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'06 Chevy Trailblazer Ss, 3ss, Awd, Forged 427, 4l80 on 2040-cars
US $12,000.00
Year:2006
Mileage:89000
Location:
North Las Vegas, Nevada, United States
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Getting out of the game for a bit so this is a bit of a
unique deal. Got two kids with cars on
top of my DD and the fianc'ees as well and don't have room in the driveway for
the project anymore. Before we go any
further I want to apologize for anything I forget. Feel free to ask anything and I'll get you an
answer. It's been a lot of years since I
bought the truck and I have long term memory issues due to a TBI. I'm calling the truck a roller + due to it
being a project truck but having the motor and tranny already there, however
the engine is right now partially torn down and needs a bit more. Asking $12k as is, if I fix it I’ll list for
$18k. Don't really want to fix it due to
time and space though and you can easily get it done for you for less than
$6k. I have a guy here in Vegas that
will do it up right and get it on the road for you for $3-4k if you would like
to drive it home. I have no issues
delivering it to him free of charge if you want me to. Since
I kinda need the truck gone quickly for the space feel free to offer anything,
even low balls. I enjoy haggling. You can give me a call if you have any questions. Just message me for the number. So here goes. I bought it in '07 with less than 10k miles and have owned
it ever since. It has about 89k miles on
the chassis and a little over 1k on the motor/tranny. It is a flat black '06 AWD with a Darton
sleeved, fully forged 427 with worked LS7 heads. I'll put a list below that has everything
used in the build. Did the e-fan kit
from PCMforless with Dorman fans. Also
has a 4" FWI intake with 4" MAF also from PCMforless. Never got the truck on a dyno or to the track
before it broke due to a move out to Vegas for work, but just rough figuring
off of calculators and a couple different engine builders knowing the details
of the motor, it should have been about 500hp and tq. It has a 4l80 in it that was installed using
LC32's kit. I highly recommend that
kit. The craftsmanship is
exceptional. It has a stock 4L80 TC in
it. The flywheel is Circle D's LS
Aluminum SFI Flex-plate. It's hard to
decide if the most beautiful part on the truck is the 4l80 cross member from
LC32 or the flex plate. Both received
numerous comments on them from random people at the tranny shop. Drive shafts were done through Phoenix
transmissions. It has a brake duct
tranny cooler from PCMforless. Brakes
are R1 cross drilled and slotted rotors with posi-quiet ceramic pads. Wheels are stockers powder coated flat
black. Tires are Nitto Invos at
275/40-20 with under 1k miles. It has
1.25" wheel spacers on all four corners.
It is lowered to about 30.5" all the way around as well. Lowered with Belltech shocks front and rear
as well as airbag adjust in rear.
Modified DJM a-arms up front to keep the alignment. I can't think of much else for the running
gear. Not much done to the body.
Rattle canned after fixing some parking lot dings accrued over the years
and haven't gotten around to actually painting it. It has all the badges shaved minus the
grill. I did the rear glass handle mod
as well as a wiper arm delete. Just need
to fill the holes left from the wiper delete.
It's a real smooth and clean look.
It has Maverick Man carbon fiber brake ducts. It has Halo headlights with 6k HIDs. Bermuda
dark tinted taillights. For the interior, it is the 3ss with every option offered
from the factory. Seats work perfectly
with adjustments and heat. Rear HVAC
controls work fine. The head unit has
been replaced with a Pioneer navigation unit.
I'll have to come back to you with the model. Has a JL stealth box in the rear with a JL
w10 sub in it. Has an Arc Audio 5
channel 500 watt amp under the rear seat.
Polk speakers in all four doors with components in the front with the tweeters
in the stock dash location. Pioneer has
a hookup for the rear DVD, but it hasn't been hooked up. Need to convert the player to RCA cables to
do that. Also has a standard audio jack
and USB hookup that are hanging out where the rear wiper control used to
be. Was in the process of building a
faceplate for them to go in that location but couldn't get something I really
liked before the motor died and became the priority. Finally, has some metal, black, diamond plate
floor mats with white SS logos. Some random thoughts now.
First the exhaust. I kept the
stock exhaust after putting on the headers.
With the catless y and headers the truck sounds great. A nice mean rumble that is fairly docile for
DD but opens up when you want it to. The
best part about it is that the people in the back seat don’t go deaf and there
is no drone on the highway. The wheel
spacers usually bring up a lot of questions.
I have had them on there for 10k+ miles at the lowered stance with no
hub issues. They are aluminum, hub
centric, made in America and great quality.
They push the wheels out to the edges of the fenders and look really
good. The truck should have come from
the factory with this stance. The reason
for the spacers and not just wider wheels is for auto-x. I know, auto-x in a TBSS is retarded, but it
is a lot of fun beating up on cars with an SUV and brings in a whole new
experience for how to drive an auto-x.
