BlueXJ

Scan Code Problem
Description

P0030 (M) 1/1 O2 Sensor Heater Relay Circuit Problem detected in oxygen sensor heater relay circuit.
P0036 (M) 1/2 O2 Sensor Heater Relay Circuit Problem detected in oxygen sensor heater relay circuit.
P0106 Barometric Pressure Out of Range MAP sensor input voltage out of an acceptable range detected during reading of barometric pressure at key-on.
P0107 (M) Map Sensor Voltage Too Low MAP sensor input below minimum acceptable voltage.
P0108 (M) Map Sensor Voltage Too High MAP sensor input above maximum acceptable voltage.
P0112 (M) Intake Air Temp Sensor Voltage Low Intake air (charge) temperature sensor input below the minimum acceptable voltage.
P0113 (M) Intake Air Temp Sensor Voltage High Intake air (charge) temperature sensor input above the maximum acceptable voltage.
P0116 No Message A rationality error has been detected in the coolant temp sensor.
P0117 (M) ECT Sensor Voltage Too Low Engine coolant temperature sensor input below the minimum acceptable voltage.
P0118 (M) ECT Sensor Voltage Too High Engine coolant temperature sensor input above the maximum acceptable voltage.
P0121 (M) TPS Voltage Does Not Agree With MAP TPS signal does not correlate to MAP sensor signal.
P0121 (M) Accelerator Position Sensor (APPS) Signal Voltage Too Low APPS voltage input below the minimum acceptable voltage.
P0122 (M) Throttle Position Sensor Voltage Low Throttle position sensor input below the acceptable voltage range.
P0122 (M) Accelerator Position Sensor (APPS) Signal Voltage Too Low APPS voltage input below the minimum acceptable voltage.
P0123 (M) Throttle Position Sensor Voltage High Throttle position sensor input above the maximum acceptable voltage.
P0123 (M) Accelerator Position Sensor (APPS) Signal Voltage Too High APPS voltage input above the maximum acceptable voltage.
P0125 (M) Closed Loop Temp Not Reached Time to enter Closed Loop Operation (Fuel Control) is excessive.
P0125 (M) Engine is Cold Too Long Engine does not reach operating temperature.
P0130 (M) 1/1 O2 Sensor Heater Circuit Malfunction Oxygen sensor heater element malfunction.
P0131 (M) 1/1 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal operating range.
P0132 (M) 1/1 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal operating range.
P0133 (M) 1/1 O2 Sensor Slow Response Oxygen sensor response slower than minimum required switching frequency.
P0134 (M) 1/1 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen sensor input.
P0135 (M) 1/1 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0136 (M) 1/2 O2 Sensor Heater Circuit Malfunction Oxygen sensor heater element malfunction.
P0137 (M) 1/2 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal operating range.
P0138 (M) 1/2 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal operating range.
P0139 (M) 1/2 O2 Sensor Slow Response Oxygen sensor response slower than minimum required switching frequency.
P0140 (M) 1/2 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen sensor.
P0141 (M) 1/2 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0143 (M) 1/2 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal operating range.
P0144 (M) 1/2 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal operating range.
P0145 (M) 1/2 O2 Sensor Slow Response Oxygen sensor response slower than minimum required switching frequency.
P0146 (M) 1/2 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen sensor.
P0147 (M) 1/2 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0151 (M) 2/1 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal operating range.
P0152 (M) 2/1 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal operating range.
P0153 (M) 2/1 Sensor Slow Response Oxygen sensor response slower than minimum required switching frequency.
P0154 (M) 2/1 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen sensor.
P0155 (M) 2/1 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0157 (M) 2/2 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal operating range.
P0158 (M) 2/2 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal operating range.
P0159 2/2 Sensor Slow Response Oxygen sensor response slower than minimum required switching frequency.
P0160 (M) 2/2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen sensor.
P0161 (M) 2/2 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0168 Decreased Engine Performance Due To High Injection Pump Fuel Temp Fuel temperature is above the engine protection limit. Engine power will be derated.
P0171 (M) 1/1 Fuel System Lean A lean air/fuel mixture has been indicated by an abnormally rich correction factor.
P0172 (M) 1/1 Fuel System Rich A rich air/fuel mixture has been indicated by an abnormally lean correction factor.
P0174 (M) 2/1 Fuel System Lean A lean air/fuel mixture has been indicated by an abnormally rich correction factor.
P0175 (M) 2/1 Fuel System Rich A rich air/fuel mixture has been indicated by an abnormally lean correction factor.
P0176 Loss of Flex Fuel Calibration Signal No calibration voltage present from flex fuel sensor.
P0177 Water In Fuel Excess water found in fuel by water-in-fuel sensor.
P0178 Flex Fuel Sensor Volts Too Low Flex fuel sensor input below minimum acceptable voltage.
P0178 Water In Fuel Sensor Voltage Too Low Loss of water-in-fuel circuit or sensor.
P0179 Flex Fuel Sensor Volts Too High Flex fuel sensor input above maximum acceptable voltage.
P0181 Fuel Injection Pump Failure Low power, engine derated, or engine stops.
P0182 (M) CNG Temp Sensor Voltage Too Low Compressed natural gas temperature sensor voltage below acceptable voltage.
P0183 (M) CNG Temp Sensor Voltage Too High Compressed natural gas temperature sensor voltage above acceptable voltage.
P0201 (M) Injector #1 Control Circuit An open or shorted condition detected in control circuit for injector #1 or in the INJ 1 injector bank.
P0202 (M) Injector #2 Control Circuit An open or shorted condition detected in control circuit for injector #2 or in the INJ 2 injector bank.
P0203 (M) Injector #3 Control Circuit An open or shorted condition detected in control circuit for injector #3 or in the INJ 3 injector bank.
P0204 (M) Injector #4 Control Circuit Injector #4 or INJ 4 injector bank output driver stage does not respond properly to the control signal.
P0205 (M) Injector #5 Control Circuit Injector #5 output driver stage does not respond properly to the control signal.
P0206 (M) Injector #6 Control Circuit Injector #6 output driver stage does not respond properly to the control signal.
P0207 (M) Injector #7 Control Circuit Injector #7 output driver stage does not respond properly to the control signal.
P0208 (M) Injector #8 Control Circuit Injector #8 output driver stage does not respond properly to the control signal.
P0209 (M) Injector #9 Control Circuit Injector #9 output driver stage does not respond properly to the control signal.
P0210 (M) Injector #10 Control Circuit Injector #10 output driver stage does not respond properly to the control signal.
P0215 Fuel Injection Pump Control Circuit Failure in fuel pump relay control circuit
P0216 (M) Fuel Injection Pump Timing Failure High fuel supply restriction, low fuel pressure or possible wrong or incorrectly installed pump keyway.
P0217 Decreased Engine Performance Due To Engine Overheat Condition Engine overheating. ECM will derate engine performance.
P0219 Crankshaft Position Sensor Overspeed Signal Engine has exceeded rpm limits.
P0222 (M) Idle Validation Signals Both Low Problem detected with idle validation circuits within APPS.
P0223 (M) Idle Validation Signals Both High (Above 5 Volts) Problem detected with idle validation circuits within APPS.
P0230 Transfer Pump (Lift Pump) Circuit Out of Range Problem detected in fuel transfer pump circuits.
P0232 Fuel Shutoff Signal Voltage Too High Fuel shut-off signal voltage too high from ECM to fuel injection pump.
P0234 (M) Turbo Boost Limit Exceeded Problem detected in turbocharger wastegate.
P0236 (M) Map Sensor Too High Too Long Problem detected in turbocharger wastegate.
P0237 (M) Map Sensor Voltage Too Low MAP sensor voltage input below the minimum acceptable voltage.
P0238 (M) Map Sensor Voltage Too High MAP sensor voltage input above the maximum acceptable voltage.
P0251 (M) Fuel Inj. Pump Mech. Failure Fuel Valve Feedback Circuit Problem sensed with fuel circuit internal to fuel injection pump.
P0253 (M) Fuel Injection Pump Fuel Valve Open Circuit Problem sensed with fuel circuit internal to fuel injection pump.
