Question about 1995 Chevrolet Silverado 2500
I stopped to assist a gas powered Winnebago stuck on the highway a while back. The engine would run but not produce much power or rpm's.
The problem turned out to be a plugged muffler which seriously reduced the air flow to the intake system and as a result the power and ability of the engine to rpm's or power.
As modern day vehicle engines are computer controlled there could be systems that are not functioning properly...which should log a code and activate a warning light on your dash board. ODBII diagnostics is always the first step to take when trying to isolate a fault.
Posted on Jul 21, 2017
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Posted on Jan 02, 2017
Check your coil output, buy a cheep spark tester. Pull of a spark plug wire and plug in the tester(ground the other end), set it to bridge a gap for 30,000 volts.Have someone start it and make sure the spark will jump the gap on the tester.Danger-Very high voltage! It will light you up if your touching the tester while the car is running!You'll be able to see a bright blue spark(and hear it as well) if your coil is good.If it's a yellow thin spark it's probably the coil.
If you have good spark, check the fuel filter and fuel pressure at the fuel rail.
Back firing could be timing,cam position or crank position sensor.Worst case scenario, timing chain or belt.
Posted on Jul 27, 2009
Diagnostic trouble code P1870 (Transmission Component Slippage) is a
General Motors-specific code whose set parameters are determined by
transmission type and engine size. The PCM monitors and compares engine
speed to vehicle speed after the converter clutch has been commanded ON
in either high gear or Overdrive. Should the expected rpm ratio exceed
predetermined parameters, DTC 1870 sets. And upon doing so, the PCM
elevates the transmission main line pressure and stops converter clutch
Once the vehicle has made it to a cruise state, the PCM then begins to monitor the vehicle's cruise ratio. If at some point the transmission begins to slip, P1870 sets and line pressure is elevated in an attempt to stop any further slippage and prevent further damage. This would explain why DTC 1870 Ls often accompanied by a complaint of a hard 1-2 up shift.
When this code sets, it could have any number of causes, ranging from the sump running low of fluid to a malfunctioning torque converter. Take a GM 4L60-E transmission, for example. When it's in Overdrive, the forward clutch and the 3-4 clutches are applied, as well as the 2-4 band. Now add the converter clutch. This is what the PCM monitors at cruise. If the ratio breaks away, the cause could be any of three components, the hydraulics that operate them or the electronics that control them. Fortunately, experience has shown that in most cases, the cause can be traced to some form of converter clutch failure as a result of valve body concerns. With GMs 4L80-E transmission, this code has usually been the result of a cracked converter clutch piston.
Put a line pressure gauge ($55 shipped on Ebay, or visit a local trans shop) on the pressure test port and go for a drive to verify proper line pressure. Base pressure at idle in P,N,OD should be around 70psi and around 140psi in R. Max line pressure should be at least 190psi at WOT in 1st or 2nd, 225psi is optimum. If base pressure is low, trans or pump is worn out. If max pressure is low, check EPC solenoid. If reverse is slow to engage, and line pressure does not come up to at least 130psi in reverse, replace the boost valve with a Transgo 0.049" - 0.500" boost valve (easy fix in pan), and replace the servo with an upgrade servo from a Corvette 4L60E. This will give you a more firm shift and address the DTC 1870 which is common to a weaken Boost valve or faulty EPC valve.
Posted on Jan 07, 2010
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