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Your transmission vacuum modulator can cause hard shifts when it is either malfunctioning or not functioning at all. The transmission vacuum modulator valve measures how much load the engine has in order to enable proper shifting for the transmission. Problem with the transmission vacuum modulator Constant low-level transmission fluid definitely denotes a leakage, and should be addressed before it becomes too damaging. Failure to change or check transmission fluid for an extended period poses serious risks. When your car has low transmission fluid levels, your gears and clutches will grind when they are moving, as there is not enough lubrication to properly move the parts smoothly.

If you’re driving in and your automatic transmission won’t shift into second, here are some possible causes: Automatic transmissions What causes your transmission shifting hard from 1st to 2nd?Ī transmission can’t shift from first to second gear unless it’s moving fast enough for the engine’s RPM to exceed the torque converter’s stall speed.

How do you go from 1st to 2nd gear smoothly?.

Will a transmission flush fix hard shifting?.

Is hard shifting bad for a transmission?.

Can a bad torque converter cause hard shifting?.

Problem with the transmission vacuum modulator.

What causes your transmission shifting hard from 1st to 2nd?.

The job of a PCV valve therefore is to remove a proportion of the blow-by fumes away from the crankcase, thus reducing the amount of high pressure gas contained within. In internal combustion engines, it is inevitable that a small amount of ‘blow-by’ occurs, which is when gases from the combustion chamber seep past the piston rings and travel down into the crankcase. This PCV valve is used to regulate the pressure within the crankcase that can fluctuate to high levels when gear changes occur. To help eradicate this high pressure within the crankcase, a PCV (positive crankcase ventilation ) valve is used which can reduce the need for a rev hang system when fully functioning. Rev hang can even be found in Subaru’s WRX STI, along with prominent cases in VW and Hyundai products.

Found most prominently in US-spec vehicles to meet the emission rules over the pond, this pre-programming has frustrated many owners since its development.

Also, when the throttle is suddenly shut, the fuel mixture suddenly becomes lean which creates NOx (oxides of Nitrogen) which also contributes to emissions.īy keeping the throttle open for a small period of time after the pedal had been released, this pressure spike was avoided and cleaner emissions were achieved. This strategy is used because it was found that suddenly closing the throttle produced a sudden spike in gas pressure within the crankcase which emphasised the rate of oil vaporisation, thus adding to emissions from the engine. When the throttle is released and the clutch is dipped, an ECU with rev hang is programmed to leave the throttle slightly more open than usual. Recently, manufacturers have been intentionally implementing rev hang within ECU programming to save themselves from a potential emissions scandal. The cause of rev hang can be put down to the war on emissions. This can be frustrating if you’re wanting to perform a quick, slick gear change, as you have to wait for the revs to drop to a reasonable level before upshifting to the next gear to avoid stunted progress. This creates a horrible jerk as a braking force occurs when the powertrain and transmission are reengaged and forced to spin at the same speed.