I think the problem(s) was (or were) addressed. Keeping it simple, the under-dash work that I performed yesterday included demating, inspection, cleaning of connectors and their interfaces, harness "stretching" and several contact tweaks. I saw evidence of deformed connector contacts, which I was able to gently re-shape. The deformities were likely caused by harness tightness. Add years, miles and thermo-mechanical "creep" or shrinkage from cold weather and this is the time of year when odd behaviors begin (the last several nights have been in the 50s). Some harnesses were drawn too tight with wires bent hard across connector backshells causing side-load stresses of connector contacts. There's little-to-no service loop in these molded harnesses originally. Add to that the cool weather effects on old harnesses and you have a recipe for intermittencies. Enough mechanical relief was achieved where needed. Last night was chilly again but she started and ran without issue this morning although I did go out there expecting new trouble so I would not have been surprised, still am expecting trouble actually, but I will continue to monitor and advise. The old car blues will continue...and I'll play along in the chorus.

 

And now the worry begins! Thanks Cherryokee! My dash has been apart twice in the last month and not by me, but by a man I trust. With 220K miles and temps getting below -30* possible around here, I can't WAIT for winter!

No, thanks, really! It narrows down things to look for when things get squirrelly. I've had very good luck with my WJ up until she passed 200K, now the normal life expectancy of sensors and components are starting to be a problem.

Good luck with yours.

 

Don't fret, Dave1123. I can and want to help you with this nonsense when the chips are down. I experienced similar issues with my XJ. That's why/how-come I take a very patient approach to old electricals. I may fly off the handle, half-cocked as it were, but I've learned that the engineers had all the right ideas and then the bean-counters interfered with manufacturing. They think service loop is a waste of money (to some degree they may be right). Every inch of copper wire was scrutinized to the point of causing long-term reliability issues due to long-term natural effects - but they don't look past their calculators. It's the nature of their business I guess.

Of course, all this good intention means little when you're stuck with a dead Jeep in crappy conditions. Don't you wish we had Star Trek transporters so we could be there to help each other when needed?

FWIW, and you may have done this yourself, when weird stuff happens and you're at a loss for what to do next - just knock around under the dash - tap the modules with a pokey-stick and wiggle the harnesses (gently) wherever you can get a grip - then go back to and try to start again for a sec. - rinse then repeat.

 

Ya know? I used to get to Boston quite regularly before my wife passed, but I just don't seem to have the time anymore. If I ever do plan to, I'll send you a PM and maybe we can meet up! I'd like that!

I usually hang out around Faneuil Hall, Haymarket Square, Union Oyster House, and Lewis Wharf. I can't walk too far anymore so parking is a problem. There's a nice little bar/restaurant on Atlantic Ave near the Aquarium that I like.

 

I'd like that too! I think you're talking about Tia's but it doesn't matter because you'd be in my backyard and I've haunted all those bars (some of them will still let me in too). If you come to Beantown again then don't even think about the parking. I know all the tricks. One of which is to jump on the bus at the corner of my street, where parking is free and easy.

You know, something else to think about as I connect the dots, I'm looking at a cross-country trip to Tacoma, WA, and your neighborhood is just shy of 5 hours into the trip...

 

I'd love to have you! I sent you a PM.

 

There has been TSB's issued for just that! Specifically, the dash/instrument cluster connection comes loose. Not specific to the WJ, but the various models share more than a few harnesses,routing and components.
The CCD bus is one of those under-dash modules.

 

BOY was I wrong about having addressed the issue(s). I will still stand by the things I said because I saw what I saw and did what I did. Similar actions in the past yielded successful results but this one is making me humble.

SteveMongr, The timing of your post is impeccable. At ~8AM I looked at my phone and saw your post while I was sitting in the Jeep lamenting my misfortune. I recalled that TSB for the work having been performed on my XJ back in ~2004. The symptoms were different but I can see how they might vary from one vehicle to the next. I will search it out, call the local dealership for lookup against the VIN and for Q&A...

 

Thanks for joining in, Steve! Just what we needed, another clear head with some experience. I'm new to the concept of a 2-wire data bus sharing information 2 way between all the modules. It stunned me when I found out all the gauges get their data from the PCM and not the sensors!

