Greetings john ingall Dec 12, 2016
piggy backers.. old. why not start a fresh post for only your car and not mix up other symptoms.
did play with the CMP or CKP. then cause p1391.
oops...a daisy.... you did it wrong.
Id not attack coil rail until the 1391 is cured, not me.
1: scan it ? post all DTC now.
2: DTCs trouble codes..????
3: is the ASD dropping off line, while running? (a key fact to know)
4: ever get a tune up this decade?????
5: spark gaps correct , to factory spec, and kept here doing repeated service? )
6: Do the scans show the IMMO tripping the ASD off line????
there are 8 reasons for ASD to trip , and cause a stall, all 8 are reported !
there are 50 other reasons for stalls, called misfiring...
the service manual is clear (p035x's)
Peak primary circuit current not achieved with maximum dwell time.
This means that the PCM charged to coil fully
and the current was way too low.
that means it found (out of spec) current.
even zero current,
means coil burned up or the transistors to it.
gee, id have the rail off and check each coil
there are 6 coils, 3 primary and 3 secondary
the SM cover this test, as all do so read it.
it can also be bad connections(wires) to same.
(crude, 5ohm pri, 20k secondary ohms)
OUR 4.0l HAS A RAIL PACK, COIL
WITH 3 COILS inside, and uses wasted spark to fire all 6
and if one coil fails you will loose, 2 cylinders, due to series HV wring, unless 1 wire shorts, but if one opens you loose 2 cylinders.
( Kirchhoff's laws 1; an open in series circuit flows no current, so both spark plugs go dead.
unless rich and super lucky , try using a scan tool
when the engine misfire, or stalls.
and report all errors seen, DTCs, a win/win.
the schematic, see F18 fuse , the coil pack
super simple no? ,yes, but not on PCM end. (Ask)
here.
starting your own post , is a WIN/WIN
the car is far more complex than you imagine.
x10.
if you put the cmp in wrong then did the CKP
wrong
omg, you really need to learn to read the SM
never mess with engines timing
guessing,
read the service manual,
first
not guessing
not thinking is rice burner
its JEEP
then when engine timed right maybe bad coil pack
the internet really sucks
like one zillion posts. for misfire
change the CMP and CKP (says the dweebs)
now car has 3 problems
why do that. ?
if you had not make the wild error.
then the coil packs are bad. 35x
that is what the codes tell you is the coil primary windings are open or burned up.
wrong current flowing is that due to too much coil resistance or burned.
i hate to say this but once you mess your car up this bad, only a dealer can fix it.
for sure.
The drivers are really called
IGNITOR transistors. they are powerful.
if a coil shorts out, the PCM can smoke a driver.
on some cars (not jeeP it's, adriver box on the fire wall, nice to have , for sure)
the put them in the PCM to save $$$$$
not your cash, there's.
end popular piggybacked 3 times OLD POST
ALL EFI coils can burn up
if the ECU fails and shorted a transistor
the coil overheats and dies.
in fact, both ways can do that.
whomever shorts first ,kills the other.
called cascade failures in electronics.
on our race engine, we control dwell very carefully, and if too long, the coil burns up. (we increase dwell at highest RPM)
this is because, HEI , uses huge currents to get that high energy levels. all do.
unlike the old days 1960 and long dwell or 100% on at key on, points closed.
most EFI coils are limited to about 10/1000th
second dwell max , or it overheats.
10mS. dwell at huge currents, then releases
and BAM Telsa Induction happens.
×
P0353 JEEP - Ignition Coil 3 Circuit
P0351 JEEP - Ignition Coil 1 Circuit
P0352 JEEP - Ignition Coil 2 Circuit
Read more: http://www.autocodes.com/p0352_jeep.html
PCM drivers shorted , new PCM Or you have wiring problem .
The problem with coil on plug ignition systems , all make vehicle . The spark plug gap get's to large and the spark can't jump that gap and fries the coil an feeding high energy spark to the PCM frying the transistor inside . Most of the time i don't say to much but dam dude you replaced all those parts , you like making part stores rich . You could have had it fixed at a qualified repair shop for a lot less . There are videos on youtube on coil on plug ignition system testing
that is correct if only that error
and the person playing did not play with CMP or CKP (removed them lost sync)
then coil bad, or the ignitor is bad
if the ignitor transistor is weak, so will be the current.
try coils first. pray. not worse.
a coil and and ignitor is not rocket science
all EFI cars have this.
even 1988 had it.
×
SOURCE: PO171 OBD-II Trouble Code " System Lean To Bank 1
Check PCV valve and be sure it is not stuck open. Check for vacuum leak at intake manifold.
SOURCE: jeep wrangler stalls out
check idle air control, tps & map sensor. As usual with electronics, test test test before buying anything/
SOURCE: 2002 Jeep Grand Cherokee Lardo misfiring
You say you changed the cam sensor. A1391 code is a crank sensor on the top of the trans. bell housing.
