terrible_buddhist
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Just curious what the difference in the Denali's are from those years.
difference from 2002,03,04
- Thread starter terrible_buddhist
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Cartwright
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One was made in 02 the other 03 and the last one in 04 
I dont thinkt here was that big of a diffrence but I could be wrong.
I dont thinkt here was that big of a diffrence but I could be wrong.terrible_buddhist
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I thought the engine and interior changed some in 03.
badtothe bone
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2002 probably had the 4L60E transmission and about 285 HP.
The 2003 probably had the 4L65E transmission and about 285 HP.
The 4L65E transmission does not interchange with the 2002 transmission because it is several inches longer and the drive shafts are a different length.
The 2004 - also had a transmission upgrade and does not interchange, although the case size and driveshafts are the same length as the 2003, it also had a HP increase. Aprox. 5 HP.
Options changes from one year to the next. Some things that are a option one year becomes standard the next. Most body panels usually interchanges, but the grills are sometimes different in color or style.
Typical GM crap.
The 2003 probably had the 4L65E transmission and about 285 HP.
The 4L65E transmission does not interchange with the 2002 transmission because it is several inches longer and the drive shafts are a different length.
The 2004 - also had a transmission upgrade and does not interchange, although the case size and driveshafts are the same length as the 2003, it also had a HP increase. Aprox. 5 HP.
Options changes from one year to the next. Some things that are a option one year becomes standard the next. Most body panels usually interchanges, but the grills are sometimes different in color or style.
Typical GM crap.
The 01-06 Denalis always had the 6.0 V8 and 4L65E transmission. They never had the 4L60E. The 6.0 made 320hp until 2003, when it was bumped up to 325. The 285hp figure is for the 5.3 engine. 2003 was also the year that the interiors were redesigned on the Tahoe/Yukon/Suburban/XL/Denalis. The transfer case is also different on the 03+ models.
tast101
Supporting Member
03+ has double din radios.think 05+ have e-fans
The 6.0L LQ4 makes 325hp in all the Denali trucks 01+. 01-02 Yukon Denali came with the NVG-149 transfercase which is the same unit used on the silverado ss trucks, baddest ******* tcase gm put in these trucks and the main reason I bought an 02. The interior is a bit updated on the 03+ trucks but they lost the in cabin air filtration, courtesy lights, underhood light, as well as other minor details in the 03+ model years. 2002 is the best year 
and pretty damn cheap right now if you can find one with decent mileage. I have 105k on my truck and it runs flawlessly.
---------- Post added at 09:39 PM ---------- Previous post was at 09:27 PM ----------
Oh they all came with a 4L65E transmission 01+ with the same driveshafts until 04ish when they started putting aluminum shafts in a few trucks. The older trucks also have drainplugs on the rear axles around 05 AAM decided to cut corners and piss off techs by requiring the removal of rear axle cover to change the fluids.
and pretty damn cheap right now if you can find one with decent mileage. I have 105k on my truck and it runs flawlessly.---------- Post added at 09:39 PM ---------- Previous post was at 09:27 PM ----------
Oh they all came with a 4L65E transmission 01+ with the same driveshafts until 04ish when they started putting aluminum shafts in a few trucks. The older trucks also have drainplugs on the rear axles around 05 AAM decided to cut corners and piss off techs by requiring the removal of rear axle cover to change the fluids.
The 4L65E transmission is a beefier version of the 4L60E, here is some more info:
OVERVIEW
An extremely versatile transmission, the 4L60-E serves in a wide range of applications. Its sophisticated electronic controls and high-torque capabilities allow it to serve in everything from the high-performance Firebird to the GMC Yukon XL.
New for 2001 is the 4L60-E HD, a heavy-duty version of the 4L60-E designed to withstand the higher torque loads of GM's LQ4 6.0-liter gas engine in the GMC Denali. The 4L60-HD features a host of more robust parts that provide increased strength, which allows owners of these luxury sport utilities to enjoy excellent powertrain performance at a reduced overall vehicle weight.
