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It seems everyone is getting off subject, the OP simply asked what type of transmission he had that's all. If you want to talk about 4l60/700R4 conversions that is best left to the mods forum, don't hijack this thread.

To ground the marker lights, AGAIN every light has a ground wire.

Every light has a ground wire, none are grounded through the body or frame

The Basic did not and I think the A1 trucks also did not have the transfer case cable, to me again it looks like it is to keep the transfer case from getting into the fuel tank in the event there is a rear mount failure. As far as the belts it is likely folks scavenging parts off of the trucks...

Here are the schematics you asked for in the PM you sent me.

Welcome to the SS forums. On your other post to a thread that was over a year old, you should browse the parts for sale classifieds or post a want there.

Here is the common wire numbers. Unfortunately he will not have the numbers where it will help the most, as Commo said allot of tracing wires. GMVguy do you have a good schematic for that rig? If not give me the serial number.

Generally speaking a relay has more than one set of contacts (SPDT, DPDT, TPDT etc) whilst a solenoid has but one set of contacts (SPST), otherwise they are the same basic device. If you have a dual voltage system (100,200,400A alt) then you can tap 12v off of the "rear" battery but I would keep...

That is the way I do it.

It does not appear L is even supposed to be in use.

Look for wire tag 291 in the bundle at the TCM plug and see if it is in fact miss wired. You may need to cut back the loom a little bit to get enough wire to manage. Use your VOM lead to pierce the insulation and check continuity with the plug removed from the TCM

Missed one, he will have to remove the plastic loom to see what is going on there. As far as I have ever seen the factory did not use plastic loom so it is likely part of the GMV upgrade.

Welcome to the SS forums!

What are you going to do with those skull gouging self drilling screws?

The stop light switch nor the TPS actually control the TC lock, the stop light switch can take the trans out of lock but the TCM controls the lockup

I am glade things are going your way! but to be clear the stop switch was not likely the issue causing the TC to lock up, unless the wiring is really fouled up.

You meant page 141 yes, just want to make sure we are looking at the same TM

Check continuity from the 290C/291C at the relay and the 290C/291C at the TCM plug, I had one trans that the wire was severed. There should not be any more components involved.

The factory gauges are notoriously inaccurate, if you are concerned put a mechanical gauge in place of the sending unit on the back of the motor. It would be rather unusual to have 90 PSI of oil pressure, it is however normal for it to change with RPM.

That should be in the maintenance TMs available for free download on this site.