P0254 Fuel Injection Pump Fuel Valve Current Too High Problem caused by internal fuel injection pump failure.
P0300 (M) Multiple Cylinder Mis-fire Misfire detected in multiple cylinders.
P0301 (M) CYLINDER #1 MISFIRE Misfire detected in cylinder #1.
P0302 (M) CYLINDER #2 MISFIRE Misfire detected in cylinder #2.
P0303 (M) CYLINDER #3 MISFIRE Misfire detected in cylinder #3.
P0304 (M) CYLINDER #4 MISFIRE Misfire detected in cylinder #4.
P0305 (M) CYLINDER #5 MISFIRE Misfire detected in cylinder #5.
P0306 (M) CYLINDER #6 MISFIRE Misfire detected in cylinder #6.
P0307 (M) CYLINDER #7 MISFIRE Misfire detected in cylinder #7.
P0308 (M) CYLINDER #8 MISFIRE Misfire detected in cylinder #8.
P0309 (M) CYLINDER #9 MISFIRE Misfire detected in cylinder #9.
P0310 (M) CYLINDER #10 MISFIRE Misfire detected in cylinder #10.
P0320 (M) No Crank Reference Signal at PCM No reference signal (crankshaft position sensor) detected during engine cranking.
P0320 (M) No RPM Signal to PCM (Crankshaft Position Sensor Signal to JTEC) A CKP signal has not been detected at the PCM.
P0325 Knock Sensor #1 Circuit Knock sensor (#1) signal above or below minimum acceptable threshold voltage at particular engine speed.
P0330 Knock Sensor #2 Circuit Knock sensor (#2) signal above or below minimum acceptable threshold voltage at particular engine speed.
P0336 (M) Crankshaft Position (CKP) Sensor Signal Problem with voltage signal from CKP.
P0340 (M) No Cam Signal At PCM No fuel sync.
P0341 (M) Camshaft Position (CMP) Sensor Signal Problem with voltage signal from CMP.
P0350 Ignition Coil Draws Too Much Current A coil (1-5) is drawing too much current.
P0351 (M) Ignition Coil # 1 Primary Circuit Peak primary circuit current not achieved with maximum dwell time.
P0352 (M) Ignition Coil # 2 Primary Circuit Peak primary circuit current not achieved with maximum dwell time.
P0353 (M) Ignition Coil # 3 Primary Circuit Peak primary circuit current not achieved with maximum dwell time.
P0354 (M) Ignition Coil # 4 Primary Circuit Peak primary circuit current not achieved with maximum dwell time (High Impedence).
P0355 (M) Ignition Coil # 5 Primary Circuit Peak primary circuit current not achieved with maximum dwell time (High Impedence).
P0356 (M) Ignition Coil # 6 Primary Circuit Peak primary circuit current not achieved with maximum dwell time (high impedence).
P0357 (M) Ignition Coil # 7 Primary Circuit Peak primary circuit current not achieved with maximum dwell time (high impedence).
P0358 (M) Ignition Coil # 8 Primary Circuit Peak primary circuit current not achieved with maximum dwell time (high impedence).
P0370 Fuel Injection Pump Speed/Position Sensor Sig Lost Problem caused by internal fuel injection pump failure.
P0380 (M) Intake Air Heater Relay #1 Control Circuit Problem detected in #1 air heater solenoid/relay circuit (not heater element)
P0381 (M) Wait To Start Lamp Inoperative Problem detected in wait-to-start bulb circuit.
P0382 (M) Intake Air Heater Relay #2 Control Circuit Problem detected in #2 air heater solenoid/relay circuit (not heater element)
P0387 Crankshaft Position Sensor Supply Voltage Too Low CKP sensor voltage input below the minimum acceptable voltage.
P0388 Crankshaft Position Sensor Supply Voltage Too High CKP sensor voltage input above the maximum acceptable voltage.
P0401 EGR System Failure Required change in air/fuel ration not detected during diagnostic test.
P0403 EGR Solenoid Circuit An open or shorted condition detected in the EGR solenoid control circuit.
P0404 EGR Position Sensor Rationality EGR position sensor signal does not correlate to EGR duty cycle.
P0405 EGR Position Sensor Volts Too Low EGR position sensor input below the acceptable voltage range.
P0406 EGR Position Sensor Volts Too High EGR position sensor input above the acceptable voltage range.
P0412 Secondary Air Solenoid Circuit An open or shorted condition detected in the secondary air (air switching/aspirator) solenoid control circuit.
P0420 (M) 1/1 Catalytic Converter Efficiency Catalyst 1/1 efficiency below required level.
P0432 (M) 1/2 Catalytic Converter Efficiency Catalyst 2/1 efficiency below required level.
P0441 (M) Evap Purge Flow Monitor Insufficient or excessive vapor flow detected during evaporative emission system operation.
P0442 (M) Evap Leak Monitor Medium Leak Detected A small leak has been detected in the evaporative system.
P0443 (M) Evap Purge Solenoid Circuit An open or shorted condition detected in the EVAP purge solenoid control circuit.
P0455 (M) Evap Leak Monitor Large Leak Detected A large leak has been detected in the evaporative system.
P0456 (M) Evap Leak Monitor Small Leak Detected Leak has been detected in the evaporative system.
P0460 Fuel Level Unit No Change Over Miles During low fuel.
P0460 Fuel Level Unit No Change Over Miles Fuel level sending unit voltage does not change for more than 40 miles.
P0462 Fuel Level Sending Unit Volts Too Low Fuel level sensor input below acceptable voltage.
P0462 (M) Fuel Level Sending Unit Volts Too Low Open circuit between PCM and fuel gauge sending unit.
P0463 Fuel Level Sending Unit Volts Too High Fuel level sensor input above acceptable voltage.
P0463 (M) Fuel Level Sending Unit Volts Too High Circuit shorted to voltage between PCM and fuel gauge sending unit.
P0500 (M) No Vehicle Speed Sensor Signal No vehicle speed sensor signal detected during road load conditions.
P0500 (M) No Vehicle Speed Sensor Signal A vehicle speed signal was not detected.
P0505 (M) Idle Air Control Motor Circuits SBEC II
P0522 Oil Pressure Voltage Too Low Oil pressure sending unit (sensor) voltage input below the minimum acceptable voltage.
P0523 Oil Pressure Voltage Too High Oil pressure sending unit (sensor) voltage input above the maximum acceptable voltage.
P0524 Oil Pressure Too Low Engine oil pressure is low. Engine power derated.
P0545 A/C Clutch Relay Circuit Problem detected in air conditioning clutch relay control circuit.
P0551 Power Steering Switch Failure Incorrect input state detected for the power steering switch circuit. PL: High pressure seen at high speed.
P0562 Charging System Voltage Too Low Supply voltage sensed at ECM too low.
P0563 Charging System Voltage Too High Supply voltage sensed at ECM too high.
P0600 PCM Failure SPI Communications No communication detected between co-processors in the control module.
P0601 (M) Internal Controller Failure Internal control module fault condition (check sum) detected.
P0602 (M) ECM Fueling Calibration Error ECM Internal fault condition detected.
P0604 RAM Check Failure Transmission control module RAM self test fault detected. -Aisin transmission
P0605 ROM Check Failure Transmission control module ROM self test fault detected. -Aisin transmission
P0606 (M) ECM Failure ECM Internal fault condition detected.
P0615 Starter Relay Control Circuit An open or shorted condition detected in the starter relay control circuit.
P0622 (G) Generator Field Not Switching Properly An open or shorted condition detected in the generator field control circuit.
P0645 A/C Clutch Relay Circuit An open or shorted condition detected in the A/C clutch relay control circuit.
P0700 EATX Controller DTC Present This SBEC III or JTEC DTC indicates that the EATX or Asin controller has an active fault and has illuminated the MIL via a CCD (EATX) or SCI (Aisin) message. The specific fault must be acquired from the EATX via CCD or from the Aisin via ISO-9141.
P0703 Brake Switch Stuck Pressed or Released Incorrect input state detected in the brake switch circuit. (Changed from P1595)
P0711 (M) Trans Temp Sensor, No Temp Rise After Start Relationship between the transmission temperature and overdrive operation and/or TCC operation indicates a failure of the Transmission Temperature Sensor. OBD II Rationality. Was MIL code 37.
P0712 Trans Temp Sensor Voltage Too Low Transmission fluid temperature sensor input below acceptable voltage. Was MIL code 37.
P0712 (M) Trans Temp Sensor Voltage Too Low Voltage less than 1.55 Volts (4-speed auto. trans. only)
P0713 Trans Temp Sensor Voltage Too High Transmission fluid temperature sensor input above acceptable voltage. Was MIL code 37.
P0713 (M) Trans Temp Sensor Voltage Too High Voltage greater than 3.76 volts (4-speed auto. trans. only).
P0720 (M) Low Output SPD Sensor RPM, Above 15 mph The relationship between the Output Shaft Speed Sensor and vehicle speed is not within acceptable limits.
P0720 (M) Low Output Spd Sensor RPM Above 15 mph Output shaft speed is less than 60 rpm with vehicle speed above 15 mph (4-speed auto. trans. only).