NEW OR CHANGED FOR 2001 MODEL YEAR
4L60-E
• Light-Weight Transmission Case for C5 Corvette
• LS1 Opel Omega Application
4L60-E HD
• Strengthened Input and Reaction Gearsets with 5-Pinion, Powder Metal Carriers
• Heat-Treated Stator Shaft Splines
• Aluminum Stator Shaft Bushing
• Induction-Hardened Turbine Shaft
• Heavy-Duty Low/Reverse Roller Clutch
• Additional Friction Plate in the 3-4 Clutch
• Improved Input Carrier and Reaction Shell Thrust Bearings
• Shot-Peened Output Shaft
• Revised Valve Body Calibration
CUSTOMER BENEFITS
4L60-E HD STRENGTHENED INPUT AND REACTION GEARSETS WITH 5-PINION, POWDER METAL CARRIERS (4L60-E HD)
The input and reaction gearsets are each composed of a sun gear, pinion (or "planetary") gears and a ring gear. Both gearsets now use five pinion gears instead of four. The additional pinion gear spreads torque loads around to reduce the load supported by any one gear, in both compression and bending. Together with this change is a switch to higher-quality bronze batwing washers, which ride under each pinion gear and serve as a bearing surface.
Additionally, the pinion gear carrier in each gearset is now made with powder metal. Powder metal parts are formed by pouring a fine metal powder into a die, which is then subjected to extreme heat and pressure to cause the powder to flow and fuse into a solid material. This process allows for more precise detail on each part, and for more consistent parts and higher strength.
HEAT-TREATED STATOR SHAFT SPLINES (4L60-E HD)
The stator shaft is a fixed, hollow shaft splined to the torque converter stator roller clutch on one end and attached to the pump assembly, which is fixed to the transmission case, on the other end. The splines that mesh with the hub of the stator roller clutch are now heat-treated for added strength. Heat treating involves subjecting a part to a sequence of heating and cooling cycles to relieve internal stresses in the metal in order to attain a desired hardness and strength.
ALUMINUM STATOR SHAFT BUSHINGS (4L60-E HD)
The turbine shaft is the main shaft transferring torque from the torque converter into the transmission. It connects to the torque converter turbine assembly on one end and the overdrive carrier assembly on the other. The shaft rides inside the fixed, hollow stator shaft and is supported by two bushings. These bushings are now made out of aluminum instead of a steel-backed bronze. The aluminum is a superior material that can handle higher loads.
INDUCTION-HARDENED TURBINE SHAFT (4L60-E HD)
The turbine shaft is the main shaft transferring torque from the torque converter into the transmission. It connects to the torque converter turbine assembly on one end and the overdrive carrier assembly on the other. This shaft is now induction hardened for greater strength. Induction hardening is a type of heat treating in which a part is subjected to a sequence of heating and cooling cycles through the application of strong electric current. These heating and cooling cycles relieve internal stresses in the metal in order to attain a desired hardness and strength.
HEAVY-DUTY LOW/REVERSE ROLLER CLUTCH (4L60-E HD)
A roller clutch is a type of one-way clutch with a series of rollers riding in ramps in an outer race. The ramps are shaped such that the rollers can run free in one direction, but are wedged against the outer race if the clutch is rotated in the opposite direction, thereby locking the clutch. The low/reverse roller clutch is activated in the first-gear position and thus sees the highest torque loads. This clutch now has larger diameter rollers to withstand the increased loads.
ADDITIONAL FRICTION PLATE IN THE 3-4 CLUTCH (4L60-E HD)
This clutch now has seven friction plates instead of six, as well as harder core steel in those friction plates. The changes results in higher shift energy capacity.
IMPROVED INPUT CARRIER AND REACTION SHELL THRUST BEARINGS (4L60-E HD)
The input and reaction gearsets have various components, such as sun gears and pinion gear carriers, rotating at different speeds in close proximity to one another. At these interfaces, thrust washers or bearings are used to reduce friction and support any load that may occur between the parts. In the case of the interface between the reaction shaft and the reaction sun gear and shell, a heavy-duty, needle-type thrust bearing is now used in place of a thrust washer in order to withstand increased loads. On the opposite side of the reaction shell, where it rides against the input pinion carrier, the thrust bearing has been upgraded to withstand higher loads.
SHOT-PEENED OUTPUT SHAFT (4L60-E HD)
The output shaft is the final shaft in the flow of power through the transmission. It transfers torque from the output planetary gearset to the drive shaft and on to the rear axle. This shaft is now shot-peened in high-stress areas to increase strength. Shot-peening involves blasting a part with beads of a harder material in order to relieve surface stresses to produce a higher fatigue life.
