Question about 1992 Chevrolet Lumina APV

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1992 Chev Lumina

Vehicle engine speed increases when shifted into gear. Engine speed increases or decreases while foot is not on accelerator (stop light, etc)
Service engine light is intermittently on

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I would have the car checked on the computor.Even if the engine light is off it will store the codes.When you get the codes it should point you in the right direction.I would say it's posibly the throttle position sensor.

Posted on Aug 30, 2008

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Posted on Jan 02, 2017

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97 Chevy Tahoe code Po 758


This is from Repair Pal...just Google your code (P0758) to find other helpful suggestions

OBD-II Code P0758 is defined as a Shift Solenoid B Electrical The purpose of the automatic transmission is to match the engine's optimum power and torque characteristics to the driver's desired rate of acceleration and speed by auto-selecting different gear ratios or 'speeds' to power the wheels. Shift solenoid B enables the transmission to shift from 2nd gear to 3rd gear. It does this by re-directing the flow of the transmission fluid which changes the position of the shift valves in the valve body.
When the code P0758 is set in the Powertrain Computer, it means that the Powertrain Computer or PCM is not seeing the specified rpm change that occurs during a shift from 2nd gear to 3rd gear. It's also not seeing the correct increase in road speed from the vehicle speed sensor.

P0758 Symptoms
  • Check Engine Light will illuminate
  • Vehicle will not shift from 2nd gear to 3rd gear properly
  • Decrease in fuel economy
  • In unusual cases, there are no adverse conditions noticed by the driver
  • In some cases, there may be performance problems and possibly misfire-like symptoms
Common Problems That Trigger the P0758 Code
  • Defective Shift Solenoid
  • Defective Shift Solenoid wiring or connector
  • Defective Valve Body
  • Dirty transmission fluid that restricts the hydraulic passages

Jan 01, 2018 | Cars & Trucks

1 Answer

I have a 2002 Jeep Grand Cherokee. When the accelerator is depressed hard (passing or going uphill) the vehicle downshifts into too low of a gear. The nose will dip down and it will rev high.


this is normal for the trans to downshift as the engine and trans are working together to handle the acceleration of your car and as your car's speed increases the trans will adjust again (EG: shift gears) this is more of a weight to acceleration sort of thing or rather weight to power sort of thing

Aug 22, 2017 | Jeep Cars & Trucks

1 Answer

1992 Subaru legacy wagon will not shift up from first gear. it is an AT.


run the fault but all you describe is operated from the VSS sensor ( vehicle speed sensor)
it tells the cruise control the vehicle speed , tells the TCM the vehicle speed so that ratios can be changed, activates the speedo,and will report with a check engine light to report a transmission problem
run the fault codes first

Mar 05, 2017 | Subaru Cars & Trucks

1 Answer

Car surging


Is the car equipped with the Automatic Transmission?
If so, read on.
Otherwise skip to the end and answer some questions.

POSSIBLE SCENARIO:
I have observed a condition where my car surges slightly when the torque-converter clutch (TCC) cycles between lock and unlock when driving on an uphill grade.
First some basics and history that will explain why the TCC is used.

Engine, Torque Converter, TCC, and Transmission relationship--
The TCC allows for a solid connection between the engine and transmission which allows the input to the transmission to rotate at the same speed as the engine.
Without a TCC, there is slippage between the engine and automatic transmission. The slippage is greatest at low engine RPM. That is what allows the engine to run with the automatic transmission in gear, like when you first shift into gear or stop at a stop sign. When the throttle pedal is depressed, the engine RPM begins to increase and the torque converter begins to slip less and less the more the engine RPM increases. The car moves. But even at cruising speeds the torque converter slips slightly. Engine RPM is greater than transmission input RPM, which is realized as slight decrease in fuel efficiency.
When acceleration is complete and a constant speed is being maintained, the engine power output is reduced to the point where the TCC can engage and eliminate any slippage between the engine and transmission. If the car has a tachometer the engagement of the TCC can be verified when a slight reduction in engine RPM observed without a corresponding change in vehicle speed.
One method used to test the operation of the TCC is as follows:
Find a flat section of road where it is safe to perform the test.
Reach a steady speed and keep the gas pedal depressed with one foot. While observing the tachometer (or listening for an increase in engine RPM), with the other foot depress the brake pedal enough to activate the break light switch but not enough to engage the brakes. When the brake light switch activates, the TCC receives a signal to disengage. With the gas pedal being held steady, release the brake pedal and the engine RPM should decrease when the TCC engages.
Old cars with Automatic Transmissions did not use a TCC. I believe the TCC was put in use in an attempt to increase fuel economy.

MY EXPERIENCE WITH SIMILAR SYMPTOMS
The condition that causes that issue on my car is this:
- A slight uphill grade increases the load on the engine.
The car tends to gradually slow and it is necessary to depress the gas pedal to maintain speed.
- Depressing the throttle pedal (manually, or automatically with cruise control engaged) signals the torque converter clutch to unlock when the load increases slightly. (A more drastic load increase would signal the Transmission to downshift to a lower gear.) The corresponding increase in engine RPM and output is enough to compensate for the reduction in speed. When the vehicle speed, engine RPM, and throttle position stabilize to the point that the TCC will engage and the engine RPM will reduce in correspondence with TCC engagement. Now, if the road conditions have not changed, power output is not enough to maintain vehicle speed. With the increased load caused by full engagement between engine and transmission, and the cycle (surging) repeats itself until the road conditions change.

Does that help?
If not:

QUESTIONS
Please define the symptoms.
What are the road conditions when the surge occurs? (A slight uphill grade?)
What is the frequency of the surge?
Does the engine power output have a noticeable surge?
Is there a speed change related to the surge?
Does the tachometer move up and down with little or no change in vehicle speed?
Are all instrument indication in the normal range?
What else has changed?

Good luck!

May 24, 2014 | Subaru Impreza WRX STi Cars & Trucks

1 Answer

I have an 03 Jeep Grand Cherokee v6 2x2 with 170k... I'm having a couple of issues... 1. Occasionally will have trouble with cycling through gears when getting on Hwy causing decreased, sluggish...


I would consider changing the vehicle speed sensor. When they go bad, they can really throw out a lot of bad data to the computer, resulting in unexpected behavior like you're experiencing. They're only around $20-$25. I hope this helps! :)

May 02, 2014 | Cars & Trucks

3 Answers

My 1992 pajero could hardly shift to the 4th gear and thus could not reach to turbo level.


If its having difficulty moving through the gears it could be a transmission issue or the turbo could be bad which would also cause a bogging down situation.

May 29, 2011 | 1992 Mitsubishi Montero

2 Answers

RPms increases as im driving or when I let go the accelerator


it sounds like your transmission is slipping check fluid level and look into a service. if not that you might have a bad trans

Nov 13, 2008 | 1992 Honda Accord

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