 

You guys are the best.

SteveMongr, Thank you for your continued research and knowledge-sharing. I found no directly related TSB for my vehicle/issue, but some of the reading I did while researching for TSBs prompted me to get off my ars and go through more ground cleaning and connector cleaning/reseating.

Dave1123, Despite what you think you don't know about this stuff, your level-headed approach to good 'ol brass-tacks keeps me grounded in the basics. Being reminded to K.I.S.S. is among the best advice anyone can give and you give it in spades!

After treating every connector within reach (and some not-so reachable), on and around the PCM, TCM, BCM and any connector that looked like it goes to some friggin' xxM yesterday, I waited through another chilly damp night to test it on start-up this morning. I didn't sleep much, was up with the birds today and went to her. I held my breath as I turned the key. Click, vroom, no chimes (yay), so-far so-good, thinking that at-least I didn't break anything else...I exhaled and monitored the cluster for idiot lights and gauge drops, silently counting to ten as I waited for the next shoe to drop...all good! A few more mornings will tell.

Thanks again for your gentle tutelage, both of you. You'll hear about it almost immediately if she burps again.

 

I went away for the week of Labor Day and returned on Saturday. My Jeep stayed home in the garage. I went straight to the garage to start the Jeep as soon as I arrived home. Click, zoom, no idiot lights, no SKIM reject/shutdown and I let her warm-up fully. Today, Monday 9/11, my new job was to begin at 9AM. I chose to drive my Jeep the 15 miles and left the house at 7:30AM fully expecting to arrive at the new job 45 minutes early (yes, the route to the new job is 45 minutes for 15 miles at peak morning commuter hours). I was barely 5 miles from home when the idiot lights came on. I opted to return to home for Plan B (my Subaru). Of course I ran the codes and all three have apparently returned. It drove home as though there was nothing wrong. It's odd that it didn't "limp" or shut down. Oh well, I guess I'm back to troubleshooting and remain open to suggestions. My MA Inspection is due in October and winter's not far-off either, so it feels like crunch-time if I'm going to keep her...

 

Are you reading those codes with a scan tool?
And not to oversimplify, but, if the problems started after you sprayed lube in the door lock cylinders, have you had the doors apart to see if the switch at the back of the cylinder is working? Sounds like one of them, either front door, is stuck/ shorted.
I see the thread is 2 weeks old.
When mine failed I was out of answers, and called a dealer service dept who let me speak to a tech. He said "they had a LOT of problems with the door switches". That got me looking and sure enough. Replaced the drivers side, then passenger, and she locks up and alarms every night, lights fade out, battery drain minimal...I know this is a 2000 and mine is a 97 just sayin-

 

Any progress? I have a 99 grand (different vintage, same Chrysler electrical nightmare) with the same codes/symptoms. I get P1698,1687,1686 codes but have no issues starting my rig. I have also driven 100+ miles with intermittent gauges/SKIM light so whatever it is does not command the SKIM to shut the vehicle down.

 

Update: I took the jeep to blowrielys, and they rand a load test on the battery and alternator. The battery passed and the alternator diode passed but the voltage regulator failed. It’s my understanding that the Vreg is internal to the PCM. I have a new PCM so I’m skeptical that that is the actual issue.

 

Snapstx, As you can see it's been awhile since I had anything to say about this. But to answer your question regarding progress on my communications codes, it was on that following weekend when I pulled, inspected, cleaned and reconnected every connector and ground to PCM, TCM, BCM, SKIM, ... and every other in-between and unrelated ... it was a shotgun approach to what was probably just one little thing. I hope I don't jinx myself but there've been no related issues since. My theory on old electrical connections (especially in tightly drawn and angled harness connected in crowded spaces) is that years of stresses while in same relative positions will induce connection fatigue at various individual connector contacts - the actions described above simply cleared fatigue-points thus improving on old worn contact patterns and changing the harness-to-connector mechanical stresses. I have no doubt that new failures may come in different form but I will address them as they occur. It takes a lot of patience to resolve these gremlins but it's worth it to me. Good luck.