pan of the 4L60-E was modified so that the prop shaft from the transfer case to the front differential can clear the side of the transmission. As a result of the new bottom pan, the 1-2 accumulator housing, the valve body, and the fluid filter had to be redesigned for clearance. The fluid filter, which is housed inside the bottom pan of the transmission, was also redesigned to fit the new pan.
The 4L60-E (M33) is also used with the Chevy Silverado and GMC Sierra hybrids, which uses an electric motor/alternator sandwiched between the conventional engine and transmission. The electric motor assists the engine during acceleration, and generates electricity to charge batteries at other times. The torque converter is a 258 mm unit, but it is modified to take the extra torque of the V-8 engine. The input shaft on the torque converter is stronger, and the lockup clutch is a more robust dual-plate design. Generally V-8 engines are matched to 300 mm torque converters, but the smaller unit was used to allow space for the electric motor. The
torque converter for Hummer H2 SUT is specially tuned to produce slightly more torque multiplication initially, for quicker vehicle acceleration.
Four-wheel drive options
The 4L60-E is mated to several different transfer cases used by four-wheel drive applications.
The Colorado and Canyon use either the New Venture model 233 or 236. The 233 is a part-timeconventional transfer case, but engages through an electrically operated solenoid. The 236 can be used full time, with an electrically operated clutch pack engaging the front wheels when rear wheel slippage is detected. The Silverado and Sierra use the New Venture models 246, 261,the Borg Warner 4482 and T150. The 246 has an electrically operated clutch pack to send torque to the front axle, and the 261 is a conventional part-time transfer case.
The 4L65-E is mated to 3 different transfer cases used by four-wheel drive applications. The
New Venture 149 is used in the Yukon and Tahoe and contains a center differential for full-time
use. A Borg Warner 4481 is used by the heavy-duty Silverado and Sierra pickups, and a Borg
Warner 4484 is used by the Hummer H2.
peace
Hog
Jan 13, 2006 | 05:50 PM
#5
TECH Fanatic
Joined: Oct 2005
Posts: 1,379
Likes: 0
From: Woodstock Ontario Canada
Originally Posted by 83 Chevy
I do not believe the LQ9 engine was available in a non SS 1/2 ton until the Vortec Max package was introduced in 06. Vortec Max package for 06 includes a "Super Duty" transmission which is a beefier version of the 4L65E called the 4L70E or option code M70. I do not beleive that the SS suspension carries over into the Vortec Max trucks. To me, the suspension looks the same as the Z71.
I may be wrong, maybe the VHO's did have an LQ9 engine. You have me curious now. I thought they were the "other" 6.0 liter engine.
Mike
I may be wrong, maybe the VHO's did have an LQ9 engine. You have me curious now. I thought they were the "other" 6.0 liter engine.
Mike
The VHO's in 06 and 05 were also LQ9 345 hp 6.0's.
There were 2 years of 6.0's in C1500 series trucks before the Vortec Maxx that were not SS trucks.
Now just make a B4V VHO 2wd reg cab shortie and I would be a happy man. In 1998 I heard that the 1/2 tons were not going to get the 6.0, so I bought my reg can shortie Vortec 350, now 8 model years later, I STILL CANT GET A 1/2 TON RCSB TRUCK WITH A 6.0 FROM THE FACTORY.
Boy I am glad that I didnt wait, the 350 has done me well.
peace
Hog
peace
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