95 4.0 2wd shifting funny
Mine has been acting funny..

wouldn't shift to 3rd till 2500 rpm ... warm up and shifted fine ...

now this morning it seamed to bog down and wouldn't take more throttle in second hung around 2000 rpm... you could ease it up to 50 mph ... but didn't want to rev up right...

When I tried to downshift it would pick up the rpm but didn't pull the truck...
its a 95 2wd Cherokee sport 4.0

I am from a gm history but I love this old Jeep ... and it is teaching me all kinds of things...

I read about the tcm ...and the tps .... I am hoping some knows more than me and point me in the right direction

 

seems to be from the intake hose, from filter box to the throttle body, flattens itself under load ... disconnected the intake hose and it runs strong ... wonder how long this has been happening..

 

Bet if I take the quart of atf off the airbox intake it will help...



Look, now it works as should... sorry for the waste of bandwidth

 

1. I'd start with an overhaul of the CCV system. Crankcase ventilation. Very important. All hoses and grommets leading to and from the air filter box. You can get all for probably around $60 from the dealer OR aftermarket. It sounds like it's time, especially if it is original parts. I recommend removing the valve cover, thoroughly cleaning it and replacing grommets onto the valve cover, reinstalling valve cover with a fresh gasket and then replace all CCV hoses. There is a reason you had to clean out your air filter box and when the CCV is clogged, you'll end up with oil (not ATF) in the air filter box. Sound familiar? Removing oil is not going to fix the problem; it just helps with your symptoms. You need to replace CCV parts to prevent this from reoccurring.

2. The throttle position sensor is indeed in play for any shifting characteristics of the AW4. Here is more on this very important engine management sensor.
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The throttle position sensor is connected to the throttle shaft on the throttle body. It sends throttle valve angle information to the PCM. The PCM uses this information to determine how much fuel the engine needs. The TPS is really just a simple potentiometer with one end connected to 5 volts from the PCM and the other to ground. A third wire is connected to the PCM. As you move the accelerator pedal with your foot, the output of the TPS changes. At a closed throttle position, the output of the TPS is low, about a half a volt. As the throttle valve opens, the output increases so that, at wide open throttle, the output voltage should be above 3.9 volts. Testing can be performed with an electrical meter. Analog meter is best. You are looking for a smooth sweep of voltage throughout the entire throttle band. While slowly opening and closing the throttle, take note to the movement of the voltmeter needle. There should be a direct relationship between the needle motion to the motion of the throttle. If at anytime the needle moves abruptly or inconsistently with the movement of the throttle, the TPS is bad

You should have 5 volts going into the TPS. At idle, TPS output voltage must be greater than 200 millivolts. At wide open throttle (WOT), TPS output voltage must be less than 4.8 volts.. The best is to use an analog meter (not digital) to see if the transition from idle to WOT is smooth with no dead spots. With your meter set for volts, put the black probe on a good ground like your negative battery terminal. With the key on, engine not running, test with the red probe of your meter (install a paper clip into the back of the plug of the TPS) to see which wire has the 5 volts. One of the other wires should show .26V (or so). The other wire will be the ground and should show no voltage. Move the throttle and look for smooth meter response up to the 4.49 at WOT.

Perform the test procedure again and wiggle and/or tap on the TPS while you watch the meter. If you notice any flat spots or abrupt changes in the meter readings, replace the TPS.

The TPS is sensitive to heat, moisture and vibration leading to the failure of some units. The sensor is a sealed unit and cannot be repaired only replaced. A TPS may fail gradually leading to a number of symptoms which can include one or more of the following: -

NOTE: The throttle position sensor is also DIRECTLY involved with transmission shifting characteristics! It should be verified early in the troubleshooting process, when a transmission issue is suspected!

• Poor idle control: The TPS is used by the ECU to determine if the throttle is closed and the car should be using the Idle Air Control Valve exclusively for idle control. A fault TPS sensor can confuse the ECU causing the idle to be erratic or "hunting".
• High Idle Speed: The TPS may report faulty values causing the engine idle speed to be increased above normal. This is normally found in conjunction with a slow engine return to idle speed symptom.
• Slow engine return to idle: A failing TPS can report the minimum throttle position values incorrectly which can stop the engine entering idle mode when the throttle is closed. Normally when the throttle is closed the engine fuel injectors will be deactivated until a defined engine RPM speed is reached and the engine brought smoothly to idle speed. When failing a TPS will not report the throttle closed and fueling will continue causing the engine to return to idle very slowly.
• Engine Hesitation on Throttle Application: The TPS is also used by the ECU to determine if the driver has applied the throttle quicker than the Manifold Air Pressure sensor can read. The fueling is adjusted accordingly to cope with the sudden increase in air volume, however a faulty sensor can cause the ECU to ignore this data and the engine will "hesitate" when applying the throttle. In extreme cases with the engine at idle, a sudden application of full throttle can stall the engine.
• Engine Misfire: A fault TPS can report values outside the denied acceptable range causing the ECU to incorrectly fuel the engine. This is noticeable as a slight misfire and can trigger the misfire detection software and/or Malfunction Indicator Lamp (MIL) light on the dashboard. Extreme cases can cause excessing misfires resulting in one or more cylinders being shut down to prevent engine and catalytic converter damage.

 

I had a quart jug of atf covering the air box intake ... simple as air/fuel/spark

It couldn't get any air... removed the jug and boy what a difference

I plan on replacing the seals and stuff as i can