Hey, if you want to check the ground its real easy. Do a negative to negative test.. Take the red dvom lead to your negative battery post. Put the black dvom lead to the middle B ​​​​​terminal of the sensor.. at the conector (just use a paper clip attached to the black dvom lead - I use the little alligator dvom extension lead - and slide the paper clip into the middle B terminal of the CkPS sensor connector while having it connected up to its pigtail normally). Turn the ignition key forward to the run position. Having the meter set on the milivolts setting for your reading here at the ground. You should normally see about 9 milivolts. The ground would be considered a bad ground if you were to see anything greater than 100 milivolts doing this test.

Also, make sure you test for the 5 VOLT supply power coming to it from the PCM while you are cranking it over too, in order to test it when there is a load placed on it. It can test normal if you just get a reading of the supply power with the ignition key on in the run position if your system has a voltage drop going on somewhere else... Make sure it does not drop the 5 VOLTS when you crank the engine.

Pull the ASD relay before you start testing whenever you are going to be cranking it during the test, so it isn't dangerous, and does not start on you while testing it.

 

If you have 5.2 Volts.. Yes!

(edited to add):
It sounds like it is time to start looking for resistance in your grounds.... Clean them up.

 

I'll give that a try...something has to give at some point lol. I

had the ground wire of the test light to the battery ground and the positive lead probed in the back of the connector. all 3 wires read 5.2 volts weather it was the main harness or the back of the crank sensor

 

bout ready to fire up the backhoe and dig a hole for the old jeep.....lol...

 

There is progress made though.. This morning there was no power being picked up as going to the CkPS, and now there is.

If you bury that Jeep? Its liable to come back like those animals did in that Pet Cemetary movie.

 

I just pictured the old jeep coming out of the grave in a horror film...lol....thanks Noah911 for the encouragement. just wondering if i burned up a ground someplace hooking up the remote starter. should have seen or smelled that though. probly be sunday till I can work on it again...thanks again for all the help Noah911 and to all who have responded...it sure is appreciated

 

Hey, I just thought of something and it might be really important for what you got going on...

Chasing grounds sucks when trying to trace looking for shorts and continuity.

Awhile back we were all trying to help someone here who did not have spark. We all were talking about the CkPS sensor. It was obvioisly not working for him on his Jeep.

We know you have a problem if you are getting power like that seen on your ground.. And have a constant 5.2V at the signal wire too.

Outside of chasing every ground and starting to try to think of all the other possibilities.. I was trying to think logically first about what it could be?

The other guy found out what was wrong with his for why it wouldn't start, and for why his CkPS was not working right..

It was because of the O2 sensor wires on his Jeep. One of his oxygen sensor wires had rubbed through and shorted out and caused his Jeeps CkPS not to be able to work.. He said it was obvious when he looked at them. He could see the oxygen sensor wiring where it had shorted out against the metal undercarriage of his Jeep. He repaired the oxygen sensor wires, and doing this fixed his non functuoning and faulty appearing CkPS sensor to work correctly again.. His Jeep got sparks to return and it started right up running normal after he found this out, and fixed the faulty oxygen sensor wires that were shorted out on his Jeep.

The Jeep basically shares the powers and grounds wires throughout with everything else.

Your CkPS sensor powers and grounds are shared closely with the oxygen sensors and their wiring...


(edited to add):
The next place I would go at this point would be to the oxygen sensor wiring. I would visually inspect all of the oxygen sensor wires looking for an obvious fault. I would be prepared simultaneously to obtain readings at the oxygen sensor wiring by using the voltmeter.. to see if there is an abnormality showing up in the readings obtained here, should the possible fault that could occur here at these wires not be a visually obvious one.

 

I cannot find an official diagram right now, as I am looking for it. I would not want to just take even my own word for it either.. I have proven it to myself enough times in the past remembering how my memory does get joggled around and confuses things from time to time. I was wanting to show you where and how the oxygen sensors circuits have an honest relationship with your Jeeps CkPS.

Do you remember earlier how I was talking about your ASD? How I thought something appeared to be wrong here in this circuit.. with how it could be anything that is tied together here before or after at this ASD relay?

Like I said, I would not recommend to just take my word for it without seeing it for yourself. I have not seen it for myself to remind me again in order to be 100% certain of the information to be absolute. I would say I am approximately 99.7% sure about this though;

The upstream oxygen sensors circuitry has them being heated through the ASD relay in the PDC. This is why having a fault in their wiring can actually lead to effects seen delivered to and at the CkPS...

Ground G104 on the drivers side of the engine should be the ground for your downstream O2 sensors. The upstream O2 sensors are likely grounded through your PCM though.. Bearing this in mind, ground G103 on the passenger side of the engine supplies critical grounds for the PCM... You will want to make sure this ground checks out, and it is cleaned up really well. Especially, since you are having a grounds issue like how you have already seen when you tested the CkPS grounds circuitry yesterday.

