You didn't mention what year but if it is 95 or newer, that has the 4T65E trans in it. As Brian mentioned, it uses a pressure control solenoid. I have seen problems where the pc solenoid sticks at times (it is a pulse width modulated solenoid rather than an 'on/off' style). When it sticks, the pressures are not what the computer has calculated them to be and shift times will be longer than the computer expects. To compensate for this, the computer changes it's adapt table to increase pressure to try to bring the shift time down. The problem happens when the solenoid does not stick, these increased pressures cause hard shifts. Eventually, the computer will store a P1811 code, max adapts/long shift times and will no longer try to modulate pressure and let the trans run full pressure, making all shifts harsh. A p1811 code generally will not turn on the 'service engine soon' light since the government requirement is that only things that effect emissions turn the light on... harsh shifts do not increase emissions, so no light.
They redesigned the PC solenoid around 2006 but I have seen the same problems with the new ones but it is much less common. Also, the valve behind the solenoid has been known to stick so whoever changes the solenoid for you, make sure the try moving this valve when the solenoid is out and that is moves smoothly against the spring pressure.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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