Engine swap

I have 2 GMC Yukons. One is a 2004 with the 4.8L the other is a 2019 with the 6.2L. There is a big difference in power. Has anyone swapped a 4.8 for the 6.2? I'm assuming engine, trans, and wiring would all have to be done. I don't want to just swap a normal 6.2 in the truck though. I'm going to have it built as a sleeper. Looking at all the drivetrain and suspension.

GMCx2 said:

I have 2 GMC Yukons. One is a 2004 with the 4.8L the other is a 2019 with the 6.2L. There is a big difference in power. Has anyone swapped a 4.8 for the 6.2? I'm assuming engine, trans, and wiring would all have to be done. I don't want to just swap a normal 6.2 in the truck though. I'm going to have it built as a sleeper. Looking at all the drivetrain and suspension.

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Externally the 2 engines are dimensionally the same. So the engine will bolt right into place. The problem is that the 2004 engine is a Gen3 and the 2019 is a Gen4 and the difference there is the reluctor wheel on the crank which provides timing information to the PCM. The 2 engines use 2 different PCM's so the PCM will have to be changed and likely the wiring harness too.

Just swap in a Gen3 6.0L, retune your pcm, rebuild your 4L60E.
Not original, but it's been done countless times before;
you can follow that roadmap blind.

GMCx2 said:

I have 2 GMC Yukons. One is a 2004 with the 4.8L the other is a 2019 with the 6.2L. There is a big difference in power. Has anyone swapped a 4.8 for the 6.2? I'm assuming engine, trans, and wiring would all have to be done. I don't want to just swap a normal 6.2 in the truck though. I'm going to have it built as a sleeper. Looking at all the drivetrain and suspension.

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The different generations are not compatible computer wise. Your cluster cannot talk to the 6.2 and visa versa without a mountain of research and work.

Stick with a 6.0 of the same Gen III platform and consider supercharging or stroking it for more torque/power.

Welcome to the Forum from NH.

Lots of knowledgeable folks here who freely share their knowledge, experiences, and perspectives. Knowledge is power.

I hope that you will become a participating member in the Forum's discussions.

Pics of the truck, please.

You are already receiving sage advice from the knowledgeable folks on this Forum.

Way too much work required to make it a viable project.

swathdiver said:

The different generations are not compatible computer wise. Your cluster cannot talk to the 6.2 and visa versa without a mountain of research and work.

Stick with a 6.0 of the same Gen III platform and consider supercharging or stroking it for more torque/power.

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I second that it will be much easier/plug and play vs the newer generation plus its much easier to find a 6.0 in the scrapyard out a 99-06 then it is to find a lemon 6.2 in a special order truck or Denali
Note it would be worth finding a high output 6.0 out a 05-06 Cadillac or Denali vs out a 2500 work truck

Beyond what has already been stated, as far as I know, the 2019 engine is also an "LT" platform, using direct injection, as well as some other differences. Definitely not a simple swap. But if you were to swap all the PCM / TCM, wiring harness along with the mechanical portion, it's certainly feasible. I'd agree though, that a Gen 3 would be a much easier swap, and VERY straightforward.

Lingenfelter makes a conversion box that makes the 58x readable to the 24x pcm for about $300. Having recently picked up another Yukon (that I didn't need... addiction is a REAL thing... lol), I now have a GMT400, GMT800, and GMT900. Hell, I've even got a GMT330 ZR2 Blazer. Regardless, the 259k mile L59 5.3 in my recently acquired 2wd 800 has what I believe to be a collapsed lifter. I have a 150k mi 6.2 L92 from a '08 Escalade on a stand in the garage that I picked up for next to nothing a couple years back under the guise that it'd be a "backup" for our 07 EXT that's now up to 181k and not missing a beat, with the exception of an exhaust leak from the manifold bolt heads popping off as usual. Point is, I'm gonna try going this route to shave 100lbs off the front end (aluminum block too) and pick up 100+hp when I swap out the VVT cam for a BTR Truck Norris (probably) set up. Figured the Lingenfelter box was worth mentioning tho. https://www.lingenfelter.com/product/L460065397.html

So which is more cost-effective:
Lingenfelther's 58x/24x converter, or removing the 58x reluctor and affixing a 24x reluctor?