My dad and I started on this 2001 GMC Sierra HD at the beginning of 2025. He bought it new, and it spent 15 years hauling him back and forth to work and our family around in its spare time. It took us camping, boating, to dirt tracks all over Indiana, and when I turned 16 he passed it on to me. It had turned into a spare truck by 2018 and was still in pretty good shape. Dad changed jobs and traded his new truck in on a new vehicle for mom, which brought this truck back into full-time service. He drove it until he retired in 2022.
Dad wanted a fun truck, and this one needed some life breathed back into it. So, it was the perfect candidate for a retirement project and a way for me to give back to dad. I got to spend time with him and revive a truck that was a big part of all the milestones our family went through growing up.
So far, we pulled the cab off the frame, fixed a couple rear crossmembers, and had it chemical dipped. We went to Eastwood coatings after it was stripped and applied sealer and a textured matte topcoat to keep the frame looking good for years to come.
The suspension and steering were blown apart and everything was either powder coated in a matching matte black or replaced with new parts/pieces. Fresh cab mounts and bushings were used throughout. The 14-bolt rear end got a Yukon locker and set of Caltracs traction bars. We then added new stainless brake lines, braided soft lines, calipers, slotted rotors, and pads. The entire engine/chassis harness has been stripped, cleaned, and re-loomed. All the unused wires were unpinned and removed.
Once the truck was a roller, we shipped the truck off to a body shop because neither of us are body men. Our friend is taking really good care of it though.
The stock 4l80e transmission now has a Jakes Performance Stage 4 kit and a Circle D Converter. The 6.0/LQ4 was torn down then sent to a machine shop. It got a Molnar Crank, ARP main studs, and Summit Pro LS Rods and Pistons. It’s now 370 cubic inches and has 10.1:1 compression. PRC ported and polished the heads and added larger valves. ARP studs hold them securely to the block. A BTR valve spring kit, STG2 turbo cam, LS2 timing set, and a Melling oil pump are all additions to the engine as well. We plan to run a stock Trailblazer SS intake with 210lb injectors and dual 535lph pumps in the stock tank.
The cherry on top is the Forced Inductions dual ball bearing s480. I don’t like how the turbo kits on the market fit the intercooler out front and require cutting the core support. So, to work around it the truck has a core support from an LB7 Duramax Diesel. This allows us to run the diesel intercooler and larger diesel radiator and electric fans. It keeps the auxiliary transmission cooler and power steering cooler in OEM locations and packages the cold side of the system neat and tidy with plenty of room. The exhaust is handled by a 2 1/4 crossover from a stock driver’s manifold into a Trick Performance Products T6 manifold. It then travels thru the turbo into a custom 4" Downpipe and 4" stainless Duramax Diesel exhaust.
