|
matts156 -> RE: 90-94 Cavy common problem areas....Z24.... (3/3/2007 3:43:22 PM)
|
I was just about to post a message saying that if it was a 90-94, it should be a 3.1L V-6. I see that's what you found already.
The 3.1 is a good running engine - about 150 HP. Also, very smooth running. Keep up on the oil changes, though.
Tune ups aren't too bad - getting to the back plugs is tight, but there's a certain way you can get your arm in there. When you find that position, you can get to the plugs easily. The PCV valve, on the other hand, is a bear because it's in the back under the intake plenum. It's very difficult to reach and it takes a fair amount of effort to push the new valve into the rubber bushing.
Someone mentioned the overdrive issue earlier. The cause of that is the Torque Converter Control (TCC) solenoid in the transmission. When it fails, the torque converter is unable to unlock and as you approach a stop, the engine stalls. It's the same thing that would happen if you stopped with a manual transmission and forgot to step on the clutch pedal. The part is only about $35, and it's located inside the end cover on the driver's side. You may have to lift the engine slightly to get the bottom row of bolts.
The transmission is a Turbo-Hydramatic 125 (TH125). They can fail, especially if you run the car hard. The most common failure is the hydraulic pump shaft in the input shaft. It's very small with a diameter a bit larger than a pencil. The bearings on this shaft tend to sieze, which causes the shaft to snap. Suddenly you have no forward or reverse and you need a new transmission. Used ones are usually available for around $300. Oh, and planetary gears have been known to fail, too.
One bit of maintenance that I suggest you undertake right away is to replace the transmission filter and fluid, and keep doing so every 30,000 miles (or annually is even better). The TH125 is probably the most unforgiving part of the Z24. Transmission fluid and the filter are cheap, and replacement is not difficult at all. Simply drop the pan slowly to drain the transmission. Let it drip for 10 minutes or so. The filter is held in place by a small bracket. Simply push up on the filter slightly and rotate it away from the bracket. The filter can then be pulled down out of the rubber grommet. The new filter should have a new rubber grommet with it, so replace the old one.
Like many Chevy's, the trim has a tendency to break or come loose. Parts are relatively inexpensive, though. Some body parts, like the window belts (the weatherstripping that goes along the top of the door and the base of the window) is currently unavailable, so if you have good ones, don't let them dry out.
|
|
|
|
