Question about 1995-1997 Chevy 3500 Truck Ignition Starter Alarm Switch

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350 CI Gas Engine Missing

Only when in high torque load conditions, as in highway conditions at 45 - 65 mph and begin to enter a slight incline grade in overdrive,(with cruise on or off) keeping throttle steady engine rpm naturally begins to slowly reduce, the Erratic Missing Symptom begins and maintains until grade is overcome. During incline grade if throttle is increased to shift transmission down symptom may reduce but is still present. Under flat road and city driving conditions problem never presents itself. After running several fuel treatments and conditioners, replacing fuel filter, distributor cap, rotor, wires and plugs problem persists. 125 K. I run premium grade fuel. Midrange or regular octane greatly increases symptom and in addition adds ping.

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  • mikekaycain Jan 07, 2009

    it wants to pop back through the throdle body like it is out of time it is a 1992 GMC van 2500. I have replaced the plugs, the plug wires, distributor cap and rotor all to no availe.

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Try replacing the knock sinser

Posted on Jan 02, 2009

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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

My 1995 F350 Powerstroke "Shutters"


VIBRATION - DRIVELINE RESONANCE/VIBRATIONBETWEEN 1400 AND 2000 RPM WITH CONVERTER
Clutch ENGAGED DURING MEDIUM TO HEAVY
THROTTLE CONDITIONS - VEHICLES WITH 7.3L DI
TURBO ENGINE AND TRANSMISSION BUILT PRIOR
TO 11/13/95 (5L13)
^ TRANSMISSION - E40D - DRIVELINERESONANCE/VIBRATION BETWEEN 1400 AND 2000
RPM WITH CONVERTER
Clutch ENGAGED
DURING MEDIUM TO HEAVY THROTTLE
CONDITIONS - VEHICLES WITH 7.3L DI TURBO
ENGINE AND TRANSMISSION BUILT PRIOR TO
11/13/95 (5L13)

FORD:
1995-1996 E-350, F-250 CREW CAB, F-350 CREW CAB
Article 96-26-21 is being republished in its entirety as part of a consolidated 7.3L diagnostic aid booklet.
ISSUE
Some vehicles with transmissions built prior to 11/13/95 (5L13) may exhibit a driveline resonance/vibration between 1400 and 2000 RPM with the torque convertor engaged. This may be caused by the torque converter.
ACTION
Prior to torque converter replacement, refer to the following Service Procedure for details to verify conditions.
SERVICE PROCEDURE
1. Verify the resonance/vibration does not occur in neutral and is most noticeable between 1400 and 2000 RPM with the converter clutch engaged during medium to heavy throttle conditions. Also watch for the vibration to diminish at engine speeds lower than 1400 and higher than 2000 RPM. If the concern meets all of these conditions and the transmission has a built date prior to 11/13/95 (5L13), replace the torque converter. Refer to the appropriate Service Manual for removal and installation procedures.
2. If the vibration concerns do not meet the conditions, check for non-factory installed items that could affect driveline and verify proper installation. Also refer to the appropriate Service Manual, Section 05-00 for diagnosis and testing.
107118085

Aug 22, 2011 | 1995 Ford F250

1 Answer

I have a 1999 Mazda 626 5 speed and my rpms seem to always be high weather I'm driving n town, 4th gear 30 mph 2100 rpm, or on the highway 5th gear 70 mph and rpms at 3100. This I'm sure is killing my gas...


check clutch for slipping condition,mayb due to worn clutch disc or a oil contaminated disc or a weak pressure plate not locking disc to flywheel therefore giving u a slipping condition and higher than normal rpms

Apr 09, 2011 | 1999 Mazda 626

1 Answer

Can a 1988 Pont 6000 torque conv cause jerky response?


the worse thing you can do.. your are putting a extreme load on your engine. do it right.

Feb 15, 2009 | 1989 Pontiac 6000

1 Answer

Engine seems to be missing


it sounds right, it is called a light load miss. it occurs mostly at 45-50 mph on slight incline and it feels like a bucking or hesitation. It commonly ocurs when there is carbon tracking on a spark plug porcelin (sp) . note . if the porcelin has carbon tracking so does the plug wire boot. the spark will travel through the carbon track in teh boot after plug replacement causing premature failure of the plug. it is a good idea to replace plugs and wires if this is the cause of your miss.

Dec 20, 2008 | 2005 Dodge Caravan

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