P0740 (M) Torq Con Clu, No RPM Drop at Lockup Relationship between engine and vehicle speeds indicated failure of torque convertor clutch lock-up system (TCC/PTU solenoid)
P0743 (M) Torque Converter Clutch Solenoid/ Trans Relay Circuits An open or shorted condition detected in the torque convertor clutch (part throttle unlock) solenoid control circuit. Shift solenoid C electrical fault - Asin transmission
P0743 (M) Torque Converter Clutch Solenoid/ Trans Relay Circuits An open or shorted condition detected in the torque convertor part throttle unlock solenoid control circuit (3 or 4-speed auto. trans. only).
P0748 (M) Governor Pressure Sol Control/Trans Relay Circuits An open or shorted condition detected in the Governor Pressure Solenoid circuit or Trans Relay Circuit in JTEC RE transmissions.
P0748 (M) Governor Pressure Sol Control/Trans Relay Circuits An open or shorted condition detected in the governor pressure solenoid or relay circuits (4-speed auto. trans. only).
P0751 (M) O/D Switch Pressed (Lo) More Than 5 Minutes Overdrive override switch input is in a prolonged depressed state.
P0751 (M) O/D Switch Pressed (LO) More Than 5 Minutes Overdrive Off switch input too low for more than 5 minutes (4-speed auto. trans. only).
P0753 (M) Trans 3-4 Shift Sol/Trans Relay Circuits An open or shorted condition detected in the overdrive solenoid control circuit or Trans Relay Circuit in JTEC RE transmissions. Was MIL code 45.
P0753 (M) Trans 3-4 Shift Sol/Trans Relay Circuits An open or shorted condition detected in the transmission 2-4 shift solenoid circuit (4-speed auto. trans. only).
P0756 AW4 Shift Sol B (2-3) Functional Failure Shift solenoid B (2-3) functional fault - Asin transmission
P0783 (M) 3-4 Shift Sol, No RPM Drop at Lockup The overdrive solenoid is unable to engage the gear change from 3rd gear to the overdrive gear.
P0801 Reverse Gear Lockout circuit Open or Short An open or shorted condition detected in the transmission reverse gear lock-out solenoid control circuit.
P0830 Clutch Depressed Switch Circuit Problem detected in the clutch switch circuit.
P0833 Clutch Released Switch Circuit Problem detected in the clutch switch circuit.
P1110 Decrease Engine Performance Due To High Intake Air Temperature Intake manifold air temperature is above the engine protection limit. Engine power will be derated.
P1180 Decreased Engine Performance Due To High Injection Pump Fuel Temp Fuel temperature is above the engine protection limit. Engine power will be derated.
P1195 (M) 1/1 O2 Sensor Slow During Catalyst Monitor A slow switching oxygen sensor has been detected in bank 1/1 during catalyst monitor test. (Also see SCI DTC $66) (was P0133)
P1196 (M) 2/1 O2 Sensor Slow During Catalyst Monitor A slow switching oxygen sensor has been detected in bank 2/1 during catalyst monitor test. (Also see SCI DTC $7A) (was P0153)
P1197 1/2 O2 Sensor Slow During Catalyst Monitor A slow switching oxygen sensor has been detected in bank 1/2 during catalyst monitor test. (Also see SCI DTC $68) (was P0139)
P1198 Radiator Temperature Sensor Volts Too High Radiator coolant temperature sensor input above the maximum acceptable voltage.
P1199 Radiator Temperature Sensor Volts Too Low Radiator coolant temperature sensor input below the minimum acceptable voltage.
P1281 Engine is Cold Too Long Engine coolant temperature remains below normal operating temperatures during vehicle travel (Thermostat).
P1282 Fuel Pump Relay Control Circuit An open or shorted condition detected in the fuel pump relay control circuit.
P1283 Idle Select Signal Invalid ECM or fuel injection pump module internal fault condition detected.
P1284 (M) Fuel Injection Pump Battery Voltage Out-Of-Range Fuel injection pump module internal fault condition detected. Engine power will be derated.
P1285 (M) Fuel Injection Pump Controller Always On Fuel injection pump module relay circuit failure detected. Engine power will be derated.
P1286 Accelerator Position Sensor (APPS) Supply Voltage High High voltage detected at APPS.
P1287 Fuel Injection Pump Controller Supply Voltage Low ECM or fuel injection pump module internal fault condition detected. Engine power will be derated.
P1288 Intake Manifold Short Runner Solenoid Circuit An open or shorted condition detected in the short runner tuning valve circuit.
P1289 Manifold Tune Valve Solenoid Circuit An open or shorted condition detected in the manifold tuning valve solenoid control circuit.
P1290 CNG Fuel System Pressure Too High Compressed natural gas system pressure above normal operating range.
P1291 No Temp Rise Seen From Intake Heaters Energizing Heated Air Intake does not change intake air temperature sensor an acceptable amount.
P1291 (M) No Temperature Rise Seen From Intake Air Heaters Problem detected in intake manifold air heating system.
P1292 CNG Pressure Sensor Voltage Too High Compressed natural gas pressure sensor reading above acceptable voltage.
P1293 CNG Pressure Sensor Voltage Too Low Compressed natural gas pressure sensor reading below acceptable voltage.
P1294 (M) Target Idle Not Reached Target RPM not achieved during drive idle condition. Possible vacuum leak or IAC (AIS) lost steps.
P1295 (M) No 5 Volts to TP Sensor Loss of a 5 volt feed to the Throttle Position Sensor has been detected.
P1295 (M) Accelerator Position Sensor (APPS) Supply Voltage Too Low APPS supply voltage input below the minimum acceptable voltage.
P1296 No 5 Volts to MAP Sensor Loss of a 5 volt feed to the MAP Sensor has been detected.
P1297 (M) No Change in MAP From Start To Run No difference is recognized between the MAP reading at engine idle and the stored barometric pressure reading.
P1298 Lean Operation at Wide Open Throttle A prolonged lean condition is detected during Wide Open Throttle.
P1299 Vacuum Leak Found (IAC Fully Seated) MAP Sensor signal does not correlate to Throttle Position Sensor signal. Possible Vacuum Leak.
P1388 Auto Shutdown Relay Control Circuit An open or shorted condition detected in the ASD or CNG shutoff relay control ckt.
P1388 Auto Shutdown Relay Control Circuit An open or shorted condition detected in the auto shutdown (ASD) relay circuit.
P1389 No ASD Relay Output Voltage At PCM No Z1 or Z2 voltage sensed when the auto shutdown relay is energized.
P1389 (M) No ASD Relay Output Voltage At PCM An open condition detected in the ASD relay output circuit.
P1390 Timing Belt Skipped 1 Tooth or More Relationship between Cam and Crank signals not correct.
P1391 (M) Intermittent Loss of CMP or CKP Loss of the Cam Position Sensor or Crank Position sensor has occurred. For PL 2.0L
P1398 (M) Mis-Fire Adaptive Numerator at Limit PCM is unable to learn the Crank Sensor's signal in preparation for Misfire Diagnostics. Probable defective Crank Sensor.
P1399 Wait To Start Lamp Circuit An opn or shorted condition detected in the Wait to Start Lamp circuit.
P1403 No 5V to EGR Sensor Loss of 5V feed to the EGR position sensor
P1475 Aux 5 Volt Supply Voltage High Sensor supply voltage for ECM sensors is too high. (See also P01475)
P01475 Aux 5 Volt Supply Voltage High Sensor supply voltage for ECM sensors is too high. (See also P1475)
P1476 Too Little Secondary Air Insufficient flow of secondary air injection detected during aspirator test (was P0411)
P1477 Too Much Secondary Air Excessive flow of secondary air injection detected during aspirator test (was P0411)
P1478 Battery Temp Sensor Volts Out of Limit Internal temperature sensor input voltage out of an acceptable range.
P1479 Transmission Fan Relay Circuit An open or shorted condition detected in the transmission fan relay circuit.
P1480 PCV Solenoid Circuit An open or shorted condition detected in the PCV solenoid circuit.
P1481 EATX RPM Pulse Perf EATX RPM pulse generator signal for misfire detection does not correlate with expected value.
P1482 Catalyst Temperature Sensor Circuit Shorted Low Catalyst temperature sensor circuit shorted low.
P1483 Catalyst Temperature Sensor Circuit Shorted High Catalyst temperature sensor circuit shorted high.
P1484 Catalytic Converter Overheat Detected A catalyst overheat condition has been detected by the catalyst temperature sensor.
P1485 Air Injection Solenoid Circuit An open or shorted condition detected in the air assist solenoid circuit.
P1486 Evap Leak Monitor Pinched Hose Found LDP has detected a pinched hose in the evaporative hose system.
P1487 Hi Speed Rad Fan CtrL Relay Circuit An open or shorted condition detected in the control circuit of the #2 high speed radiator fan control relay.
