I have a 99 xj a few weeks ago the horn started blowing and would not stop when i turned the corner. I pulled the fuse and then pulled the relay then disconnected the horn from the air bag. Now I am having a problem with the engine spurting. I can drive it for 20 to 30 miles and no problem then make a turn to the right or left and it acts like the gas pressure has dropped. There is no change in RPM and no lose of power. I keep speed just jumpy That can go on for 20 to 30 miles then run fine. You can kick down in to passing gear and runs fine, (I ran it up to 80 and was still climbing with no problem) but when you get back to speed limit starts to jump. It will also do it at idle. Then make another turn and runs fine. There is no check engine light at anytime. Air bag light is on The jumping is not real bad but you know it is there. Does anyone have any Ideas. I was thinking it could be the clock spring but not sure how or why. Any help would be greatly appreciated.

 

Even though there is no CEL on there could have been codes tripped. I'd be getting it scanned.

 

Your clock spring being bad makes perfect sense for the horn issue. Does cruise work?
When you turn your steering wheel the ribbon cable also moves and could be making a connection is isn't supposed to and blowing your horn. I would replace it. That's also probably why your airbag light is on. Or it's on because you have disconnected a bunch of stuff in that area.
Either way yes replace the clockspring.

​​​​​​I don't think the sputtering problem would be related to the above, but you could start by checking your general culprits like plugs/wires/ etc;
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I will pull the air bag and see if any of the wiring is frayed. It does not have cruise control. But I may put it in since I am having to replace the clock spring.

 

Well actually, a bad clockspring can cause voltage problems with the TPS and crank sensor.
https://www.4mudders.com/tech-tip-ro...j-wrangler-tj/


COMPLAINT: TPS CODE P0123 WILL NOT CLEAR

A late model Jeep with a 2.5 or 4.0 liter engine and the AW4 transmission comes in with the “MIL” Check Engine Light illuminated and a complaint of late shifts. A scan reveals a code P0123, “TPS Voltage High”, is stored. The scan tools data list indicates that the TPS signal wire voltage is at 5.0 volts at closed throttle, and then ranges up to 11.5 volts. A back probe of the TPS signal wire (usually is an Orange/Dk Blue wire), shows 5.7 volts at closed throttle, with a similar rise in voltage as the throttle is opened. A check of the TPS 5 volt supply and ground circuit prove that both of these circuits are good.

A check of the TPS signal wire with the TPS disconnected shows the same 5.7 volts. Inspection of the wiring between the TPS and the PCM and TCM shows no faults. A replacement TPS does not cure the problem, neither does replacement of the PCM or TCM.

CAUSE:
The Switch Sense circuit in the Clock spring in the steering wheel hub has shorted to battery voltage from the horn button circuit. When the Switch Sense Circuit shorts to the 12 volt HORN circuit the TPS signal voltage is driven high and remains there as shown. This is because the 5 volt reference voltage used by the Cruise Control “Switch Sense” circuit and the TPS are shared inside the PCM.

TESTING:
Unplugging a faulty Clock Spring should return TPS voltages to the normal readings.

CORRECTION:
Replace the Clock spring assembly. Once the Clock spring has been replaced be sure to check the sensor 5volt reference voltage at the PCM to insure that circuit has not been damaged by the short to power. Also check the TPS signal range to insure the TPS has not been damaged.