REVISED VALVE BODY CALIBRATION (4L60-E HD)
As with any new engine application, the calibration of the hydraulic system, such as line pressure and shift timing, has been adjusted to optimize shift feel given the revised engine torque curve. Additionally, the springs in the accumulator valve (a spring-loaded device that absorbs a certain amount of fluid pressure in a circuit to cushion clutch engagement according to engine torque) have been replaced with stronger ones to withstand higher fluid pressure.
CONTINUING FEATURES AND BENEFITS
HISTORY
In 1999 the Hydra-matic 4L60-E received several improvements, including new pump cover seals for improved sealing, new clutch plate materials for improved durability and performance, and Teflon-coated bushings to reduce friction.
TWO-PIECE CASE
The 4L60-E and 4L60-E HD use a two-piece transmission case with a 360-degree bell housing that completely encloses the torque converter assembly, instead of traditional three-piece construction with a partial bell housing. The result is a dramatic increase in powertrain stiffness and significantly reduced levels of noise and vibration.
This bell housing is modified to suit the wide range of vehicles the 4L60-E serves in, which includes a large line of trucks as well as the Firebird.
ELECTRONIC CONTROLLED CAPACITY CLUTCH (ECCC)
The 4L60-E and 4L60-E HD use an electronic controlled capacity clutch (used instead of a mechanical lock-up clutch). This clutch uses sophisticated electronics to maintain very small amounts of slip between the pressure plate and the torque converter housing cover. The ability to precisely control continuously variable amounts of slip leads to reduced torque pulses and allows the clutch to be applied at lower vehicle speeds and with smoother engagement. This results in improved drivability and better fuel economy.
ADAPTIVE SHIFT CONTROL
The 4L60-E and 4L60-E HD use sophisticated electronics to modify shift patterns as conditions dictate. The Powertrain Control Module (PCM) monitors factors such as throttle position, vehicle speed, gear range, temperature and engine load. The PCM also measures changes in the operating condition of the vehicle, which occur naturally over time as components wear. Based on these measurements, shift timing and hydraulic line pressure are adapted to maintain optimum shift feel under different conditions - for example, during heavy hauling or trailering. This results in improved drivability and fuel economy. The PCM also allows the system to self-adjust for minor variations in each new unit, ensuring that every customer experiences consistent performance, and ensuring that the transmission will produce a constant high level of performance for the life of the car.
ABUSE AND SHIFT TORQUE MANAGEMENT
When a driver mistakenly subjects a vehicle to an abusive maneuver, such as moving quickly from drive to reverse while rocking the car to get out of a snow drift, abnormal wear can occur. The 4L60-E's PCM helps to protect the powertrain by retarding spark to reduce engine output during such situations. Similarly, the PCM briefly cuts engine torque prior to each shift to reduce driveline lash, thus producing smoother shifts.
SHIFT STABILIZATION
A common problem in climbing or descending hills is "shift business," which is the tendency of the transmission to hunt between gears. The PCM addresses this issue by sensing when the vehicle is operating on a grade and selecting and holding an appropriate gear, based on throttle position, engine speed and other factors.
SECOND GEAR START
The second gear start option on the 4L60-E and 4L60-E HD provides an extra measure of security and control in hazardous driving conditions. By moving the gear selector to the D2 position, the driver can reduce engine torque to the drive wheels, increasing control during initial acceleration on slippery roads.
OVERVIEW
An extremely versatile transmission, the 4L60-E serves in a wide range of applications. Its sophisticated electronic controls and high-torque capabilities allow it to serve in everything from the high-performance Firebird to the GMC Yukon XL.
New for 2001 is the 4L60-E HD, a heavy-duty version of the 4L60-E designed to withstand the higher torque loads of GM's LQ4 6.0-liter gas engine in the GMC Denali. The 4L60-HD features a host of more robust parts that provide increased strength, which allows owners of these luxury sport utilities to enjoy excellent powertrain performance at a reduced overall vehicle weight.