P1488 Auxiliary 5 Volt Supply Output Too Low Auxiliary 5 volt sensor feed is sensed to be below an acceptable limit.
P1489 High Speed Fan CtrL Relay Circuit An open or shorted condition detected in the control circuit of the high speed radiator fan control relay.
P1490 Low Speed Fan CtrL Relay Circuit An open or shorted condition detected in the control circuit of the low speed radiator fan control relay.
P1491 Rad Fan Control Relay Circuit An open or shorted condition detected in the radiator fan control relay control circuit. This includes PWM solid state relays.
P1492 Ambient/Batt Temp Sensor Volts Too High External temperature sensor input above acceptable voltage.
P1492 (M) Ambient/Batt Temp Sensor Volts Too High Battery temperature sensor input voltage above an acceptable range.
P1493 (M) Ambient/Batt Temp Sensor Volts Too Low External temperature sensor input below acceptable voltage.
P1493 (M) Ambient/Batt Temp Sensor Volts Too Low Battery temperature sensor input voltage below an acceptable range.
P1494 (M) Leak Detection Pump Sw or Mechanical Fault Incorrect input state detected for the Leak Detection Pump (LDP) pressure switch.
P1495 Leak Detection Pump Solenoid Circuit An open or shorted condition detected in the Leak Detection Pump (LDP) solenoid circuit.
P1496 5 Volt Supply, Output Too Low 5 volt sensor feed is sensed to be below an acceptable limit. (less thean 4V for 4 seconds)
P1498 High Speed Rad Fan Ground CtrL Relay Circuit An open or shorted condition detected in the control circuit of the #3 high speed radiator fan control relay.
P1499 Hydraulic cooling fan solenoid circuit An open or shorted condition detected in the cooling fan control solenoid circuit.
P1594 (G) Charging System Voltage Too High Battery voltage sense input above target charging voltage during engine operation.
P1594 Charging System Voltage Too High Battery voltage sense input above target charging voltage during engine operation.
P1595 Speed Control Solenoid Circuits An open or shorted condition detected in either of the speed control vacuum or vent solenoid control circuits.
P1595 Speed Control Solenoid Circuits An open or shorted condition detected in the speed control vacuum or vent solenoid control circuits.
P1596 Speed Control Switch Always High Speed control switch input above maximum acceptable voltage.
P1597 Speed Control Switch Always Low Speed control switch input below minimum acceptable voltage.
P1597 Speed Control Switch Always Low Speed control switch input below minimum acceptable voltage.
P1598 A/C Pressure Sensor Volts Too High A/C pressure sensor input above maximum acceptable voltage.
P1598 A/C Sensor Input High Problem detected in air conditioning electrical circuit.
P1599 A/C Pressure Sensor Volts Too Low A/C pressure sensor input below minimum acceptable voltage.
P1599 A/C Sensor Input Low Problem detected in air conditioning electrical circuit.
P1680 Clutch Released Switch Circuit Problem detected in clutch switch electrical circuit.
P1681 No I/P Cluster CCD/J1850 Messages Received No CCD/J1850 messages received from the cluster control module.
P1682 (G) Charging System Voltage Too Low Battery voltage sense input below target charging voltage during engine operation and no significant change in voltage detected during active test of generator output circuit.
P1682 Charging System Voltage Too Low Charging system output voltage low.
P1683 SPD CtrL PWR Relay; or S/C 12V Driver Circuit An open or shorted condition detected in the speed control servo power control circuit.
P1683 SPD CtrL PWR Relay; or S/C 12V Driver Circuit An open or shorted condition detected in the speed control servo power control circuit.
P1684 Batt Loss in 50 Starts The battery has been disconnected within the last 50 starts.
P1685 SKIM Invalid Key The engine controller has received an invalid key from the SKIM.
P1686 No SKIM BUS Messages Received No CCD/J1850 messages received from the Smart Key Immobilizer Module (SKIM)
P1687 No MIC BUS Message No CCD/J1850 messages received from the Mechanical Instrument Cluster (MIC) module.
P1688 (M) Internal Fuel Injection Pump Controller Failure Internal problem within the fuel injection pump. Low power, engine derated, or engine stops.
P1689 (M) No Communication Between ECM and Injection Pump Module Data link circuit failure between ECM and fuel injection pump. Low power, engine derated, or engine stops.
P1690 (M) Fuel Injection Pump CKP Sensor Does Not Agree With ECM CKP Sensor Problem in fuel sync signal. Possible injection pump timing problem. Low power, engine derated, or engine stops.
P1691 Fuel Injection Pump Controller Calibration Error Internal fuel injection pump failure. Low power, engine derated, or engine stops.
P1692 DTC Set In ECM A "Companion DTC" was set in both the ECM and PCM.
P1693 (M) DTC Detected In Companion Module A fault has been generated in the companion engine control module.
P1693 (M) DTC Detected In PCM/ECM or DTC Detected in ECM A "Companion DTC" was set in both the ECM and PCM.
P1694 Fault In Companion Module No CCD/J1850 messages received from the powertrain control module-Aisin transmission.
P1694 (M) No CCD Messages Received From ECM Bus communication failure to PCM.
P1695 No CCD/J1850 Message From Body Control Module No CCD/J1850 messages received from the body control module.
P1696 PCM Failure EEPROM Write Denied Unsuccessful attempt to write to an EEPROM location by the control module.
P1697 PCM Failure SRI Mile Not Stored Unsuccessful attempt to update Service Reminder Indicator (SRI or EMR) mileage in the control module EEPROM.
P1698 No CCD/J1850 Message From TCM No CCD/J1850 messages received from the electronic transmission control module (EATX) or the Aisin transmission controller.
P1698 No CCD Messages Received From PCM Bus communication failure to PCM. A "Companion DTC" was set in both the ECM and PCM.
P1719 Skip Shift Solenoid Circuit AN open or shorted condition detected in the transmission 2-3 gear lock-out solenoid control circuit.
P1740 TCC or OD Sol Perf A rationality error has been detected in either the TCC solenoid or overdrive solenoid systems.
P1740 (M) TCC OR O/D Solenoid Performance Problem detected in transmission convertor clutch and/or overdrive circuits (diesel engine with 4-speed auto. trans. only).
P1756 (M) GOV Press Not Equal to Target @ 15-20 PSI The requested pressure and the actual pressure are not within a tolerance band for the Governor Control System which is used to regulate governor pressure to control shifts for 1st, 2nd, and 3rd gear. (Mid Pressure Malfunction)
P1756 (M) GOV Press Not Equal to Target @ 15-20 PSI Governor sensor input not between 10 and 25 psi when requested (4-speed auto trans only).
P1757 GOV Press Not Equal to Target @ 15-20 PSI The requested pressure and the actual pressure are not within a tolerance band for the Governor Control System which is used to regulate governor pressure to control shifts for 1st, 2nd, and 3rd gear. (Zero Pressure Malfunction)
P1757 (M) Governor Pressure Above 3 PSI in Gear With 0 MPH Governor pressure greater than 3 psi when requested to be 0 psi (4-speed auto trans only).
P1762 (M) Gov Press Sen Offset Volts Too Lo or High The Governor Pressure Sensor input is greater than a calibration limit or is less than a calibration limit for 3 consecutive park/neutral calibrations.
P1762 (M) Governor Press Sen Offset Volts Too Low or High Sensor input greater or less than calibration for 3 consecutive Neutral/Park occurrences (4-speed auto trans only).
P1763 Governor Pressure Sensor Volts Too Hi The Governor Pressure Sensor input is above an aceeptable voltage level.
P1763 (M) Governor Pressure Sensor Volts Too Hi Voltage greater than 4.89 volts (4-speed auto trans only).
P1764 (M) Governor Pressure Sensor Volts Too Low The Governor Pressure Sensor input is below an acceptable voltage level.
P1764 (M) Governor Pressure Sensor Volts Too Low Voltage less than .10 volts (4-speed auto trans only).
P1765 (M) Trans 12 Volt Supply Relay CtrL Circuit An open or shorted condition is detected in the Transmission Relay control circuit. This relay supplies power to the TCC.
P1765 (M) Trans 12 Volt Supply Relay CtrL Circuit Current state of solenoid output port is different than expected (4-speed auto trans only).
P1899 (M) P/N Switch Stuck in Park or in Gear Incorrect input state detected for the Park/Neutral switch.
P1899 (M) P/N Switch Stuck in Park or in Gear Incorrect input state detected for the Park/Neutral switch (3 or 4-speed auto trans only).

