Okay just wanted to update you on progress I bought a new computer for $35 from my local junkyard switched chips and installed it and it started right up this was yesterday I have not had any problems with it so far and have been doing alot of driving around just to check it. it actually runs better then when it was given to me so I'm happy

Free car + $35 computer = good deal for me .....lol

94 and 95 are known for PCM problems. Thanks for letting us know. I will mark this as fixed.

Spit. I'm sorry I missed this one. The '94s really aren't that bad. the program/chips/ICs were mature for the Series I by then. The PCM in the '95 was designed by The Ready-Fire-Aim Dept at Pontiac. I should also mention our '95s are 18 model years old, to be fair.

Think about it. There was little investment put into that PCM, because they already were putting their full efforts to ditch it for an entirely new PCM in '96. But the '95 was the first Series II engine, so they just put some lipstick on the Series I PCM.

I'm on my 4th PCM in the '95. And there is 1 (which I know works) waiting on the shelf in the garage.

The first thing a '95er should do, when he has replaced his PCM and everything is fine, is get another at the yard, swap in the eprom and find out if the newer-new one works. If it does, just leave it in and put the other good one on the shelf.

Why? Because if really wierd spit starts happening, the first thing you want to do is swap in a good PCM on a '95. 15 minutes can save you hours of chasing a ghost.

I didn't read the whole thread, but your general symptoms are #2 on the top 10 of stuff that is really the PCM, and not what you think on a '95. The #1 is CE light and the DTC Code for the camshaft or crankshaft sensors. Although the adventure of that ignition circuit is invaluable as far as knowledge, it'* a pita in problem solving.

If it'* the camshaft sensor code, and you replace it and get the code again, then the fun starts. The first recommendation will be to check for the little magnet on the cam, which cycles against the sensor. Then onto the crank sensor which takes 400 ft/lbs of torque to get to. Then ICM, harness, coils.. then on to desperate and remote accusations at other parts of the ignition circuit.

I admit that I have had the experience, but my suggestion is based on a couple of hundred searched posts. Many of them are difficult to SQL out because they are usually embedded in larger threads of a whole bunch of trouble-shooting, then suddenly end with "'put a new computer in, it'* OK now." FWIW, you will also find that a very frequent legitimate cam/crank sensor code comes shortly after a waterpump change. It'* often a nick in the micro-gauge circuit wire.

FWIW.