Threaded Mode | Linear Mode

Lee · 08-16-2005, 07:37 PM

I SCREWED UP AND DELETED THE ORIGINAL POST, ALL OF THESE POST WERE ORIGINALLY TYPED BY jeepnTX

Alright, this is kind of a follow-up on
my other thread about the different models of Jeeps. This will contain more info about different topics that come up when discussing jeeps.

*DISCLAIMER* The information contained in this thread was compiled using various jeep-related websites. I do not claim this information as my own, I'm just spreading the word. Credit will be given to the websites where the information was obtained.

Info and websites will be added as I, or any other member, can find them.

Here is a very important link if you have a question about Jeeps!
http://www.pavementsucks.com/forums/search.php

Jeep parts shopping list http://pavementsucks.com/forums/viewtopi...opic=34988

The different jeep models http://pavementsucks.com/forums/viewtopi...opic=67998

jeepers rigs thread http://pavementsucks.com/forums/viewtopi...topic=5555

http://pavementsucks.com/forums/viewtopi...topic=1625

Lee · 08-16-2005, 07:37 PM

Lee · 08-16-2005, 07:40 PM

How can I get a Factory "Build Sheet" for my Jeep?
Go to http://www.jeep.com/ and click on "Contact Us." Then click on the Customer a$$istance email link for your part of the world. Fill out the email form and in the body of the message, request a build sheet for your Jeep, including the VIN. DC will respond within a few days with a list of all equipment that was on your Jeep when it left the factory.

Can I change my ring & pinion myself?
You will hear many different opinions on ring and pinion installs. Some say it must be done by a professional, others say it’s not that tough to do. Labor costs seem to range anywhere from $200-$400 per axle, with parts in the $200 per axle range. Special tools such as bearing pullers, dial indicator, dial caliper, in.lb. torque wrench and ft.lb. torque wrench are the minimum required for a correct install. Tolerances are critical and must be set correctly for a quiet running gearset that won't burn up on you.

How do I know if I have a Dana 44?
The Dana 44 rear cover has a threaded steel fill plug that is removed with a 3/8" drive ratchet. Late model dana 35's have a rubber fill plug that you pry off with a screwdriver, early models (YJ) may have a fill plug like the 44's.

What's the difference between a locker and a limited slip?
A Limited Slip Differential, or an LSD, is a traction aid that is most often clutch or gear driven. A simple explanation is that as a wheel starts to slip/spin the LSD detects this and transfers "some" power to the wheel that is not slipping/spinning. LSD's are usually fairly well mannered on the street. A locker, on the other hand, essentially locks an axle together for and allows full power to both wheels. Lockers usually have at least some negative driving characteristics when on the street.

What is backspacing?
The distance from the inner edge of the wheel to the hub mount pad. Note: Sometimes the distance from the outer edge of the wheel to the hub mount pad is referred erroneously to as offset. BE CAREFUL!

What is wheel offset?
OFFSET - The distance from the centerline to the hub mount pad (where the wheel attaches to the hub). POSITIVE OFFSET - The hub-mounting surface is toward the front or wheel side of the wheel. NEGATIVE OFFSET - The hub mounting surface is toward the back or brake side of the wheels centerline.

Lee · 08-16-2005, 07:40 PM

Vibes (wheel shimmy, vibes, SYE's, death wobble)

What's an SYE?
A slip yoke eliminator replaces the slip style yoke that came on almost all TJ’s & YJ’s with a fixed yoke and (usually) a CV style drive shaft with a slip built in. This reduces driveline vibes common with lifted Jeeps and steep driveline angles.

Will I get vibes after my lift? (Do I need an SYE?)
This is not a cut and dry question/answer. The safest answer is: wait and see. Prepare ahead of time; have enough money saved to buy a slip yoke eliminator in case you end up needing it. Of course it's always ideal to get one, but sometimes people can't afford it. That being said, here are the options:
Typically, if you are over 3 inches of lift, you'll need an SYE. Now, that's just typical, not absolute.
Other options are transfer case drop kits and long travel slip yokes. These typically are more of a "band-aid" than a fix and can sometimes cause more problems in the long run.

What is death wobble?
You'll know it if you experience it. Death wobble is when your jeep suddenly, and violently, begins to shake back and forth. It often comes after hitting a bump, and USUALLY at higher speeds. It is truly frightening. This is not to be confused with tire shimmy, where the steering wheel gets a shake in it at certain speeds.

What causes Death Wobble?
Death wobble is typically caused by
A) Out of balance tires or out of round wheels.
B) Loose track bar.
C) Worn front-end joints. (tie rod ends, track bar, ball joints, etc)
D) Bad alignment.
E) Bad caster angle.
F) Bad steering stabilizer.
There are kits out there to correct the effects of high lifts, but usually it comes down to checking those 6 things.

Death Wobble Fixes & Stories
http://www.pavementsucks.com/forums/view...opic=18739

What causes tire shimmy?
Tire shimmy is typically caused by unbalanced tires or out of round wheels. If it gets bad enough it's possible for it to deteriorate into death wobble.

What is and causes bump steer?
Bump-steer is the result of poor (and sometimes unavoidable) suspension geometry. The reaction is described as the vehicle steering off the intended track, on it's own (without driver input), when encountering a bump. Sometimes it is described by a driver as the vehicle needing constant direction correction whenever driving over a bump, "I hold the steering wheel straight but the vehicle steers to the right every time I hit a bump." The cause is the axle tilt, due to the tire hitting a bump, changing the length between the axle draglink mount on a spindle and the pitman arm on the steering box. During a compression bump this length is reduced and the spindle must rotate (steer) to accommodate the draglink length.