okcjeeper

ODB-I codes for us older jeeps..

11 No crank signal to computer. Fault in wiring between crankshaft position sensor (CPS) and ECM ( PCM or computer ) or faulty CPS.
12 Battery disconnected. Battery or power to the ECM disconnected in the last 50 key cycles.
13 MAP Sensor. No change in Manifold Absolute Pressure (MAP) between engine off and on. Check circuit and MAP sensor.
14 MAP Sensor. MAP sensor voltage too high or low. Check circuit and sensor.
15 Speed sensor or circuit. No signal detected from speed sensor. Check circuit and sensor.
17 Engine running too cold. Wrong or faulty thermostat. Check also sensor and circuit for fault.
21 Oxygen sensor or circuit. O2 sensor or wiring faulty.
22 Coolant sensor or circuit. Check temp sensor and wiring.
23 Intake air temp or circuit. Check air temp sensor and wiring.
24 Throttle Position Sensor (TPS) Check TPS sensor and wiring.
25 Idle Air Control circuit (IAC) Check IAC sensor and wiring.
26 Injector circuit resistance. Peak injector current has not been reached or injector circuits have resistance
27 Fuel injector control circuit. Will need specialist diagnostics.
31 Evaporative control circuit. Fault in fuel evaporative control circuit or hoses.
33 Air conditioning clutch relay. Wiring to A/C clutch fault.
34 Cruise control circuit. Fault in circuit.
35 Cooling fan relay. Check relay and circuit.
36 Air switch solenoid circuit. Air switch solenoid circuit (non-turbo) or the waste gate solenoid on turbocharged models
37 Torque converter clutch. Needs specialist or dealer diagnostics.
41 Alternator field switch. Switch not operating correctly and check charging system.
42 Automatic shutdown relay. Check relay and circuit. Needs specialist or dealer diagnostics.
43 Misfire. Misfire in one or more cylinders.
44 Battery temperature sensor. Needs specialist or dealer diagnostics.
46 Battery over voltage. Check charging system.
47 Battery under voltage. Check charging system.
51 O2 detects lean mixture. Check sensor and circuit and for vacuum leaks.
52 O2 detects rich mixture. Check fuel injection system and sensor.
53 Powertrain Control Module. PCM (ECM) fault. Needs specialist or dealer diagnostics.
54 Distributor sync pickup. Change sync sensor in distributor.
55 End of code. Trouble codes finished or none recorded.
61 BARO solenoid BARO solenoid failure
62 Emissions reminder. Emissions maintenance reminder. Needs specialist or dealer diagnostics.
63 Controller failure. EEPROM write denied. Needs specialist or dealer diagnostics.
64 Flexible fuel sensor. Flexible fuel (methanol) sensor indicates concentration sensor input more/less than acceptable voltage
65 Manifold tune value. Manifold tune valve solenoid circuit open or shorted
66 TCM to PCM failure. No message from the Transmission Control Module (TCM) to the Powertrain Control Module (PCM)
72 Catalytic converter circuit. Needs specialist or dealer diagnostics.
76 Fuel pump bypass relay circuit. Needs specialist or dealer diagnostics.
77 Cruise control system. Check power to cruise control solenoids.

XJ Stryker

Thread Closed and stuck

If anyone has something to add PM a request to me and I will add it to this Write-Up thanks.

nick_n_ii

http://www.4x4wire.com/tech/grooved_tires/

By: Joe Micciche. January, 2002



Siped General Grabber MT's before the grooving.


The off-roader's quest for more seemingly never ends, and more traction is always coveted. I wanted more traction, especially since we tend to see plenty of wet, muddy, snow- and ice-covered trails in this area, but I already had traction devices front and rear and mud-terrain tires. I siped the tires in early 2001, and that provided benefits onroad and offroad. Not wanting to spring for new tires, I realized I could redesign my tread with the Ideal Heated Knife I had previously used to sipe the tires and hopefully see an even greater increase in traction.

The Ideal knife makes siping and grooving a breeze. It has a 250 watt heating element with a brass head that once adequately warmed up makes cutting tire rubber almost effortless. Last winter I siped my General Grabber MT's on a freezing day, and this year I grooved them on another 30-degree day and completed all four in less than 90 minutes.





Cutting the Tires

Setting Knife Depth

The Ideal heated knife works great for siping or grooving. Setting the cutting depth prior to using the knife.
Prior to heating up the knife, I set the depth of the blade. When grooving (or siping, for that matter), you do not want to get too close to the carcass of the tire due to the possibility of damaging it. I set the depth at 1/4", which was enough to provide a deep cut but still at least 1/8" away from the carcass. Since the knife makes this job so easy, being conservative on the depth is not an issue because the tires can easily be grooved again as they wear down.

While cutting tires is becoming more common, there are no patterns or guidelines for grooving off road tires, so I decided to limit the grooves to the center tread blocks until I had sufficient time to determine whether or not they chunked and what effect this would have on my daily driver. I cut each center lug straight across the middle, in an effort to mitigate chunking - similar to making sipes and staying away from the leading or trailing edges of the lugs. My knife came equipped with a #5 head which provided a 0.250" cut width.



Push the knife across the tread blocks rather quickly.

The cuts are over half way through the lugs, but not close to the carcass.

Scraps from just one tire. Burnt tire rubber is very unpleasant.




The cutting is not difficult. With some quality work gloves on, firmly grab the knife and lay the cutting head flat on the lug and push the knife across the lug. I found that a fairly rapid pace provided the cleanest groove, and cutting the cold tires required minimal effort.


Results


The "new and improved" tread pattern prior to driving on the tires. Ice and snow traction are amazing, and the tires grab much better on the trail.
The results of cutting the tires exceeded my expectations offroad and onroad! On the surface, a modification like this may be appalling to someone who wants to keep civil road manners on a daily driver / weekend wheeler, but I found road noise diminished and traction noticeably improved. In numerous hard and panic stops onroad in snow, ice, and wet pavement, the tires provided very confident and controlled stops, due to the increased number of tread lugs and the pliability of the lugs.



The effect of grooving the tires was profound on the trails. The first time out, we hit trails covered in snow and ice, and the tires literally clawed at and climbed over everything. Making ascents up hills over ice-covered rocks was sure-footed, with wheelspin minimized. The additional breaks in the lugs also helped the tires self-clean in the mud. While I had been satisfied with the tires prior to grooving them, I was completely impressed with them afterwards, and will consider additional grooving as they wear down.



Approaching 2,000 miles of use on the tires since the grooving, I have yet to notice any detrimental effects. The tires have not chunked, noise remains low, and traction greatly improved in all conditions (especially aired way down offroad!). A modification such as this will almost assuredly void any warranty on the tire, but if that is of no concern (or if the warranty is expired on a worn-down tire), grooving is a great way to get "more".

nick_n_ii

4.0L Engine revisions *********

'87-'90: 177hp at 4500rpm, 224lbft at 2400rpm, redline 5000rpm
The '87-'90 engines had Renix electronic multipoint fuel injection, electronic ignition, a 52mm throttle body, and an inefficient "low port" cylinder head similar to the old 4.2L/258. They have a water temp port in the back of the head. (Use a '91-'95 HO head for a head swap to replace these most easily.)

'91-'95: 190hp at 4750rpm, 225lbft at 3950rpm, redline 5250rpm
In 1991 engines received Chrysler sequential MPFI, a larger 60mm throttle body, revised intake and exhaust manifolds, and a more efficient high port cylinder head. As a result, these engines produced 13hp more than their predecessors and gained the "High Output" designation.

'96-'99: 190hp at 4600rpm, 225lbft at 3000rpm, redline 5300rpm
In 1996 engines received noise, vibration, and harshness fixes. The blocks were stiffened with extra ribbing, a main bearing brace was added, and lighter cast aluminium pistons were introduced to improve efficiency and reduce cold start piston slap. Engines also received revised camshaft timing for more low rev torque. Heads are similar except that they have no water temp port. (The OBD II system drives the guages and, only requires one port, these can be drilled and tapped for the sender used in earlier models if you're doing a head swap.)

'99.5-'01: 193hp at 4600rpm, 231lbft at 3000rpm, redline 5300rpm
In 2000 a distributorless coil-on-plug ignition system was installed, intake and exhaust manifolds were revised, and a more efficient water pump was included. These heads are quite different. They have smaller exhaust ports and, mounting bosses for the coil pack used with the distributorless ignition. There are different accessory mounting hole locations on these as well.

