Anyone out there have a 4l60e (4x4 only) with the tail cone off? I need to find out the diameter of the output shaft.

99 or newer

Frank the shaft 1.25 inches in diameter. And the 4x4 trans has not tail cone just the transfer case adapter, the shafts also short than the 4x4 trans, and no VSS its in the transfer case.

arent all 4l60e/700r4 transmissions 27 spline? kind of a stupid question to me....

what are you looking for?
I dont think there was a major change since they carried the spline count over from the th350 that GM started using in 1968, and that it shared with the PowerGlide and the 3 or 4 speed Saginaw transmissions built from 65 up?

The diameter of the shaft at it's widest point (between the end of the transmission and the start of the taper).

the diameter of the shafts are all the same with 27 spline its the length
thats differant

Sorry meant adapter, not tail cone.

FYI,
The 2004 GM wiring diagram that I've got specifies a VSS in the tailcone of the transfer case and not the transmission. The PCM gets a signal via the completion of a circuit to ground (PCM Conn C2, Pin 16). I've been swapping emails with Brendan Patton at LT1Swap.com, here's the poop.

-----Original Message-----
From: Frank Z
Sent: Friday, August 07, 2009 11:26 AM
To: lt1swap@centurytel.net
Subject: Wiring Question


Regarding the wiring info on this page:
http://www.lt1swap.com/vortec_truck_pinouts/2003.htm

What is the function of 4wd Low Signal?
(Connector C152, pin A, Circuit 1694)
Is this just a path thru a switch that tells the PCM that the transfer case is in Low Range?

His reply:
Yes, this wire, when GROUDNED will tell the PCM to figure in the t-case ratio when caculating shift points.

So I'm going to figure out how I can install a 40 tooth reluctor onto my tcase mainshaft, and use the indicator switch to complete the 4lo circuit from the PCM to ground. I would be much easier if my H&T SYE would work on the chevy main shaft thats in the garage somewher, it already has the reluctor ring on it.

the diameter of the shafts are all the same with 27 spline its the length
thats differantI don't think that's correct. So far I've found 3 different sized reluctor rings for different sizes of shafts.
1.18", 1.30", and 1.42"

i didn't knwo you where talking about where a reluctor ring clamps on i thought you ment splines. On my 01' i used a clamp on from AA and they only had two options.

what case are you using cause i have a 91' 241 with a vss 40tooth on the main shaft passenger drop.

also my father inlaws 2004 has a manual shift case which like you are talking about has the ground to the pcm however my 01' that has the autotrac uses a signal from the autotrac controler.

I guess I'll cal it "The Ubber-Bastard T-case."
I started with my OEM NP231J with an RE H&T.
I aquired a 231C (S-10/S-15) and robbed the wide chain and large gear from the main shaft.

The front output from the Chevy transfer won't accept the yoke from my 231J, so I found a wide sprocket front output from a Dodge 231.

FWIW, the Chevy t-case uses a 2 piece housing and a long slip yoke. The mainshaft is larger in diameter than the stock 231J shaft.

I have a 4l60e from a caprice, I had the tranny rebuild with a 4x4 shaft. I used a www.jagsthatrun.com reluctor ring. Maybe you can take alook at their set up?

http://www.jagsthatrun.com/V8-chapters/V8-tpi-Speed-Sensors.pdf

I guess I'll cal it "The Ubber-Bastard T-case."
I started with my OEM NP231J with an RE H&T.
I aquired a 231C (S-10/S-15) and robbed the wide chain and large gear from the main shaft.

The front output from the Chevy transfer won't accept the yoke from my 231J, so I found a wide sprocket front output from a Dodge 231.

FWIW, the Chevy t-case uses a 2 piece housing and a long slip yoke. The mainshaft is larger in diameter than the stock 231J shaft.Look the PCM can be programed to different VSS signals. Whats the stock Jeep VSS signal for that transfercase.

Look the PCM can be programed to different VSS signals. Whats the stock Jeep VSS signal for that transfercase.The stock Jeep VSS is a bit different. Per the FSM:
The vehicle speed sensor is located on the speedometer
pinion gear adapter (Fig. 10) or (Fig. 11). The
pinion gear adapter is located on the extension housing
of the transmission (drivers side—2WD), or on
the transfer case (4WD). The sensor input is used by
the powertrain control module (PCM) to determine
vehicle speed and distance traveled.
The speed sensor generates 8 pulses per sensor
revolution.
Basically the t-case output shaft has a gear that meshes with the speedo pinion gear adapter. The VSS in the adapter reports 8 pulses per sensor revolution.

AFAIK. there's really no easy way to determine how that relates to the 40 pulses per driveshaft revolution that Chevy VSS' report to the PCM.

The stock Jeep VSS is a bit different. Per the FSM:

Basically the t-case output shaft has a gear that meshes with the speedo pinion gear adapter. The VSS in the adapter reports 8 pulses per sensor revolution.

AFAIK. there's really no easy way to determine how that relates to the 40 pulses per driveshaft revolution that Chevy VSS' report to the PCM.

Ok I don't think the PCM can be set that low but LSx motors use a sine wave output sensor if the 8 pulses per sensor revolution is the same sine wave them it might work just set the PCM to 8. But thats just theoretical though:)

Man I would call Jagsthatrun and ask them if they have something that will work. http://www.jagsthatrun.com/