so wait a second here... i just read this post today. are we starting to go the direction of a pcm problem? i'm not being a jerk, i'm sincerely asking. is there a possibility i would be benefitted by ordering an INTENSE unit?

I would say no. The PCM is a possibility, but this is one of those situations where you need to nail down the problem before trying to fix it with performance parts. You wouldn't be too happy if the problem still existed with the Intense PCM. If you have the cash for the PCM, great. But wait until we get this problem fixed first.

the PCM might be the problem, but replacing it wont work. Go to a shop and have them program in the value that DrJAy had in his post (TCC full apply).

i see what you guys are saying, and i agree that maintenance comes before performance. the reason i suggested the INTENSE unit was because i figured it may ALREADY have different values. that was the purpose of my failed thread in p&b, to see if there was a faulty or invalid aspect of the stock pcm that didn't exist in the INTENSE units. i should have clarified. i guess the question is: does an aftermarket unit have the same values as the stock pcm?

Well I'm going off guesses here so maybe Willwren can chime in but the only thing programmable in the PCM is the eprom. If re-programming it can fix it and since it doesn't seem EVERY eprom has the problem maybe just replacing the eprom would be of benefit. I dunno how much they cost but I get a funny feeling it'll be less than the re-program would be. If thats the case then here'* some info:

16141470
Application: 1991-93 3.8 V6 SFI “L” L27 (exc. “W” body)
1991-93 3.8 V6 SFI supercharged “1” L67
1992-93 truck 3.8 V6 SFI “L” L27
MEMCAL IDs: “L”: …
“1”: …

Now, this isn't to say that this is your problem nor it is guaranteed to fix it even if it is. I think the obvious first step is to hook a scantool up and make sure everything is in working order. Test everything you can first! A fair amount of testing is free so definately get that out of the way; plugs, wires, coils, MAF, IAC, IAT, MAP, TPS, and others can all be tested by either visual inspection or a cheap multi-meter. PCM problems are NOT the most common problem so be sure not to jump on this just because its a new route. After you've exhausted all other more probable issues, then you can start looking at replacing your prom.

I'm DrJay, and I approve this message because I care :P

HI guys! I just changed my tranny fluid tonight! WOOHOO! what a difference! its been in there for a year and a half...25,000 miles...since i bought the car.....97se..now with 111,000 miles...was starting to surge when warm in od. Its gotta be a tranny problem...a flush does the trick every time.The fluid looked ok...maybe slightly brown...didnt smell burnt at all. Took a trip to new mexico this summer and the tranny was fine. Just started jerking again recently...the first change did the trick also...I always change the fluid yearly anyway,,,i was getting a little lazy and waited longer this time....all I have to say is change the fluid!

We need to get some terminology down. Changing the fluid infers dropping the pan. That only gets 1/3 of the fluid.

FLUSHING is the only way to get it all. Have it done professionally, but a word of warning:

On higher mileage transmissions, a flush should only be done as a last resort, as there is some risk involved that it may make the problem worse.

In the case of sticking solonoids, or rough or delayed shifts, putting a transmission additive designed to clean deposits (like Seafoam trans tune) may help, but only run it for a couple weeks, then do a flush.

Back on topic.......
.......I still think this is an ignition problem. Again, ignition problems are ALWAYS most apparent with the TC locked up in OD, low rpm, high load.

Ive tried seafoam.....doesnt work....try trans tech....back on topic

I've used Seafoam. Worked great. Back on topic

does anyone who has this problem have a scantool?

Is ther any way to get ahold of one without buying one? (they are like $200 new arnt they?)