MiNi Beast

Well it is welded, thanks to samurai2240, even did it in the jeep, and it no longer leaks. It however wasn't the fix for the stalling. I later got a IAC from dalovva and switched it with mine and it fixed the problem for about 20 mins. Then left his place and the jeep started stalling again, so got pissed and unplugged that stupid $#!&, and well it cured my problem no more stalling, so good enough for me.

Was the clutch disc put on in the right, the right face facing out?

Yeah my brother is ASE certified as well so called him up and ran the IAC by him and he said most likely it is the problem, told me to do a simple test, Start the engine and let it idle, then get out and unplug the IAC and if the idle does not change any then most likely it is bad. So did and nothing happened so I think it is the problem. But so anyways, went to part store and they wanted $70 Well, didn't have cash on me so figured I get one later after work, but talked to a guy for some other parts he was parting out from a 93 XJ 2dr, he gave up on it after replacing every censor and and etc, trying to get it to run, but found is is the timing belt/chain that is bad, so any ways, he is selling me thats censor for $5. So hopefully that shall cure me of my problem. Then haveing someone weld up my header tomorrow, and going to double check the speed censor on another jeep to see why mine no work. :cheers:

Originally Posted by lawsoncl Bingo! Sounds like a likely candidate. Did it stop working about the same time the stalling started? Well yeah, I had to swap speedo units, see I had a 93 2wd Ax-15, I swapped that out for an 89 AX-15/231 so I took out the cable driven speedo and put the eletrical one in. However it doesn't work, but didn't think much of it causeing any problems so havent messed with it. I didn't know if the swap would work or not, so figured if it didn't I would just find a 93 4wd speedo to put in. So you think this is what is causing my stalling issue?

well only need to get the D30 regeared so I have 4wd. but then again maybe I should just stay with two wheel drive, this way you guys can keep up. :teehee:

Fix it, lift it, be just like me :D Like you always dreamed ;) :rotfl2: lol... I still have my mj up on blocks man!! I may keep it and sell my rodeo though!! Not sure.... Keep it then you know the XJ or MJ will always be running.

Fix it, lift it, be just like me :D Like you always dreamed ;)

See that is what I was thinking but want to try not to take it off, cause when I do a Banks or Hedman header is going on.

maybe but between everybody the majority is saying the crack is not my issue but more so the IAC like jeepman suggested, so going to replace that or at least test it tomorrow.

Really? Your getting an XJ too! :cheers:

Yeah, I always believe a $15 generic repair book over the $90 factory-authorized repair manual written by the people who built the vehicle and used in the factory-authorized repair shops. :laughin: of course always!

Is there another name for that? I can't find it for the price of it.

Nope that is a TPS, it's an extra I have.

I don't why it is stalling, just found this looking for the problem. Which is new since the stalling started. Trying to narrow things down. Trying switching out IAC's This thing...or is this a TPS

http://www.autobuyersadvice.com/free-ca ... -check.htm :dunno:

I don't why it is stalling, just found this looking for the problem. Which is new since the stalling started. Trying to narrow things down.

Well I'm going to temp it with some J.B. Weld and see if that even cures my stalling issue.

mounts are fine. The crack most likely came when I tighten a bolt that was almost falling out on the flange. As far as the stalling I don't know. Thought this could be the problem with the fact I shortened up the exhaust and have only a cherry bomb on there. But drives fine down the road but then I depress the clutch pedal and brake and she bogs down and will stall if I don't feather the gas a little to maintain the rpm's.

This is my 93 XJ 4.0 and she just cracked. I would like to know if it is weldable and abple to do it with it still in the veheicle? Just need a temp fix to keep it from stalling out everytime I come to a stop. Going to be getting a new header later.

Well got my drive shaft back, no vibes :thumbsup: Cost me $120; cut down, rewelded, new joints and swaped out my 8.8 flange for me. Great guy, recommand him for your driveshaft needs. Before: XJ 6.5" Lift with stock 4wd Driveshaft and XJ 2wd yoke (longer). After: XJ 6.5" lift with 2wd driveshaft cut down and with a YJ yoke.

look this guy up. http://cgi.ebay.com/ebaymotors/FORD-9-N ... otohosting

Image Not Found well just have to hurry back and finish it up then.

