Somethings still not right

I’d appreciate your thoughts...

I’m getting close to cutting my losses on this TJ every time I take care of an issue it’s as if it’s cursed. What I’ve done lately, new OPDA same old factory CPS, new Dynomax muffler, front and rear pinion adjustments, unplugged and inspected the MAF.

with roughly $22K in work done in the last 3 months this thing should be purring and sometimes it is, sometimes it isn’t. I do have a couple clues to draw my attention to the new remanufactured transmission, but no codes, no check engine light.

Clue 1, I’ve noticed lately backing out of the garage it takes a few seconds after dropping it into reverse and giving it some gas before it begins to move...

clue 2, checking live data the calc load is at 25.5 at idle and I’ll have to take another look test driving again to see if the value changes any. Calc load represents available torque based on the throttle body sensors air density and transmission input(?).



clue 3, driving home picking up take out I noticed it felt like it was surging just a little and I began to feel the vibrations returning my thought at the time my pinion somehow was still off. Taking a look when I got home it’s still where it was when I set it, taking a 24” long caliper the drivers side lower control arm was 399mm long and the passenger side measured 405mm center to center on the bolts a 6mm difference, not sure but other than tire wear probably no going to cause the driving issues?

OK, just those three things so far point to the transmission as my first guess

the MAF/ temperature calculation sensor was showing very high values but I didn’t question it too much it’s been getting within 10-20* of the engine temperature, yesterday I’d pulled it out to install the new sensor from summit racing the connectors were different so I put the old one back in, now it’s reading much lower, very different but in more normal range I believe at 151*.



checking the spark advance after switching the OPDA yesterday it looks normal.



the remaining live data all look in the normal range I think.

Fishtaco said:

So the bands in your box need tightening and wheels need a balance?

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That or it’s the Loose screws in my Head...

I’ll call the tranny guy on Monday.

it acted a little like it was in limp mode reving it up in the driveway after getting home, after shutting it down for half an hour the feeling of it being in limp mode with the RPM’s restricted that symptom cleared itself and never a check engine light or DTC. Possibly it has a pending code if I drive it a bit more?

Test drove it again this afternoon, the calc load at idle on a cold engine 1100 rpm was 38.8% dropped down to 26.2% on warm up and driving with a short WOT period it reached 85% this seem good, the transmission also was ok but have not tried the freeway yet. Spark advance range while driving ranged from somewhere around 3* up to 45* WOT acceleration seemed normal, although I’m still not sure exactly what normal is? The new OPDA went in Friday and other than the p0016 after reaching 160* the DTC has not returned since adjusting the OPDA a couple mm onto my reference mark. I don’t know if it is possible for it to run without registering a code if it was off by a gear tooth but being the last change before the new intermittent issue even though it was driving fine? The old factory CPS did have a small mmxmm ware Mark in the center Face of the pick-up area don’t know if that is anything to be concerned with, I have 2 new crown sensors I could drop in to check?

Juggernaut said:

For what it's worth, on our TJ's Calc load is a mathematical calculation based upon manifold pressure/ vacuum, rpm, temp and an airflow table. It doesn't rely on input from the tranny. Your readings are fairly typical for many engines.

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Thanks every clue helps, in taking a second look at the old OPDA I pulled out I notice there are two holes that line up with the alignment hole the correct hole with the raised flange And a second hole roughly an inch ahead of the correct hole for the alignment I’m wondering now if in my rush to get ready for my trip if I might have used the wrong alignment hole when I removed the old OPDA and then if the PCM would compensate that much so it would run without throwing a code?

After pulling the #1 spark plug rotating the cylinder to TDC at the end of the compression stroke my timing mark lines up with the timing marks at the flywheel.

and the alignment holes in the newly installed OPDA also line up.

the timing should also be correct? Nothing else has been adjusted and the new OPDA was inserted correctly when I first put it in?

Got it, went back set all the control arms to the same length and readjusted both front and rear pinion angles and the problem seems to be solved.

dbbd1 said:

You do have an '06, known for automatic/PCM troubles.

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I put in a wranglerfix PCM just around a year ago, the replacement PCM that was in my TJ when I bought it did develop the shift issues with no DTC and the problem I was having then was different. Also the FS1 replacement PCM I bought before going to wranglerfix also had issues again different. The change in drivability directly coincided With the changes I made to the control arms and pinion adjustments and rechecking last night it was set wrong.

My assumption I had transmission issues was loosely based on my misunderstanding of calc load from something generic I’d read researching OBD tools and reports.

Also, after getting my tj back on the road the problem I was experiencing with the transmission I just replaced with the new remanufactured transmission did have DTC’s related to the the way it was working that largely cleared up after pouring a bottle of Lucas transmission fix down the dipstick tube. Every time I experience an issue my first thought is to blame the damn PCM and so far after the wrangler fix replacement It hasn’t been. Problem is the 05/06 PCM issues tends to make it a red herring and the go to starting point and while it is an issue affecting many of the the late model tj’ s more times than not it turns out to be something else.

If Chrysler simply provided customer support for the crappy parts and ever changing slew of design changes the PCM wouldn’t even be on the radar the issue takes years to develop and a reasonably priced replacement if they made one available every 10 years is no big deal it’s so easy to replace...thank you Mark at wranglerfix, .

I took the Tj out for a little test drive tonight having a stretch of road near my home to myself did a short run up from a rolling start to over 60 and it’s running fairly smooth, can‘t say the same for my camera work.