Injectors *********

The following is a list of the injectors used on the 4.0L since 1987 along with their rated static flow:

Model Year, ...Part #, ......Colour, .....Fuel Pressure, ...Static Flow,
'87-'90, ........53003956, ...Dark Tan, ...39psi, .................18.6lb/hr
'91-'93, ........33007127, ...Brown, .......39psi, .................21.0lb/hr
'94-'95, ........53030343, ...Tan, ...........39psi, .................21.0lb/hr
'96-'99, ........53030778, ...Grey, .........49psi, .................23.2lb/hr
'99-'01, ........04854181, ...Blue tip, .....49psi, .................22.5lb/hr

The injector flow rate varies as the square root of the pressure drop across the injector. The stock '91-'95 4.0 injectors are rated at 22lb/hr @ 43psi fuel pressure, so at 39psi they flow ( sq. rt.(39/43) x 22.0 = 21.0 ).

For stock/modified 4.0 engines or stroker build-ups the following injectors can be installed. The flow rates are:

Ford Motorsport 19.0lb/hr @ 39psi (Part no. FMS-M9593-C302)
Ford Motorsport 24.0lb/hr @ 39psi (Part no. FMS-M9593-A302)
Ford Motorsport 30.0lb/hr @ 39psi (Part no. FMS-M9593-B302)
Chevy LT1 24.0lb/hr @ 43.5psi (Part no. 17124248)
Chevy LT4 28.0lb/hr @ 43.5psi (Part no. 17124251)
'98 Chevy LS1 25.2lb/hr @ 58.0psi (Part no. 12533952)
'99-'00 Chevy LS1 26.2lb/hr @ 58.0psi (Part no. 12456154)
'01-'02 Chevy LS1/LS6 28.6lb/hr @ 58.0psi (Part no. 12482704)
Accel 19lb/hr @ 43.5psi (ACC-150819)
Accel 24lb/hr @ 43.5psi (ACC-150824)
Accel 26lb/hr @ 43.5psi (ACC-150826)
Accel 30lb/hr @ 43.5psi (ACC-150830)

The '95 Jeep 5.2 ZJ/Dodge 5.9 injectors (Part no. 53030262) are rated to flow 24.6lb/hr at 39psi.

The selection of injector size will depend on the estimated horsepower output, brake specific fuel consumption BSFC (assume 0.5), no. of cylinders, and the injector duty cycle (assume 80% or 0.8). The formula is:

Injector size (lb/hr) = (horsepower x 0.5)/(no.of cylinders x 0.8)


Cylinder head *********

The stock cylinder head is cast iron. The valve head diameter is 1.91" intake, 1.50" exhaust.

Cylinder head flow figures (cfm) at 25inH2O pressure drop are:

Non-HO head
Valve lift (in)..... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6
Intake flow.... 122.0 168.0 186.0 189.0 192.0
Exhaust flow....88.0 114.0 130.0 134.0 138.0

HO head
Valve lift (in)... 0.1 ... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6
Intake flow.... 66.0 128.0 179.0 206.0 209.0 209.0
Exhaust flow. 55.0 100.0 120.0 136.0 141.0 141.2

Ported HO head with 2.02/1.60 valves
Valve lift (in)... 0.1 ... 0.2 ... 0.3 ... 0.4 ... 0.5
Intake flow.... 73.9 142.4 197.8 229.8 247.0
Exhaust flow. 65.3 114.0 135.9 146.3 157.1


Head gaskets *********

The compressed thicknesses of the following gaskets for the 4.0 engine are:

Stock 4.0 '87-'90 #33004447, '91-'93 #33007143, '94-'95 #53020219, '96-'99 #53020754----0.052"
Mopar Performance #P4529242----0.041"
Victor-Reinz (Dana) #5713----0.045"
Detroit Gasket #67-1045----0.050"
SCE Pro-Copper #67-9035----0.050", #67-9034----0.043", #67-9033----0.032"
Fel-Pro #9076PT----0.052"


Pistons *********

The pin heights and dish volumes of pistons available for the 4.0 engine are:

Stock 4.0 cast aluminium '87-'93 #83500251, '94-'95 #4773157, '96-'01 #4798329----1.601" 13.3cc
Keith-Black Silvolite hypereutectic #2228----1.581" 11.5cc
Sealed Power hypereutectic H802CP----1.592" ~16cc


Stock Cam Specs *********

The stock Jeep 4.0 camshaft is a dual pattern cam with an advertised duration of 253.3/259.0 degrees intake/exhaust. Here are all the cam specs:

Duration: 253.3/259.0 degrees
Cam lobe lift: 0.265"
Rocker arm ratio: 1.6
Valve lift: 0.424"
Lobe separation angle: 107.3 degrees
Intake centerline angle: 114.3 degrees
Valve overlap: 41.6 degrees
IVO: 12.4 degrees BTDC
IVC: 60.9 degrees ABDC
EVO: 49.8 degrees BBDC
EVC: 29.2 degrees ATDC


Aftermarket camshafts *********

Crane Cams http://www.cranecams.com
Crower Cams http://www.crower.com
CompCams http://www.compcams.com
Isky Cams http://www.iskycams.com
Clifford Performance http://www.cliffordperformance.com
Mopar Performance http://www.buymopar.com
Erson Cams http://www.mrgasket.com
Hesco
http://hescosc.com

nick_n_ii

Dana 44 Axle Swap Into YJ

I'm considering swapping dual Dana 44 axles under my YJ. The stock Dana 35C has a bad rep, and I don't want to put a locker in it with 33" tires for fear of breakage. As long as I'm swapping, why not do the front as well? I've only got a 2.5L 4-cyl now, but a 6-cyl may be in my future some day, and I'd like to get lower gears than 4.56 -- the lowest possible in a YJ D30 without Superior's custom stuff. In fact, I'd like to avoid custom-made parts for this stuff in case I need to replace a broken item quickly. Anyway, the following is info & links that I've found, compiled here mostly for my own benefit. If you find anything below in error, please tell me.

*

Vehicle: Stock '87-95 YJ (front D30, rear D35C)
Bolt pattern: 5 on 4.5", same as TJ/XJ/MJ/ZJ
Width: 60.5" rear, similar front
Brakes: Front discs, rear drums (10" '87-89, 9" '90-95).
Spline count: 27 spline rear
Caster: 6-8 degrees for manual tranny, 7-9 degrees for automatic.
Other: Front pumpkin is on the drivers side. Rear pumpkin & t-case output are offset 5/8" to passenger side (right of center).
*

Vehicle: '87-89 Jeep XJ or MJ with the metric ton option (front D30, rear D44, often packaged with the towing option)
Bolt pattern: 5 on 4.5" -- same as stock D30 & D35 on a YJ/TJ/XJ/MJ/ZJ. Could this be redrilled to 5 on 5.5" or 6 on 5.5" to match another D44 front axle? Probably not, due to insufficient flange material outside the stock studs
Width: 60.25" -- virtually identical to stock YJ/TJ/XJ/MJ
Brakes: 10x2.5" drums, vs the 9" drums on a late YJ
Spline count: 30
Other: An excellent choice if only swapping the rear. Spring perches are different than a YJ, but that's not an issue for my SOA setup. The pinion is slightly (1/4") offset (to which side?), so you can't use the same spare axle shaft for either side. Pinion U-joint is the same size as a '94+ YJ/TJ (Spicer 1330) but larger than an earlier YJ U-joint (Spicer 1310). Pinion length seems identical to D35, so no driveshaft length mods should be necessary. Is this the case for all rear D44's on all vehicles? Going rate is around $600. I've actually had one of these beasts once that I sold to a friend when my plans changed.
*

Vehicle: '71-80 Scout II rear, '74-80 front
Bolt pattern: 5 on 5.5", which allows wheel-swapping with any CJ if you need to borrow or lend a spare.
Width: 58" front, 58.25" or 58.5" rear -- 2-2.5" narrower than a YJ. That's not a big problem in the rear (other than off-camber stability), but it'll reduce turning radius up front. Less wheel backspacing compensates for this.
Brakes: 11" rear drums. What size front? Rear hard line junction is on opposite side of axle from YJ. Front brake line fitting is larger than YJ lines.
Spline count: 30
Caster: 0 degrees '71-79, 3 degrees in '80. A YJ wants about 7 degrees, so you'd have to rotate the knuckles on the axle tubes.
Other: Scout fronts have the diff very wide on the passenger side. This involves grinding to change the spring perch, and requires a t-case swap on YJ's. Tie rod mounting holes need to be redrilled closer to knuckles to regain a tight turning radius. Both rear axle shafts are the same length, necessitating only one spare, but the rear pinion is still offset 1.25" to the right, which is about 5/8" farther than the stock YJ. Going rate is around $100-200 for the rear. Lars swapped Scout D44's under his SOA YJ.
*