First perhaps mention year and drivetrain. Ever consider the CPS? COMPUTERIZED ENGINE CONTROLS POWERTRAIN CONTROL MODULE (PCM) The Powertrain Control Module (PCM) is a dual microprocessor that receives various signals from engine sensors and provides the necessary signals to control engine sub-systems. The PCM has a voltage converter that converts battery voltage to regulated 5-volt or 8-volt outputs. The regulated 5-volt output is used to power Manifold Absolute Pressure (MAP) sensor, Throttle Position Sensor (TPS) and logic circuits. The regulated 8-volt output is used to power crankshaft position sensor and camshaft position sensor in distributor. The ignition and fuel injection systems are controlled by the PCM. Based on present engine operating conditions, the PCM is programmed to provide a precise amount of fuel and the correct ignition timing to meet existing engine speed and load requirements. The PCM adjusts ignition timing based on inputs it receives from camshaft position sensor, MAP sensor, coolant temperature sensor, throttle position sensor, vehicle speed sensor, transmission gear selection (automatic transmissions only) and brake switch. The PCM adjusts idle speed based on inputs it receives from throttle position sensor, vehicle speed sensor, transmission gear selection (automatic transmissions only), A/C clutch switch and brake switch. The PCM also controls the speed (cruise) control system and alternator charge rate by controlling the alternator field. NOTE: Components are grouped into 2 categories. The first category covers INPUT DEVICES, which control or produce voltage signals that are monitored by the PCM. The second category covers OUTPUT SIGNALS, which are components controlled by the PCM. INPUT DEVICES Vehicles are equipped with different combinations of input devices. Not all devices are used on all models. To determine the input device usage on a specific model, see appropriate wiring diagram in L - WIRING DIAGRAMS article in the ENGINE PERFORMANCE Section. The available input signals include the following: A/C Pressure Switch & Evaporator Switch When A/C switch is in ON position and A/C low pressure switch and evaporator switch are closed, an A/C select signal is sent to PCM. If A/C low pressure switch or evaporator switch opens, the PCM will not receive an A/C select signal. When A/C function is selected (A/C switch on), the A/C request signal provides information to the PCM from the A/C temperature control thermostat (evaporator switch). This signal indicates evaporator temperature is in the proper range for A/C operation. The A/C request signal is used by PCM to determine required Idle Air Control (IAC) motor position and to activate or deactivate A/C compressor clutch. When PCM receives an A/C request signal, it repositions the IAC motor to increase idle speed. The increased idle speed compensates for additional engine load caused by engagement of A/C compressor. On 4.0L, whenever A/C compressor clutch is energized, PCM also energizes the radiator (cooling) fan relay. This occurs regardless on engine coolant temperature. Alternator Output The PCM keeps charging system voltage at 13.5-14.8 volts. Charging system voltage will be adjusted by PCM based on battery temperature sensor, located within PCM housing. The voltage determined by PCM as final goal for charging system is called "control" voltage. The control voltage will be used to determine alternator field control and to detect if charging system is operating properly. If sensed voltage is lower than "control" voltage, PCM will alter duty cycle and ground alternator (rotor) field for a longer period of time and create a higher alternator output which should raise sensed voltage level. If sensed voltage is higher than "control" voltage, PCM will alter duty cycle and lower alternator output which should lower sensed voltage level. Battery Voltage Signal The PCM uses battery voltage level to regulate alternator field (rotor) duty cycle and alter fuel injector pulse width according to available voltage. If battery voltage drops, PCM will increase injector on time to compensate for the reduced fuel flow of injector caused by the lower voltage. This will permit injector to deliver proper amount of fuel to the engine. Brake Switch The brake switch is mounted on steering column support bracket, under instrument panel. The PCM uses the brake switch to determine when brakes are applied. When brakes are applied (brake switch on) and if PCM sees a TPS opening and a lower speed sensor rate, it recognizes a deceleration condition and opens up the Idle Air Control (IAC) motor. The brake switch signal will also disengage speed (cruise) control operation, if it was engaged. Coolant Temperature Sensor The coolant temperature sensor is mounted on top of engine, next to thermostat housing. It provides an analog signal to the PCM that is used to calculate injector pulse width and ignition timing when engine is cold. Input from the