SOURCE: 96 jeep grand cherokee laredo stalling
Quite possible you have a bad ignition coil. As coil heats up it breaks down and will not return to normal till it cools down. Check for spark the next time this happens. If spark is weak or not there, it warrants testing or replacement.
SOURCE: 2001 Jeep Grand Cherokee code P1391
I would check to be sure that the timing chain hasn't jumped at all ..
2,638 views
Usually answered in minutes!
same exact issue... had some issues with ASD relay with it. replaced computer and it fixed the ASD relay issues but same coil problem doesn't always start but when it does it will idle until rpms are raised then will sputter and die... everything is checking out ok (wires, sensors)already replaced computer and had dealer flash it
Did you ever find the issue with your jeep? I'm having the same issues with my 2000 cherokee 4.0. Drives fine for a while and then loses power and we coast to the side of the road. It doesn't cut off, but the gas pedal is all the way to the floor but it won't run. If I wait a few mins it will start back up and drive again for a ways and then repeat the problem. It throws codes po352, po353 and po1391. Replaced the crankshaft position sensor, cam sensor and battery. I've had it at 2 different mechanics and they can't figure out the issue. The plugs and coils are good. I thought about bypassing the converter to see if that was the issue but it isn't throwing those codes and I have 3 converters. I can't keep replacing parts. Any ideas?
Rwylie, 4Liter only , all trans ! RELIC post rehash 101: 6 year ago, did you fix it? LOL
Piggybacking really makes a mess no?
mix your horrors with others, but here goes.
first off we can't see what you did wrong.
in many cases the owner of a car will play with parts that should not be messed with.
CMP and CKP are those, do not fiddle them
until you read chapter 8d and let that sink-in first.
either fire your mech, find a real ASE shop.
hell even the dealer can fix it. THEY CAN.
352 coil B weak (try a coil yet,why not?)
353 coil C same
1391 Intermittent Loss of CMP or CKP BINGO 1st
Fiddlers nightmare1:
ok did you put the CKP in wrong?
with the spacer missing, id need the exact transmission type and name to do it right
if you do this wrong you migh wreck 5 new ckp sensors. the adjustable sensor can not just be thrown in willynilly.
Fiddler nightmare 1:
CMP that cmp mounts where the old skool distributor mounts, it too can NOT be thrown in, willynilly, sorry, but can not.''
unlike the old distrib days like 1999 back
this is now the Injector SYNC sensor
and needs factory tools to CALIBRATE.
chatper 8d page 5 see link to that chapter below. end.
The CMP does not run ignition, stated in that same chapter. it runs injection,
but does tell the PCM where cam is located and
what coil to fire of the 3, but do not determine spark advance nor exact timing.
CKP is timing base.+ PCM advance.
quote:
NOTE: Do not attempt to rotate the oil pump drive to modify ignition timing.
unquote !
CKP sensors 4.0L
quote
†with one bolt (Fig. 24). If sensor is equipped
with one mounting bolt, it is adjustable..
†with two nuts (Fig. 25).
†with two bolts (Fig. 26).
see that?
there is also a 1 bolt CKP that is not adjustable, this version with SLOT
can be just stuffed in willynilly
that adjustable one can not be thrown in ever with out the paper .030" spacer
Ok CMP base clamp bolt not touched.
ok CKP if adjustable is installed with spacer
ok what is next the below first
this will not go away if above is ok.
id fix, code 1391 first
and not address coil packs until 1391 is clear.
once its cured, then check the 3 coils first
there are coils there.
called wasted spark.
this car was sold with over 5 transmissions
and each have a different bell housing
and each have its own CKP
sorry but the FSM covers all that,
4 a/t and 1 for the m/t stick box like my 99.
and most stores, not jeep
do not SELL all versions of that CKP sensor.
none do , IMO, just the real jeep sales counter.
the CKP with one hole and bolt and slotted
must have the .030" spacer added to the end of the sensor, (in one store they made me buy it separate, oops that is evil there )
its just cardboard, with some glue.
it gets kicked off at first start
getting that critical gap correct.
too hard work for me to get gap spec, so..
there you go.
i make my own spacers from junk cardboard.
now the CMP
its has 2 bolts. and are not slotted.
Last and not least that infernal COIL RAIL pack 3 coils there; inside
it can fail, sure as shoot'n
It take hard work to rack it back to do a spark test, sure does.
not only that it can short out 6 ways and blow up the ECU coil rail driver transistors
in the ECU.
so it be wise to buy new rail any time
only the codes for coil rail trip.
P35x codes.
all are coil currents wrong.
get it out now and save that expensive ECU.
that is it, that's all folks,,,,,,munch munch
chapter 8D
read it.http://jeepdied.com/look/24hr/2000xj-ch-...
×