I've been helping my coworker work on his 1988 Caddy Brougham, it's got a CCC system on a (i think) Olds 307 motor.
We think we've narrowed the troubles down to the transmission. What happens is, if he's cruising at about 45-50mph, if he goes to accelerate in such a way that the trans would have to downshift, it rumbles and chatters and makes a big fuss, seemingly trying to downshift but not quite doing it. If he puts in 3rd, it stops immediately. The carb's been rebuilt, the TPS is in adjustment and all sensors working, TV cable's been adjusted about 4 or 5 times. I'm no trans expert, but i'm ready to blame the TCC, because this seems this only happens while in lockup mode. I just don't want this guy to go buy a new TCC and turn out that it wasn't the problem.
If anyone can enlighten me on what could be going on with this thing, all is thanked for in advance.
p.s.-we're not sure what trans this has in it, i'm guessing it's a 2004R but i've been wrong plenty of times before.

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D.R. Stevens
1984 Trans Am 305HO L69
all the usual external/free mods, original engine
1991 Firebird 305 L03
bone-dead-slow-stock

 

That sounds like an ignition problem... high voltage breakdown somewhere. A 84 Buick LeSabre with the exact same drivetrain that my wife used to have did that for a while too, needed a rotor.

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"So many Mustangs, so little time..."
ICON Motorsports

 

Back in the early to mid '80's I worked at a Buick dealer and we had more than our share of problems similar to yours. Now if you are saying that it just won't downshift that is one thing but if you are experiencing a bucking problem in O/D & L/U then most likely it is an ignition problem. Back then tune-up franchises were all the rage and they would use the cheapest parts they could get (IE: Mighty brand). Once we got a handle on what was going on (remember, computers AND O/D were still pretty new and we were on the upswing of the learning curve) we found we could hook up a scope and power brake the tranny until the problem occured and pick out what cylinder was acting up. Very often we would either find a cracked plug or a set of Mighty's. Change to AC's and the problem went away.

To make a long story short, start with a good set of plugs and if need be, cap and wires too. Remember, if a plug isn't firing, very often the wire and/or cap-rotor will be burned through from the spark trying to find a way out.


[This message has been edited by transfixleo (edited July 20, 2001).]

 

I have to agree w/ these guys. I still work at a buick place, and often times when you have a slight miss, the "fluid coupling" of the Torque converter asorbs most engine vibration caused by the misfire. Once the Conveter locks up, it provides a mechanical connection between the engine and the rest of the drivtrain, transmitting it through the rest of the car. The fact that it does in under acceleration (heavy load) would usually indicate an ignition problem, since there is a greater Kv demand on the secondary ignition componenst.

Leo, I guess the more things change, the more they stay the same. We still powerbrake in the stall looking for secondary ignition related dead cylinders, and we still throw Mighty plugs in the trash, even when new! heheheee

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'87 Trans Am
S/D TPI retrofit including functional PassKey,
22# injectors,
Whatever chip I feel like burning,
JET AFPR, Ported Plenum,
TB Coolant Bypass, Custom Cold Air,
SSM SFC, KYB Shocks, Boxed LCAs, Wonder Bar,
8mm Accel wires,
Flowmaster Exhaust,
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'97 Bonneville SSE

 

I imagine it is getting harder to do that though with the sophistication of the conputer systems going up but it is noce to hear that things really aren't that much different. I bailed out because of the F***** Rate system but I hear that it is better than it used to be. Is this true?

 

I already ranted once about this, so I'll try to keep it to a minimum. Flat rate is decent, unless its GM warranty. The customer pay aspect is OK. Warranty sucks. Mercedes Benz, however, the warranty pays better than the customer pay. Maybe someday GM will compare their technician defecit to MB's and get a clue.

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If you live in Southeastern US, check us out!
South East Thirdgen

GM Master Tech
ASE Master Tech + L1
Savannah, GA

'87 Trans Am
S/D TPI retrofit including functional PassKey,
22# injectors,
Whatever chip I feel like burning,
JET AFPR, Ported Plenum,
TB Coolant Bypass, Custom Cold Air,
SSM SFC, KYB Shocks, Boxed LCAs, Wonder Bar,
8mm Accel wires,
Flowmaster Exhaust,
16" GTA rims,
Corvette Servo,
3.73 Posi
4wheel Disc Brakes
Summit 1-5/8" headers, 2.5" Dynomax catback.

Best 1/8: 9.519@72.74

'97 Bonneville SSE

 

We had the "Team" system, which was actually good for me at first because I came up to speed faster ( I was hired for tranny work and left a Master Tech) then I would have.

The real problem was that the TEAM plan is supposed to have you work on the cars from cradle to grave, so to speak. From new car prep, to warranty, to customer pay and to used cars. That way it would have more than made up for the warranty pay aspect.

The problem came in when they decided that the stuff that pays, like used cars would be made an hourly job and done seperately, along with new car prep. And as I am sure it is for you, there wasn't a whole lot of customer pay for us as they wanted to keep the customers happy and coming back, THEN they would bring us in a room and complain the we were warrantying too much and it was getting kicked back!!!!! ARGGGHHH!!!! As if we wanted to warranty anything!!!, Oh well, sorry 'bout that, old memories came flooding back> I am OK now.