Vehicle: '71-77 Ford Bronco (D44 front, Ford 9" rear)
Bolt pattern: 5 on 5.5" -- same as a CJ
Width: 58" rear, similar front.
Brakes: Front drums '71-75, 11" front discs '76-77, 11" rear drums. How wide are the rear drums?
Spline count: 30-spline D44 front, 260 (small style) U-joint, 28-spline 9" rear (31-spline available in aftermarket)
Caster: ???
Other: Very stout combination, but the 9" rear would give a hellish rear driveshaft angle on my SOA YJ. The coil suspension mounts will need to be removed from the front. The knuckle U-joint is the smaller D30 variety, but can be enlarged by swapping in F-150 shafts (long side must be shortened). Front diff is 3-4" closer to center than the YJ D30, but clearance with an SOA is fine. Diff is on driver side, like YJ. Spring perch is not integrated into the diff housing. Rear diff is centered, but pinion is 1.5" to the right of center. Like Scouts, the stock tie rod / knuckle mounting holes lose turning radius. Chris Waterman swapped EB axles under his SOA YJ. I may never forgive myself for letting my brother sell his '76 EB for $500. If only I'd known then what I know now...
*

Vehicle: '74-91 full-size Cherokees & Wagoneers (SJ's)
Bolt Pattern: 6 on 5.5" -- same as Chevy 1/2 ton and Toyota. Can the rears be redrilled to 5 on 5.5"? Converting a front D44 to 5 on 5.5" requires switching to knuckles, spindles and brakes from a '74-76 disc brake SJ or Chevy Dana 44 and hubs & rotors from just about any year Ford pickup (ask for '79 F-150 if buying new, and get bearings & seals from the same Ford). To do Nutter's high-steering swap, use '74-76 SJ knuckles as well. Pre-'74 SJ's had 5 on 5.5" D44's, but with weak 2-piece shafts in the rear and closed knuckles up front.
Width: Narrow track (Wagoneers, Grand Wagoneers, and some Cherokees) fronts were 58.4", rears were 57-59", depending on who you believe. Wide tracks (some Cherokees) were about 6" wider than that, or 62.5" in front according to Louie Belt, who installed one. Kerry Embry claims narrow fronts are 60.5" and wides are around 65". I personally measured a narrow '82 Wag to be 61.5" front and 58.5-59" rear. The pinion on an '87 GW rear is offset 3/16" to the right. J-truck axles are reportedly about 67" wide. Obviously, YMMV.
Brakes: Approx 12" front discs, 11x2" rear drums.
Spline count: 30-spline D44's, 29-spline AMC 20's
Caster: 4-5 degrees
Other: All had Dana 44 fronts. '74-79 and '86-91 had D44 rears, while '80-86 had AMC 20 rears ('86 could be either). '74-79 had passenger-side front diffs; '80-91 had driver side diffs (needed for YJ with stock t-case). Short side spring perch partially overlaps the diff housing, but not bad. The '87 front pinion is offset 8-7/8" left of center. AMC 20 rears were 1-piece with 29-spline shafts, but have narrower shafts & tubes than the D44, and the tubes are therefore more prone to bending at the housing, which causes breakage. Many auto trannies had the Quadra-Trac t-case & severely offset rear diff in '70's models. '86-91 rear D44s' pinions are offset 3/16" right of center (with a 17" driveshaft, that's a horizontal angle of 2.3 degrees). Part-time t-cases (Dana 20 or NP208) had manual locking hubs, while full-time Quadra-Trac t-cases (BW 1339, NP219, NP228, NP229) had fixed, locked hubs. The NP228 & NP229 (mid '80's) also had a vacuum disconnect front axle (like the YJ), which is inherently weaker than the solid axle shaft (like the TJ). Going rate is around $100-300 for the front. The IFSJA has gobs of info about FSJ's. Michael Schwitzing put a narrow SJ front & a Scout rear on his SUA YJ. So did Don Bishop and Daren McMorris on their SOA YJ's. Jefe put a '77 Wagoneer front D44 under his SOA CJ. Chad Lloyd put GW axles under his SUA/SOA '95 YJ.
*

Vehicle: '78-79 Ford Bronco, F-150, F-250 (reverse-cut D44 front, left-hand drop) (F-150 had 9" rear, F-250 had Dana 60)
Bolt pattern: 5 on 5.5" (Bronco and F-150) or 8-bolt (F-250)
Width: Way wide (~65")
Brakes: 11" discs
Spline count: 30-spline D44 front, 297 (large style) U-joint
Caster: ???
Other: 297-style U-joints are stronger than the EB flavor, and identical to the '95-present Wrangler D30. The reverse-cut gears are inherently stronger up front than standard-cut gears, and provide a higher pinion with a better driveshaft angle (just like the stock YJ D30). The Ford-style manual hubs are internally-splined rather than held on with 5 or 6 bolts like most others, which makes them stronger and less prone to leakage. They can also be combined with knuckles, spindles, and brakes from a '74-76 SJ or Chevy D44 to get the high-mount steering arms. F-250's had leaf-springs and 8-lug wheels, while Broncos and F-150's had front coils and 5x5.5" wheels. F-150/Bronco outers could be swapped into an F-250 axle to achieve leaf springs with a 5x5.5" bolt pattern, or you could just cut off the coil suspension bracketry (no small task) from an F-150/Bronco axle, or you could use an 8-bolt rear end to match the F-250 front. Another big drawback is the width of the axle. Cutting it down means a broken long-side axle shaft can only fixed with custom hardware. Then again, it could be cut to the same length as an SJ long-size shaft, allowing use of an SJ shaft instead of a custom-cut F-150 shaft. Front differential location (at least on F-150/Bronco) is identical to the early Bronco (3-4" closer to center than YJ D30). Like early Broncos, the stock tie rod / knuckle mounting holes lose turning radius, but this can be fixed with the high-steering mod. Most (all?) F-250's came with 4.11 gears. Some 1/2-tons had 4.11's, though most had higher gears. I don't know anyone that's done this swap on a YJ.
*

Chevy 1/2 and 3/4-ton pickups had standard-cut D44 fronts, but they were full width and would have to be shortened to work, eliminating any hope of finding stock replacements if something broke.

Back to Obi-Wan's Popular Modifications page

vbxjeeper

Good article nick!

nick_n_ii

More Info on Transfer Cases
# Chevy/GM New Process 203

This isn't a bad transfer case, but it could be better. Like other chain drive units, the 203 is susceptible to chain stretch, but it won't stretch easily. The low gear ratio is a not the best at 1.98:1. This unit has a right-hand drop. This transfer case, which was produced from 1971 to at least 1980, is a full time unit. There are kits available from various manufacturers to turn this transfer case into a part-time unit. Like the other New Process transfer cases listed here, there's also Dodge and Ford versions of this unit.

# Chevy/GM New Process 205

This very strong cast iron case has all gear construction. It first came out around 1971, and lasted at least until 1990. It was available in both married and divorced styles, both of which had a right-hand drop. The low gear ratio isn't the best at only 1.98:1.

# Dodge New Process 203

This isn't a bad transfer case, but it could be better. This chain drive unit is susceptible to chain stretch, but it takes a lot of abuse to do that. The gear ratio is a not-so-great 1.98:1 and a right-hand drop. This transfer case, which was produced from 1971 to around 1980, is a full time unit. However, there are kits available from various manufacturers to turn this unit into a part-time transfer case.

# Dodge New Process 205

This is possibly the strongest transfer case ever put in Dodge light trucks, with its all gear construction in a cast iron case. It first came out around 1971, and lasted at least until 1980. It was available in both married and divorced styles, both of which had a right-hand drop for the front driveshaft. The low gear ratio isn't the best at only 1.98:1.

# Ford Dana 20

The Ford Dana 20 was produced from 1966 to 1977, and was used in the early style Bronco. Some appear to have made it into a few 1/2 ton (F-100) trucks, but this was not a standard. The very early 1966 model used a different shifter than the standard T and J shifters of the later transfer cases. From 1966 to mid 1973, the T shifter case was used. After that, the J shifter type was used. The J shifter type uses a shift pattern that looks like a backwards J. The T shifter uses a straight pattern, as does the early shifter. The early shifter (very rare) is rather hard to change gears with, and thus Ford/Dana changed the design.