NEW OR CHANGED FOR 2001 MODEL YEAR
4L60-E
• Light-Weight Transmission Case for C5 Corvette
• LS1 Opel Omega Application
4L60-E HD
• Strengthened Input and Reaction Gearsets with 5-Pinion, Powder Metal Carriers
• Heat-Treated Stator Shaft Splines
• Aluminum Stator Shaft Bushing
• Induction-Hardened Turbine Shaft
• Heavy-Duty Low/Reverse Roller Clutch
• Additional Friction Plate in the 3-4 Clutch
• Improved Input Carrier and Reaction Shell Thrust Bearings
• Shot-Peened Output Shaft
• Revised Valve Body Calibration
CUSTOMER BENEFITS
4L60-E HD STRENGTHENED INPUT AND REACTION GEARSETS WITH 5-PINION, POWDER METAL CARRIERS (4L60-E HD)
The input and reaction gearsets are each composed of a sun gear, pinion (or "planetary") gears and a ring gear. Both gearsets now use five pinion gears instead of four. The additional pinion gear spreads torque loads around to reduce the load supported by any one gear, in both compression and bending. Together with this change is a switch to higher-quality bronze batwing washers, which ride under each pinion gear and serve as a bearing surface.
Additionally, the pinion gear carrier in each gearset is now made with powder metal. Powder metal parts are formed by pouring a fine metal powder into a die, which is then subjected to extreme heat and pressure to cause the powder to flow and fuse into a solid material. This process allows for more precise detail on each part, and for more consistent parts and higher strength.
HEAT-TREATED STATOR SHAFT SPLINES (4L60-E HD)
The stator shaft is a fixed, hollow shaft splined to the torque converter stator roller clutch on one end and attached to the pump assembly, which is fixed to the transmission case, on the other end. The splines that mesh with the hub of the stator roller clutch are now heat-treated for added strength. Heat treating involves subjecting a part to a sequence of heating and cooling cycles to relieve internal stresses in the metal in order to attain a desired hardness and strength.
ALUMINUM STATOR SHAFT BUSHINGS (4L60-E HD)
The turbine shaft is the main shaft transferring torque from the torque converter into the transmission. It connects to the torque converter turbine assembly on one end and the overdrive carrier assembly on the other. The shaft rides inside the fixed, hollow stator shaft and is supported by two bushings. These bushings are now made out of aluminum instead of a steel-backed bronze. The aluminum is a superior material that can handle higher loads.
INDUCTION-HARDENED TURBINE SHAFT (4L60-E HD)
The turbine shaft is the main shaft transferring torque from the torque converter into the transmission. It connects to the torque converter turbine assembly on one end and the overdrive carrier assembly on the other. This shaft is now induction hardened for greater strength. Induction hardening is a type of heat treating in which a part is subjected to a sequence of heating and cooling cycles through the application of strong electric current. These heating and cooling cycles relieve internal stresses in the metal in order to attain a desired hardness and strength.
HEAVY-DUTY LOW/REVERSE ROLLER CLUTCH (4L60-E HD)
A roller clutch is a type of one-way clutch with a series of rollers riding in ramps in an outer race. The ramps are shaped such that the rollers can run free in one direction, but are wedged against the outer race if the clutch is rotated in the opposite direction, thereby locking the clutch. The low/reverse roller clutch is activated in the first-gear position and thus sees the highest torque loads. This clutch now has larger diameter rollers to withstand the increased loads.
ADDITIONAL FRICTION PLATE IN THE 3-4 CLUTCH (4L60-E HD)
This clutch now has seven friction plates instead of six, as well as harder core steel in those friction plates. The changes results in higher shift energy capacity.
IMPROVED INPUT CARRIER AND REACTION SHELL THRUST BEARINGS (4L60-E HD)
The input and reaction gearsets have various components, such as sun gears and pinion gear carriers, rotating at different speeds in close proximity to one another. At these interfaces, thrust washers or bearings are used to reduce friction and support any load that may occur between the parts. In the case of the interface between the reaction shaft and the reaction sun gear and shell, a heavy-duty, needle-type thrust bearing is now used in place of a thrust washer in order to withstand increased loads. On the opposite side of the reaction shell, where it rides against the input pinion carrier, the thrust bearing has been upgraded to withstand higher loads.
SHOT-PEENED OUTPUT SHAFT (4L60-E HD)
The output shaft is the final shaft in the flow of power through the transmission. It transfers torque from the output planetary gearset to the drive shaft and on to the rear axle. This shaft is now shot-peened in high-stress areas to increase strength. Shot-peening involves blasting a part with beads of a harder material in order to relieve surface stresses to produce a higher fatigue life.
REVISED VALVE BODY CALIBRATION (4L60-E HD)
As with any new engine application, the calibration of the hydraulic system, such as line pressure and shift timing, has been adjusted to optimize shift feel given the revised engine torque curve. Additionally, the springs in the accumulator valve (a spring-loaded device that absorbs a certain amount of fluid pressure in a circuit to cushion clutch engagement according to engine torque) have been replaced with stronger ones to withstand higher fluid pressure.