(edited to add):
I don't know if you see it? How all of these things combined - the oxygen sensor heater circuit, the ASD relay, the CkPS, all of the wiring, the engine grounds, and the PCM being the final tie-in. Everything when combined pertaining to these things.. It is able to result in having an indirect link to directly effect and be seen at the CkPS.

 

well that's good news as far as things to check, but not good news that everything is tied together, cause that's a lot of crap to look at...lol....If i pull the asd relay and switch it with another, my gauges will read normal briefly then the fuel gauge drops to below empty again. so it's i'm guessing you are correct that it's in that circuit. i'm gonna try to work on it tomarro, but we are supposed to get an ice storm so not sure if I can.

 

It is not as daunting as it may sound. Plus, you have a Jeep. That is one of the best things! I don't know if you've ever spent time on some of the other vehicle specific forums out there, but from my experiences, there really is not another vehicle specific forum quite like the one you are on here for these Jeeps. Of course, I am probably a little biased. The only one that even comes close for me is the one I used to go to a lot specific for a Honda VFR motorcycle (one of the best motorcycles ever made.. in my opinion! I have two of them, and I also have two Jeeps).

If it gets confusing? There is a lot of good help available here....

 

I'm a member of a couple forums for Allis Chalmers tractors and they folks on there are great as well. I've been around jeeps for decades and even redone a 1972 cj5 from the frame off painted it viper red. however, i've also have had 4 surgeries on my spine in the last few years, so am not as able to work on them like I used to. sold my motorcycles a number of years ago when the seizures started.. my biggest issue is i get frustrated searching for problems and really don't like electrical gremlins

 

Regarding the possible ice storm causing a damper on things for you. That doesn't have to slow down progress.

Here is something you can think about.. some extra motivation if you do decide to be outside working on it tomorrow. I take it you do not have a building or heated garage to work inside?

I was recently talking on this forum in another thread about a new position I just took on. I am pretty proud of it..

One of my responsibilities is to help power companies when they are tracing down trying to find and fix electrical conduction problems that may occur in the US power grid, so they can get the power turned back on. The transmission lines are 300,000 + Volts, and capable of causing a lot of destruction when something is wrong with them. That, and during really cold spells the people need the power on to be able to heat their homes and keep warm.

Sometimes, my plans change rapidly when there is a power grid emergency happening. I was just flown to Nebraska because of an imminent threat. We got to work as soon as we all got there after landing. Nebraska had a winter storm emergency and it caused some damages to their power lines. We headed out with our 4wheelers in tow, in order to be able to get to the final location where we needed to be for working at in the field. I don't know if you know what it is like when the winter winds blow across the open planes like what they have out there in Nebraska? They were also having pouring down freezing rain at the same time we were there working.

You can get a lot done even if it is icy and cold outside tomorrow.

 

I hate to hear your back isn't no longer good. I don't know about back problems like that. I have some interesting medical issues that I deal with. Mine are actually fascinating from a medical perspective. It is kind of off topic.. But, since I have already said something. My body has never excreted copper. Its not able to because of a genetic disorder. Until it got built up to a point, I didn't even know about it. The way I see it now.. my brain is kind of a superconductor!

 

Never heard of that..wow, my surgeries were on my neck, loosing strenth and feeling in my right arm and hand...of course I'm right handed..lol. never been to the plains and not interested with the mild winds...lol and congrats on the new job.

not sure if it helps, but the wires i spliced into for the remote starter are

Pink/Blk - Red wires of remote starter are to be ran to 12v constant.
Blk/white - wht/black of remote starter is supposed to be ran to accessory
Yellow - Yellow/blk of remote starter supposed to run to starter
blk wire from remote starter to ground.
Drk blue - white of remote starter goes to ignition #1
Blk/orng - White/red of remote starter goes to ignition #2

first colors are the wire colors in the jeep. I think the problem may have been the last 2. there was 2 dark blue wires. heavier gauge and a thinner gauge in my jeep, I hooked to the thinner one. the other issue was the blk/orange wire, I hooked it up to a rather small blk/orange wire not noticing there was a heavier gauge wire. i'm thinking the small blk/orange wire i hooked up to in the jeep may have been a ground. not sure if it helps but that's when this all started.....or i guess I should say when all this not starting started...lol

 

Lol.. Good morning!

I'm about to head out the door for some coffee in a minute, and have a sit down to review some of the new work stuff. Thanks for congratulating me on that.. I love the new position!

I have been thinking about that with how you talked of the remote starter install etc.. I was thinking that with any wiring tampered with it seems wise to go over them to check with them as well. It only makes sense this could possibly be where the disturbance may be located to me, as another suspect.