The Ford Dana 20 design has a centered rear output, left-hand front output, and an all-gear design (read this as "strong and hard to break"). The case is made of cast iron, and a sheetmetal plate covers the bottom. This transfer case has two shift rails, one for low, neutral, and high on the front output, and one for low, neutral, and high on the rear output. A pair of metal lockout pins (or "pills") in tubes drilled between the holes for the rails work in conjuction with slots cut in the sides of the rails to provide only the gearing combinations of 2 high, 4 high, neutral, and 2 low. (These are put together by rear high/front neutral, rear high/front high, rear neutral/front neutral, and rear low/front low, respectively.) A linkage piece connects to the end of both shift rails, and then to a shift lever. This linkage rocks back and forth when the lever is moved, as the rails and lockout pins control the rail movement. The high range gear ratio is a straight 1:1, while the low range gear ratio is 2.48:1.

Twin-shifter setups on this transfer case put a shift lever on each shift rail. Most also recommend/require the removal of the lockout pins. This allows for some new gearing combinations, but the driver needs to be careful. The rear low/front neutral is sometimes nice and is the gear combination that most folks are after. If something's happened in the rear of the rig, the front high/rear neutral or front low/rear neutral might be useful. The gear combinations to avoid are rear high/front low and rear low/front high. If all four wheels have traction, these last two gear combinations will either kill the engine (at best), or break something in the drivetrain.

# Ford Dana 21

Definitely not one of Ford's better ideas, this was a single-speed transfer case (in other words, it has two high, neutral, and four high). This transfer case was used only in in some 1969 to 1976 F-100's. Its spline count and bolt pattern differ from the standard Ford stuff. The case on this unit is notorious for flexing and breaking gears and shafts. Parts are hard to find. This transfer case also uses a different input spline and bolt face that the rest of the Ford stuff. I'd recommend avoiding this transfer case; for less bucks and less trouble, there's better options.

# Ford Dana 24

This is a fairly uncommon transfer case. It's a two-speed, divorce-mounted transfer case that was used from 1960 to 1973. If you've got one of these, and it starts having problems, most likely it's the bearings. Some folks have a very high opinion of this unit, and others think that upon its breaking, it would probably be easier to replace the Dana 24 with a divorce mounted NP205 than to find parts for it.

# Ford New Process 203

This isn't a bad transfer case, but it could be better. It's a chain drive unit, so it is susceptible to chain stretch, but it takes a lot of abuse to do that. The gear ratio is a not-so-great 1.98:1, but it does have the Ford standard input and left-hand drop. This transfer case, which was produced from 1971 to 1980, is a full time unit. There are, however, kits available from various manufacturers to turn this unit into a part-time transfer case.

# Ford New Process 205

This is the ultimate beef for a light truck transfer case. It first came out around 1971, and lasted at least until 1980. The Ford version uses the standard Ford input and a left-hand drop for the front output. It's of an all gear design, with a cast iron case. The low gear ratio suffers a bit at being only 1.98:1. This unit will not be the weak link in your drivetrain.

# Ford New Process 208

The 208 is an aluminum cased, chain driven unit. It has the standard Ford input and left-hand drop. This unit has a nice low range ratio, at 2.72:1. This transfer case was supposedly used from 1980 to about 1982 (when the Borg Warner transfer cases supposedly took over), but I've got one of these in my 1984 Bronco.

# Ford Borg Warner 1345

This transfer case is chain driven, and has an aluminum case. It's pretty similar to the NP208 in those respects, as well as the fact that it has the same 2.72:1 low-range ratio. Ford started using this in 1980, and discontinued its use in 1988, when it was replaced with the BW 1356.

# Ford Borg Warner 1356

The 1356 was first used in 1988 or 1989, replacing the BW 1345. Like its predecessor, it's chain driven. However, it has a stronger, magnesium case.

nick_n_ii

# Jeep Dana 18

There are three flavors of this cast-iron transfer case in the Jeep line. They are designated by the size of the intermediate shaft. This all-gear transfer case was used from 1941 to about 1971, when it was eclipsed by the Dana 20. These cases are right-hand drop, and the rear output is also to the right, in line with the front output. These transfer cases all had two shift levers until mid 1968. One lever was for high/low range, and one for engaging or disengaging the front drive shaft. Overdrive units and PTO units are still available to bolt onto the back, directly behind the input shaft location. The input facing of these transfer cases is the 5-bolt "Texas" bolt pattern. One other interesting feature of these transfer cases is that they came with a drum-type emergency brake mounted to the rear output.

# Jeep Dana 20

This right-hand drop, centered-rear output transfer case was used from about 1972 until 1979. These cast iron cases can easily be converted to dual shifters.The case is so close to the Dana 18's that the internals of the 18 can be swapped into them (take heed that this changes the location of the rear output). Hoever, you cannot put a 20's internals into an 18 without using a dual-shifter setup (this is due to the difference in the cases; the 20's has the facilities for a lockout pin that allows the usage of a single shift lever). These cases can easily be converted to dual shifters. Like the Dana 18, the input facing of these transfer cases is the 5-bolt "Texas" bolt pattern. Despite the dissimilar cases, the internals of the Jeep case are close enough to the Ford Dana 20's that some folks swap the Ford gears in to get a lower low-range gear ratio (some minor grinding is required, however, to fit in the physically larger gears).

# Jeep Borg Warner Quadratrac/13-39

Used only from 1976 to 1979 in CJ-7's with automatic transmissions, this full-time unit has an aluminum case and a chain drive. An additional feature of this unit is the right-hand offset rear output. This unit isn't bad, but there's a lot of other choices available that don't have a chain or an aluminum case.

# Jeep Dana 300

This transfer case came on the scene in 1980, and replaced the Dana 20. It was used up thru the end of the CJ's, in 1986. This 23-spline case only comes in a right-hand drop, version and has a 6-bolt, circular input, that is bolt compatible with the NP231 transfer case that came in YJ's. This is a very stout case (all gear driven), and has great aftermarket support in the way of lower gear sets and dual-shifter conversion kits.

# Jeep New Process 207

The Jeep YJ debuted in 1987 with this as its transfer case. This case is was only used for part of the 1987 model year. This is a chain-driven transfer case, that has a left-hand drop for the front driveshaft and a centered output for the rear. This unit is fairly rare.

# Jeep New Process 231

The Jeep YJ started using this transfer case during the 1987 model year. This case is still used in the successor to the YJ, the new Jeep TJ. This is a chain-driven transfer case, that has a left-hand drop for the front driveshaft and a centered output for the rear. It uses a planetary gear system for low range gearing. (It is rumored that some of the planetary and shaft components from the stronger NP241 can be swapped into this case.) This case apparently only came from the factory with a slip-yoke rear output. This slip yoke is considered to be a weak point, and various manufacturers offer a variety of kits to convert the rear of this transfer case to the more traditional fixed yoke. The input spline count and bolt face is the same as the Dana 300, so if the owner is willing to swap to a front axle that has a right-hand pumpkin, the Dana 300 can be bolted up in place of the NP 231.

# Jeep New Process 242

This transfer case is the "bigger brother" of the NP 231. Like the 231, this transfer case is chain-driven, left-hand drop, and uses a planetary gear set for the 2.72:1 gear reduction. It has been around since at least 1979. In addition to being used in the bigger Jeeps (such as Grand Cherokees), it is the transfer case used in AM General's Hummers.

# Scout Dana 300

This transfer case was only used in 1980, on the last of the Scouts. (These vehicles are most often identified as being the only ones with rectangular headlights.) This transfer case is basically identical to the Jeep Dana 300, in that it's a 23-spline case with a right-hand drop. However, where it differs from the Jeep version is that the bolt interface uses the "Texas" bolt pattern, and thus this transfer case will bolt in directly in place of a Jeep or Scout Dana 20. These can be found, but not easily, as they're a much sought-after upgrade unit for the Jeep Dana 20, and they were only produced for one model year.

nick_n_ii

http://www.universityofjeep.ca/Tech/...onversion.html

From what I've read this swap also works on XJ, ZJ and YJ's.. But more re-search to make sure..

muddeprived

Perfect for those who need to know what backspacing they have.

muddeprived

i did this mod on my TJ. I HIGHLY recommend it. Nice write-up.

nick_n_ii

http://www.visi.com/~bsimon/jeep/my_air.html

Just like the title says. Vary good write up...

nick_n_ii

http://www.pirate4x4.com/forum/showthread.php?t=514490

this is how to build a doubler using a 231 and a D300

nick_n_ii

http://www.4x4wire.com/jeep/tech/brakes/xj_wjbrakes03/

This write up shows you how to convert to high steer using stock parts from a WJ