Lee · 08-16-2005, 07:41 PM

Checking codes
For the 1998 to 2002 models you can access the trouble codes as follows. Insert the key but do not turn. Fully depress the trip reset button and hold down. Next turn the key to the on position three times and then leave in the on position. Release trip reset button and the gauges will flicker and the odometer will count down and then show the trouble codes.

Code Description
11 No camshaft reference during cranking signal detected during engine cranking.
12 Battery power to PCM was disconnected.
13 No variation in MAP from start to run sensor is detected. No difference recognized between engine MAP reading and barometric pressure reading at start- up.
14 MAP sensor input below or above acceptable voltage.
15 No vehicle speed signal. No vehicle distance (speed) sensor signal detected during road load conditions or shaft speed less than 60 rpm when speed above 15 mph.
17 Engine is cold too long. Engine coolant temperature remains below normal operating temperatures during vehicle travel (thermostat).
21 O2 sensor voltage not detected from the oxygen sensor input. Or 02 sensor input voltage maintained above or below normal operating range.
22 Coolant sensor voltage. Sensor input above or below acceptable voltage.
23 Charge air temp. sensor. Sensor input above or below acceptable voltage.
24 TPS voltage sensor input above or below the minimum acceptable voltage. Or TPS signal does not correlate to MAP sensor.
25 AIS motor circuits. An open or shorted condition detected in one or more of the IAC control circuits. Or target idle speed not met.
27 Injector # X control circuit Injector output driver does not respond properly to the control signal.
31 An open or shorted condition in Purge Solenoid circuit. Incorrect vapour flow detected. Possible leak or blocked between solenoid and fuel tank.
33 A/C clutch relay circuit An open or shorted condition detected in the A/C clutch relay circuit.
34 S/C solenoid circuits An open or shorted condition detected in the speed control vacuum or vent solenoid circuits. Voltage too high or low.
35 Radiator Fan Relay in open or shorted condition detected in the radiator fan relay circuit. ( 2.5L only ).
37 No speed difference detected at 3 to 4 shift or no lockup in torque converter. Problem with trans solenoid with wrong pressure or voltage. Speed to trans ratio below minium required. Park/Neutral switch stuck.
41 Alternator field circuit in open or shorted condition detected in the alternator field control circuit.
42 ASD ( auto shut down ) or fuel pump relay control circuit in open or shorted condition detected. Or no voltage sensed at controllers. No fuel sensor signal detected or changed over time at PCM.
43 Cylinder misfire detected.
44 Battery temperature voltage out of range ( too high or low ).
45 Trans temperature/ Governor pressure voltage out of range. Less than 1.55 or above 3.73volts for temperature and less than .1 or above 4.89 volts. Trans temp. to high or low. OD switch input too low for more than 5 mins.
46 Charging system voltage high. Battery voltage sense input above target charging voltage during engine operation.
47 Charging system voltage low. Battery voltage sense input below target charging voltage during engine operation.
51 O2 signal below centre. Oxygen sensor signal indicates lean fuel/air ratio condition during engine operation.
52 O2 signal above centre. Oxygen sensor signal indicates rich fuel/air ratio condition during engine operation or Adaptive memory at lean limit.
53 Internal Controller failure in PCM. Internal Controller fault condition detected.
54 No Sync signal. No camshaft position signal detected during engine cranking.
62 Controller failure. EMR miles not stored.
63 Failure to write to EEPROM location by PCM.
72 Catalyst efficiency below required level.
76 Fuel pump resistor Open or shorted condition by-pass relay circuit detected in fuel pump by-pass relay circuit
77 Malfunction detected with power feed to speed control servo solenoids

Lee · 08-16-2005, 07:41 PM

Flashing the PCM
PCM Fast Learn Mode

The Jeep’s PCM performs several functions controlling Air Fuel ratios via Injector Bandwidth and Ignition Timing. These “outputs” are controlled using the “inputs” received from all the sensors and then comparing these reading against a set of data tables burned into the PCM.
These “memory tables” are the brains that keep the engine running at low emissions and peak economy across the RPM band during closed loop mode. These memory tables can and do change. They are “adaptive”, based on sensor readings, driving habits, engine performance and sensor tolerances.
Over time, the PCM Memory Tables become tuned to your engine.

Forced Flash

This very simple procedure will Erase the “Adaptive Memory” stored inside the TJ PCM and allow a new “Adaptive Memory” to be developed. After performing this procedure the PCM will re-learn and store into Adaptive Memory your engines performance characteristics.
Please perform these steps exactly as they are written, in the order they are written. This will cause the adaptive memory in the PCM to be erased and cause the PCM to go into Fast Learn Mode adaptive mode.
-Disconnect the POSITIVE battery Terminal and touch it to ground for 30 seconds. (This is to discharge the PCM capacitors, which maintain the Adaptive Memory.
-Reconnect the Battery Cable
-Turn Ignition Switch to the “On” position but DO NOT start the engine
-Turn Headlight “On”
-Turn Headlights “Off”
-Turn Ignition Key “Off”

The PCM Adaptive memory has now been flashed, or erased from the PCM.
When you start the engine it will be running off a set of pre-programmed tables that come with the PCM from the factory. When you get the engine up to operating temperature the PCM will start to collect data for the “Adaptive Memory”. The PCM will collect data for Adaptive Memory for the first 50 Warm-up Cycles.

Warm-up Cycle
A warm-up cycle happens when all of the following conditions exist:
A. Engine is running
B. A raise of 40F in engine temperature must occur ABOVE the engine temperature at start-up
C. Engine Coolant Temp must reach at least 160 F.

Once your engine has gone through 50 warm-up cycles in at least a 500-mile distance the PCM adaptive memory is set. It WILL NOT Change unless you flash it out and start all over again.
This procedure is vitally important for this installation as the install includes much larger fuel injectors and a lot more air being forced into the engine.