Can I wire my 700 through the ls1 PCM? I'm not very familiar with the 4L60E or how its controlled. Just wondering if I can use the same TCC pin that the 4L60E uses and get the same result?

There is a purple wire that goes to the C100, a tan/black wire that I'm pretty sure went through the ecm then through the c207, and I have no idea what to do with the green wire in the A slot of the 4pin trans plug but I'm pretty sure that's the 12 volt feed. I really don't wanna resort to any of that hillbilly lockup button or vacuum switch.

this is from a post that pocket posted.

VSS is a tricky situation. Some have gotten close (not perfect) with directly wiring the stock electric VSS to the LSx PCM and recalculating a conversion factor. VSS drive/driven gears, rear end gear, tire size, ppm to ppr all factor into the calculation

Others use an interface box like dakota digital

Im using a differential reluctor ring from JTR to send the proper 40ppr signal

Several companies offer cable to electric VSS adapters that draw a signal from the cable without interfering with the speedo

VSS is required. Some manage to tune around it, but its not easy or recommended

Vacuum switch is the only automated lockup control available. Manual switches work, but lets face it, youll get tired of flicking a switch everytime you shift to 4th gear

Dipstick is easy, reuse the old one and attach it with a 3/4" conduit clamp to the back of the cyl head

In all seriousness, there is atleast one solution to every problem you may run into, but the simplest solution is to use some form of electronic transmission

and you will need to go to bowtieoverdrives for the correct cable and accessories to make it work.

I had no issues with wiring in the 411 ecm to the speedo. I didnt do anything. On the other hand I was not able to get lockup with the 411 Had to go with an aftermarket kit.

Well my skepticism wasn't in getting the speedo to work. It's making the torque converter lockup automatically. I didn't go by that little excerpt from pockets thread because it's very hard to tell whether he is talking about transmissions or not.

So in conclusion I guess buying a vacuum switch is probably going to be the best route? As well as a tv cable from bowtie.

on pockets post he was talking about getting the correct signal to the ls1 pcm to make the lockup work. the ls1 pcm is looking for something different than the older pcm's. i did the vacuum switch when i went carbed. after a few adjustments it works well.

You could avoid hillbilly entirely by getting a 4L60E instead of trying to adapt the TH700R-4 to an LS1.

Believe me Five7 if the funds were there I wouldn't hesitate. But I don't like buying cheap transmissions and hoping for the best. But we shall see I'm leaving that till last.

Sooooo...
Vacuum switch = easiest solution for lockup with LS1 700R4

I haven't had a lick of trouble with the 4L60E that came with the 87k miles 2000 LS1. Higher stall converter, Transgo kit, filter and AMSOIL ATF are all I've done to it. And, the engine was clearly abused. And, I've punished the tranny plenty myself at the track since I got it running to have killed off any weak links.

I'm not sure how much one would run, but between selling your TH700R-4 and not needing to buy the LS1 adapter and lock-up kit, it wouldn't be that much more. Plus, you've got the extra bellhousing bolts with an LS1 4L60E that you'll be lacking with a TH700.

Search for my posts on how I got a 700r4 to work with a lt1. Along with the speedo and lockup I figured out a way to make the 4th gear switch work by adding a relay instead of opening up the 700 and replacing the switch that came with the Tci kit. Information should apply for LS1. I'd post links but on the internet via a cell phone.

You may have just sold me Five7. I had thought about the costs individually but for some reason not as a whole. I pretty much just never thought my 700R to have much value being a 139K car and I got it in pieces so I have no idea if it even works. Ahhh...I'll put an ad on craigslist, I figure I may be able to get between $150-$200 for it. We'll see how that goes.

I also finally found out the flexplate the guy threw in for me when I bought the motor is correct for an ls1 with 4L60E so I may just go for it depending on what I find. Thanks!

I'm running a non LS1 4L60 E with no problems. Acctually from a 94 LT1 car. And the converter is from my 89 700R4. All bolted up perfect with the LQ4 flywheel and spacer.

Its still a 4L60E, only difference from a function standpoint is the LSx style has PWM (pulse width management) TCC control and yours has simple lock/unlock

The hurdles come in when using a 700R4 or older