Ls K10 swap advice

[Dhartmann]

Hopefully a couple of you have taken on a swap like this as I'm in need of some help. I have a 69 K10 and I would like to buy a complete donor vehicle ranging from 2000-2006 with a 5.3/4L60E setup. Having a tough time sourcing a donor with a manual transfer case, most seem to be electronic. Does anyone know if I use everything out of the donor (motor, trans, case wiring, etc) but replace the electronic TC for a manual one if it will throw the ECU or PCM off and not function correctly? Or can I just simply remove the solenoid on the TC and install a manual shift lever. I just feel like the truck is going to throw a fit since the wiring will no longer be plugged into anything. Any advice would be greatly appreciated, thank you!

[kwmech]

Personally I like keeping my old trucks old and simple to get parts for and work on. With that being said, you can buy a stand alone harness made to your specs.
https://www.wiringspecialties.com/ls...IaAhw9EALw_wcB

[57taskforce]

Are you swapping to a ford front axle at the same time? The 00-06 trucks use a driver side front drop transfer case, all the old solid axle GM stuff is passenger side drop. You can mate an NP205 to that 4l60e fairly easily, same with the square body NP208. Most 70’s fords used driver side drop so that is why I asked about the ford axle. The 78-79 ford dana 60 is a popular axle when solid axle swapping the 88-07 GM trucks because it allows you to use the factory transfer case the trucks were built with.

As for the question on swapping electric shift for manual you shouldn’t have any pcm issues there, if anything comes up it can be handled in HP tuners.

[Dhartmann]

Originally Posted by kwmech

Personally I like keeping my old trucks old and simple to get parts for and work on. With that being said, you can buy a stand alone harness made to your specs.
https://www.wiringspecialties.com/ls...IaAhw9EALw_wcB

I was actually looking at that website a couple hours ago, PSI as well. Trying to decide who makes the simplest harness when I go down this route. Thank you for the info!

[Dhartmann]

Originally Posted by 57taskforce

Are you swapping to a ford front axle at the same time? The 00-06 trucks use a driver side front drop transfer case, all the old solid axle GM stuff is passenger side drop. You can mate an NP205 to that 4l60e fairly easily, same with the square body NP208. Most 70’s fords used driver side drop so that is why I asked about the ford axle. The 78-79 ford dana 60 is a popular axle when solid axle swapping the 88-07 GM trucks because it allows you to use the factory transfer case the trucks were built with.

As for the question on swapping electric shift for manual you shouldn’t have any pcm issues there, if anything comes up it can be handled in HP tuners.

Not swapping the front axle, I completely spaced about the newer trucks being driver side drop though. Glad you reminded me. I currently have a 205 case in the truck but I get awfully weary of hanging that heavy ass boat anchor off the tail of those trannies. Not to mention the constant ATF leaking into my case after I've replaced both seals and the coupler inside the adapter. This truck will rarely see any off-roading anymore so swapping to a 208 or even a 241 would be ideal. But since either of those units weren't born with the donor truck I just don't want the headache of electrical problems. But I suppose if that PCM can be deleted or flashed of it ever having an electric TC then that would solve all my problems

[57taskforce]

The 99-06 trucks use a 4x4 module for electric 4x4 shift that is not part of the PCM. That powertrain won’t know the difference. The biggest thing you’ve got to make work is the vehicle speed sensor so the transmission will be happy. That is pretty easily done on either of those cases. I like the bomb proof goodness of the 205 but I can certainly see where you are coming from on the 208.

[Dhartmann]

Originally Posted by 57taskforce

The 99-06 trucks use a 4x4 module for electric 4x4 shift that is not part of the PCM. That powertrain won’t know the difference. The biggest thing you’ve got to make work is the vehicle speed sensor so the transmission will be happy. That is pretty easily done on either of those cases. I like the bomb proof goodness of the 205 but I can certainly see where you are coming from on the 208.

Yeah I'll definitely hold on to the 205, that thing has never failed me!
I'll look into finding a 208 or a 241 and get an electronic speed sensor conversion kit if the case I find is cable driven. You feel pretty confident though if I remove that electronic t case that I won't have any haywire signals because it's on its own module and not integrated into the PCM?

[57taskforce]

Yeah I don’t think you’ll have any issues. I’ll put it to you like this. When you have an encoder motor failure on those trucks (transfer case shift motor) a normal pcm code reader won’t pick the 4x4 codes up. They are separate modules for sure.

[binford]

ORD Offroad makes a tail housing mod that will give to a speed sensor for the 205, bolt on option. You send yours in and they will install the parts.

As for leaking ATF, figure out where its leaking first. might be a seal or gasket.
I use Rightstuff as a gasket maker that stuff won't leak.
If it's leaking at the output yoke you can call ORD and see what the recommend.
sometimes you need a skf speedy sleave kit.

Those guys know everything about the NP205.

[A1971Blazer]

Try to find a 241C from around 86-88 they are passenger side drop and have the VSS as well.
They adapt easily to the later model electronic transmissions without the need for high priced adapters. If you don't intend to do hard core off-road, there's no need for the boat anchor NP205
I found one for $125.00 from an 87 Suburban 4x4

[LS short box]

Just a thought. My 98 Wrangler has a LS6/4L60E swap. I used a 241R from a 2002 Rubicon. 4:1 in low range. To mate the 241 to the 4L60E I used a Novak Adapt adapter. They are in Logan UT. The adapter has a threaded port for the VSS sensor. The 241 has a driver side drop and manual 4WD shifter. It has been bullet proof for over 15 years.
But another lower cost TC could be a 231 with a wide chain kit mod and a "SYE" mod. Short output shaft mod.

[binford]

link to Offroad Design.

These guys know all about our trucks and there service is great.

Link to NP205 speedo

If you use "rightstuff " gasket sealer they can be made to not leak. I would not run AFT, use gear oil. The atf was an attempt to get get better gas mileage.
might need a speedy seal on the output if its worn out. Personally I would keep the NP 205, but its your project make it they way you want it.

[derotoreut]

I did a 5.3 LM7 swap on my K10 with 4L60E. Used the Advanced Adapters 4L60E to NP205 10-spline adapter kit #50-5311. Blocked off the speedo port on the TC and used the trans VSS signal with Dakota Digital and BIM module. Easy peasy.

[suburban99]

I have a 6.0LS in my 72 K10. I used a 4l60E and the existing NP205. For the speed input to the ECM I used the Behemoth NP205 Kit. It bolts on to the rear of the 205 and takes a standard sensor. Works excellent. Transmission and 205 are in stock location so no driveshaft mods.

[1971 LS K10]

I did a 5.3 L59 DBW & 4L60E out of a 2005 Silverado in my 71 K10. The only things I really kept from the donor pickup was the engine, trans, computer, tac module and throttle. I went with the cheap option and bought a $75 harness off eBay and learned the hard way that that can bite a guy. Ended up having to re-pin about 10 wires to the PCM but after putting a couple thousand miles on it am very happy. I kept the NP205 transfer case and used the advanced adpaters kit as well to adapt the 4L60E to the NP205 keeping my factory drive shafts.

[cj847]

the easiest/cheapest way would be the 208C or 241C pass drop that will bolt directly to the 4L60.
On the speedo. you can avoid everything by just buying a GPS speedometer.

PS> On your donor, the 4L60 accepts the same input shaft as a gm 350 or 700R. If you happen to get a 6.0 with a 4L80 you will need to change the input shaft on the t case (or get a t case that was bolted to a TH400).