The truck fits into the official SCCA guidelines for the height/track
width ratio. Just barely, but the tech
officials can't turn you away for it. I
know from numerous tape measurements over the years. Wider wheels wouldn't get the track wide
enough to meet that. Just make sure you
have the rules on hand to show the officials the actual required numbers and
graph. If you want to continue racing
then enter into your local chapter’s street tire/8 cylinder class. The power and traction of the truck makes it
a top contender. Lastly the dished
pistons. I never did the math for what
the final compression ratio would have been, but it was set up to be fairly low
in anticipation of a twin turbo setup down the road. The idea was to build the motor, recoupe a
little money then do the turbo setup.
Plan was to put a pair of maybe 76mm turbos on the ends of the headers
for a mid setup. Perfect location for
good sized turbos in my mind. Lots of
room and you can put decent sized turbos on there due to the size of the motor. There is plenty of torque in NA form so lag
won't be an issue. Final goal was going
to be 1000+hp with a 7-8krpm redline with the lightened internals. Make my dream your reality and then give me a
ride in it! Last, I have an HPtuners Pro
setup with 2 credits going towards this truck and two more available that I
will toss in as well. For the bad. The
paint. Like I said, it's just a rattle
can job to get the truck one color. The
driver seat is starting to show some wear on the outside edge from my ass
getting in and out of it. The rear DVD
player isn't hooked up. The rear wiper delete
needs to be glassed over to complete.
The front bumper has had the driver side mount repaired. I was sold it under the impression that it
was 100%, unfortunately that was not the case.
The passenger side mirror needs the blinker as the old one was
broken. A few LEDs in the headlights
don't work. Last, but not least, the
motor. At just over 1k miles from the
build it dropped a valve on the driver side.
That ended up killing the head and piston in that cylinder. The head is currently in CA being repaired by
the shop I bought them from. The piston
will need to be replaced. Since the
motor will need to be pulled, or at least completely opened up to replace the
piston, I would replace the crank bearings at the same time since there was
some coolant in the pan from the engine dying.
Obviously needs new head gasket.
The cylinder walls are fine though.
Some very light scratches on them from the valve, but no real
damage. A testament to how hard the
Darton sleeves are. Last bit is the tune
needs some work. Probably need a new one
after the engine rebuild anyway. Engine
part list below. Stock LS2 block Darton dry sleeves installed by Darton bored to 4.125"
by Darton Manley forged superlight 4" throw crankshaft JE forged pistons with a 22cc dish Eagle forged 4.125” H-beams Clevite bearings through out LS9 Camshaft Melling high volume oil pump LS7 windage tray L92 Intake LS7 Lifters 45lb Bosch injectors New timing chain, can’t remember if we went with a double
roller LS7 Pro Comp heads – can’t remember all the details on the
heads, I’ll get them from the builder LS7 to L92 aluminum adapter plates Pacesetter headers and cat-less y-pipe Arp bolts and studs throughout Stock exhaust Entire rotating assembly is balanced I think that is basically everything, if you see anything in
the pics or are curious about anything ask and you will probably jog my memory
and I'll expand on it. |
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GM trucks get hybrid versions, but you'll probably never see one
Thu, Feb 25 2016A few years ago, General Motors sold hybrid versions of its Chevy Silverado and GMC Sierra pickups. They weren't very good, using GM's old two-mode hybrid system that resulted in only negligible fuel economy gains. But GM's trying again, launching eAssist models of the 2016 Silverado and Sierra that are said to offer 2-mpg improvements in city, highway, and combined fuel economy ratings. Problem is, you probably won't be able to get one. Only 700 eAssist trucks will be made for the 2016 model year – 500 Silverados and 200 Sierras. When you consider that GM moved 824,683 examples of its light-duty pickups in 2015, this small run represents 0.08-percent of all Silverado/Sierra production, and GM says it "will monitor the market closely ... and adjust as appropriate moving forward." But that's not the only limitation. The eAssist trucks will only be sold through California dealers. For the Silverado, eAssist can only be optioned on the 1500 Crew Cab 1LT 2WD model, and for the Sierra, the fuel-saving technology is solely available on the 1500 SLT Crew Cab 2WD model with the SLT Premium Plus package. Granted, in terms of the Sierra, that means you get niceties like LED headlights and taillights, Apple CarPlay and Android Auto, Bose premium audio, heated seats and steering wheel, lane keep assist, and more. In the trucks, eAssist combines a small electric motor and 0.45-kWh battery pack with the pickups' 5.3-liter V8. GM estimates total output of 355 horsepower and 383 pound-feet of torque – no more horsepower than the non-eAssist trucks, but three more pound-feet of torque. GM says the eAssist trucks can tow up to 9,400 pounds, and the battery only adds 100 pounds to the trucks' weight. The electric motor provides 13 hp and 44 lb-ft of torque for a boost of acceleration off the line, or during passing. It also allows the engine to run in four-cylinder mode for longer periods of time. eAssist uses regenerative braking to help power onboard electrical systems, and adds start/stop to the powertrain. Finally, the so-equipped trucks have a six-percent improvement in aerodynamics, thanks to a soft tonneau cover and active grille shutters in the front fascia. Great news is, the eAssist option is relatively inexpensive, only costing $500. But good luck getting your hands on one.
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Chevy's low-cost pedestrian avoidance to debut on 2016 Malibu
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