CONTINUING FEATURES AND BENEFITS
HISTORY
In 1999 the Hydra-matic 4L60-E received several improvements, including new pump cover seals for improved sealing, new clutch plate materials for improved durability and performance, and Teflon-coated bushings to reduce friction.
TWO-PIECE CASE
The 4L60-E and 4L60-E HD use a two-piece transmission case with a 360-degree bell housing that completely encloses the torque converter assembly, instead of traditional three-piece construction with a partial bell housing. The result is a dramatic increase in powertrain stiffness and significantly reduced levels of noise and vibration.
This bell housing is modified to suit the wide range of vehicles the 4L60-E serves in, which includes a large line of trucks as well as the Firebird.
ELECTRONIC CONTROLLED CAPACITY CLUTCH (ECCC)
The 4L60-E and 4L60-E HD use an electronic controlled capacity clutch (used instead of a mechanical lock-up clutch). This clutch uses sophisticated electronics to maintain very small amounts of slip between the pressure plate and the torque converter housing cover. The ability to precisely control continuously variable amounts of slip leads to reduced torque pulses and allows the clutch to be applied at lower vehicle speeds and with smoother engagement. This results in improved drivability and better fuel economy.
ADAPTIVE SHIFT CONTROL
The 4L60-E and 4L60-E HD use sophisticated electronics to modify shift patterns as conditions dictate. The Powertrain Control Module (PCM) monitors factors such as throttle position, vehicle speed, gear range, temperature and engine load. The PCM also measures changes in the operating condition of the vehicle, which occur naturally over time as components wear. Based on these measurements, shift timing and hydraulic line pressure are adapted to maintain optimum shift feel under different conditions - for example, during heavy hauling or trailering. This results in improved drivability and fuel economy. The PCM also allows the system to self-adjust for minor variations in each new unit, ensuring that every customer experiences consistent performance, and ensuring that the transmission will produce a constant high level of performance for the life of the car.
ABUSE AND SHIFT TORQUE MANAGEMENT
When a driver mistakenly subjects a vehicle to an abusive maneuver, such as moving quickly from drive to reverse while rocking the car to get out of a snow drift, abnormal wear can occur. The 4L60-E's PCM helps to protect the powertrain by retarding spark to reduce engine output during such situations. Similarly, the PCM briefly cuts engine torque prior to each shift to reduce driveline lash, thus producing smoother shifts.
SHIFT STABILIZATION
A common problem in climbing or descending hills is "shift business," which is the tendency of the transmission to hunt between gears. The PCM addresses this issue by sensing when the vehicle is operating on a grade and selecting and holding an appropriate gear, based on throttle position, engine speed and other factors.
SECOND GEAR START
The second gear start option on the 4L60-E and 4L60-E HD provides an extra measure of security and control in hazardous driving conditions. By moving the gear selector to the D2 position, the driver can reduce engine torque to the drive wheels, increasing control during initial acceleration on slippery roads.
terrible_buddhist
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The 6.0L LQ4 makes 325hp in all the Denali trucks 01+. 01-02 Yukon Denali came with the NVG-149 transfercase which is the same unit used on the silverado ss trucks, baddest ******* tcase gm put in these trucks and the main reason I bought an 02. The interior is a bit updated on the 03+ trucks but they lost the in cabin air filtration, courtesy lights, underhood light, as well as other minor details in the 03+ model years. 2002 is the best year
---------- Post added at 09:39 PM ---------- Previous post was at 09:27 PM ----------
Oh they all came with a 4L65E transmission 01+ with the same driveshafts until 04ish when they started putting aluminum shafts in a few trucks. The older trucks also have drainplugs on the rear axles around 05 AAM decided to cut corners and piss off techs by requiring the removal of rear axle cover to change the fluids.
Good to know...I have been looking at the 03 because I like the gauges better, but that may be kind of silly. I am in a quandry right now because I have an 85 blazer with a FIRST fuel injection set up. The blazer is getting tired, and to be honest, I am getting tired of a lifted truck with big tires and no heated seats. So, do I pick up a 99 denali and when the engine goes south, drop the 383 in that, knowing that I would have to then beef up the tranny OR do I just bite the bullet and get an 03 (or 02) Denali and put a nice supercharger on it at some point.
