Here's one for the tranny guru's....

When cold, tranny hits all the gears fine.

When at operating temp, 1-2 is good. 2-3 feels like it is either hunting, double shifting, or going from 2-4, back down to 3. 3 to 4 is good.

Keeping the selector in S does not change the behavior.

The 3-2 valves have been removed, and the EGR disabled. It loes have lock and HVAC vacuum issues, but those have been disconnected and plugged. The car has no problem shutting down.

The tranny was rebuilt or replaced by the PO at 185,000. It is due for a fluid/filter change. Fluid is bright red, and does not smell burnt. It does feel like the selector bushings are getting weak as well.

Thanks!

__________________
RRGrassi


70's Southern Pacific #5608 Fairmont A-4 MOW car

13 VW JSW 2.0 TDI 193K, Tuned with DPF and EGR Delete.

99 W210 E300 Turbo Diesel, chipped, DPF/Converter Delete. Still needs EGR Delete, 232K

90 Dodge D250 5.9 Cummins/5 speed. 400K

Gone and still missed...1982 w123 300D, 1991 w124 300D

I'll be interested in the replies to this post. This is usually described as 'flaring'. I've experienced the same problem on mine, and seem to have mostly eliminated it with an adjustment to the Bowden Cable. I've backed out the adjustments I made to the vacuum amplifier and modulator, because they didn't help. I wouldn't rule out the possibility that the Bowden Cable adjustment just hides a wear issue, but I'm encouraged with the result so far. I switched to synthetic ATF 2,000 miles ago, and hope that makes a little difference.

__________________
Rob

I'd also be curious to see if the Bowden cable could help you with that.

Tighten it three turns (counterclockwise) and see what it does.

I did that last night, and all it did was make the upshifts later depending on how farthe pedal is mashed.

I do have the Black/Blue vacuum damper out of the car. It seems to be a one way valve, but was hooked up the HVAC.

The Modulator does hold vacuum and the VCV holds vacuum until you move the rack. The VCV and tranny are hooked up to the first vacuum port from the vacuum pump on the main line, and the other working systems are on the 2nd port.

__________________
RRGrassi


70's Southern Pacific #5608 Fairmont A-4 MOW car

13 VW JSW 2.0 TDI 193K, Tuned with DPF and EGR Delete.

99 W210 E300 Turbo Diesel, chipped, DPF/Converter Delete. Still needs EGR Delete, 232K

90 Dodge D250 5.9 Cummins/5 speed. 400K

Gone and still missed...1982 w123 300D, 1991 w124 300D

I wonder if I have a weakening K-1 valve.

__________________
RRGrassi


70's Southern Pacific #5608 Fairmont A-4 MOW car

13 VW JSW 2.0 TDI 193K, Tuned with DPF and EGR Delete.

99 W210 E300 Turbo Diesel, chipped, DPF/Converter Delete. Still needs EGR Delete, 232K

90 Dodge D250 5.9 Cummins/5 speed. 400K

Gone and still missed...1982 w123 300D, 1991 w124 300D

I believe that's your next step. A change in the K-1 usually does wonders for the 2-3 shift.