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Ian Mills

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About Ian Mills

  • Birthday 08/24/1996

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  • Location
    Anchorage, Alaska
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  • Drives
    2005 Silverado 1500 Z71 CCSB

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  1. I'd be surprised if a whole new transfer case is cheaper than an input shaft and a set of clutches and steels. I'm sure it would be easier but I'm more budget-constrained than time-constrained
  2. The question I actually have is about transfer case/trassmission interfacing. I was hoping to confirm that the 32 spline transfer case input shaft is a drop-in replacement for the 27 spline shaft. I'm hoping I don't also need to buy the low range planetary set but if I do, I would want to know before I had the case apart on my bench
  3. Right, yeah. I used the wrong acronym. I do expect to eventually tune the truck (if/when I install the manual, I'm pretty tired of my 4l60e) but I've been reading other forums and it seems like other people who swap manuals into their GMT800 trucks have very few electrical problems even before the tune
  4. Well the heated seats are controlled by the seat module in each front seat I believe. For the doors, have you tested the door sensors?
  5. Like Swathdiver said, it could be warped but in most cases you could have a passable solution with just new gaskets (and bolts in this case) As far as replacing the manifolds, if I was going that route I would get some shorty headers that bolt up to my Y pipe.
  6. Oh hmm... if they turn off at all that makes me less confident in my guess but I would definitely give that a look before replacing a module
  7. It could be the module but my first guess is actually the switch. The contacts can corrode and basically "weld" themselves together. Many of the switches on a GMT800 can be opened and cleaned, you could give that a shot before paying for a new switch
  8. Is this affecting both the driver and passenger seats exactly the same way?
  9. That code is interesting because it's just check circuit for the PCM. I would check: 1) The plug for the PCM is properly connected and not leaking water into the connector 2) The ground for that section of the harness is secure and not rusty 3) There's not a place where the wire loom is worn off or burned off where water could come in and short the wires. Other than that it could be a faulty wiring harness or PCM but the fact that it's weather sensitive leads me to wonder if it's a poor connection exacerbated by water
  10. Well I'm not planning going to an 80. I'm scoping out going to a NV4500. I've seen that if you leave the PNP switch in Park, unplug the 20 pin, and seal it up with a plastic cover, the TCM basically just thinks nothing is up. The VSS is in the transfer case so not an issue there. The transmission temp sensor (on 4l60e only) and the reverse lamp switch on (NV4500 only) might give me some grief but I'm doing research still.
  11. Upon further research, I think it looks like the 32 spline input was installed in NP246 cases hooked up to a 4l80e in the 6.0 trucks. That means the 32 spline end would work with the NV4500 correctly but I still don't know if the planetary end of the input shaft is the same. NP246 cases with the 32 spline input are technically called NP246HD...
  12. If you have a multimeter that measures amps and milliamps, the procedure to test for a draw is: 1) Run the truck for a few minutes so that the alternator has a chance to fully top off the battery 2) Turn off the truck, take the key out, pop the hood, shut all the doors and lock the truck 3) Wait a few minutes 4) Turn on your multimeter to the highest capacity current measurement it has 5) Loosen the negative terminal of the battery (being very careful not to disconnect it fully) 6) Touch one multimeter probe to the negative cable, and one to the negative terminal of the battery 7) Keeping the probes in tight contact, remove the cable from the battery If the multimeter reads 0, move it to the next most sensitive setting. Repeat until on the milliamps setting. 9) A normal draw would be in the ballpark of 50 milliamps or so. If you have significantly more than that then you should have an assistant remove fuses one at a time while you hold the probes and watch the meter.
  13. Just to clarify: The manifold itself is leaking? A more common failure is the gasket between the manifold and the head. Replacing the gasket is definitely cheaper and easier than replacing the manifold
  14. My 4l60e is starting to show its age a bit. Not ready to condemn it yet but it occurred to me that it would not be too difficult (on the scale of trans swaps) to put a NV4500 from a GMT-800 HD truck in place of my 4l60e. I've done a bunch of research on which part numbers I would need and it seems mostly manageable but I have run across something I can't find the answer to online. My NP246 transfer case has the 27 spline input shaft because it's currently hooked up to a 4l60e. The NV4500 has a 32 spline output and was never (as far as I can tell) offered with a NP246, just the NP261 it seems like. However there's a part number for a 32 spline input shaft for a NP246. If I install that input shaft, will I be able to put my NP246 behind a NV4500?
  15. Unless you're planning to do a rebuild yourself, I think you have basically two options: 1) Go to a reputable transmission shop and get a rebuild 2) Go to a junkyard and get a similar transmission from a similar truck and swap it in
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