coolant temperature sensor will also affect Idle Air Control (IAC) motor position and spark advance operation. Crankshaft Position Sensor The Hall Effect type crankshaft position sensor is mounted on transaxle bellhousing. The sensor reads slots (4 per cylinder) on flywheel/flex plate. The signal generated provides engine speed and crankshaft position information to PCM. The PCM uses this information to determine proper fuel injection and ignition timing. When a flywheel/flex plate slot passes the crankshaft position sensor magnet, output voltage of the Hall Effect sensor goes high (5 volts). When the metal between the slots is aligned with sensor, output voltage goes low (.3 volts). This high/low voltage signal is sent to PCM each time one of the slots passes the crankshaft position sensor. The PCM uses this information to determine when to energize the injectors for fuel delivery to the proper cylinders. Ignition Circuit When ignition switch is turned to the ON position, the PCM receives a signal that the ignition circuit has been activated. The PCM will start monitoring input signals. Manifold Absolute Pressure (MAP) Sensor The MAP sensor is mounted on engine compartment firewall. The MAP sensor is used by PCM to calibrate amount of air/fuel mixture supplied to the engine. This sensor measures manifold absolute pressure. Ambient barometric pressure is also measured when ignition switch is first turned on, during engine cranking, and at wide open throttle. The MAP sensor transmits a low voltage signal (1.5-2.1 volts) at idle when manifold vacuum is high, and a higher voltage signal (3. 9-4.8 volts) during open throttle when manifold vacuum is low. Input voltage (from the PCM) to MAP sensor ranges from 4.8-5. 1 volts. Adjustments made as a result of this input will usually affect injector pulse width, ignition timing, idle speed and upshift indicator light. Manifold Air Temperature (MAT) Sensor The MAT sensor is located on intake manifold, with sensor element extending into the air stream. The sensor measures the temperature of air entering the intake manifold. This sensor provides an analog voltage signal to PCM. This signal is used to compensate for changes in air density due to temperature. The MAT sensor is a Negative Temperature Coefficient (NTC) thermistor-type sensor. Its internal resistance varies opposite with temperature. At cold temperatures, the resistance is high. As temperature increases, its resistance decreases. Oxygen (O2) Sensor The heated oxygen sensor detects amount of oxygen content of the exhaust gases and produces a voltage signal. PCM uses this signal to determine system output signals which control air/fuel mixture. Variations in voltage signal from O2 sensor serve as air/fuel ratio indicators. When oxygen content is low (rich mixture), voltage signal will be approximately one volt. When oxygen content is high (lean mixture), voltage signal will be approximately 0.1 volt. The O2 sensor contains a ceramic heater in the sensor housing. The heater operates on 12 volts. The heater is used in cold starts to help O2 sensor heat up quicker and to maintain the O2 sensor’s Zirconia semiconductor at operating temperature. In "closed loop" operation, PCM monitors O2 sensor input (along with other sensors) and adjusts the injector pulse width accordingly. During "open loop" operation (cold oxygen sensor), PCM ignores O2 sensor input and adjusts injector pulse width to a preprogrammed value based on other sensor inputs. Park/Neutral Switch On vehicles equipped with automatic transmission, a gear position indicator signal is sent to the PCM when gear selector lever has been moved to the Drive range. This signal comes from the park/neutral switch (neutral safety switch on AW-4 transmission) and allows the PCM to adjust idle speed, fuel injector pulse width, and ignition timing advance. Power Steering Switch On 2.5L with power steering, a power steering switch is used. The switch is located on pressure line, next to power steering pump. The power steering switch sends a signal to PCM when system pressure rises to greater than 250-300 psi (17.6-21.1 kg/cm ) when engine RPM is low. The PCM, through IAC motor, will then increase idle speed to prevent engine stalling. Serial Communications Interface Receive The Serial Communications Interface (SCI) receive circuit is the serial data circuit that is used when diagnosing vehicle with Chrysler’s Diagnostic Readout Box-II (DRB-II). The PCM receives data from the DRB-II through this SCI receive circuit. Speed (Cruise) Control Switches The speed (cruise) control switches provide 3 separate inputs to the PCM. The ON/OFF switch informs PCM that speed control system has been activated. The SET switch informs PCM that a set vehicle speed has been selected. The RESUME switch informs PCM that the previously selected set speed has been selected. Start (Cranking) Signal The start (cranking) signal from starter relay signals PCM when starter is engaged. When PCM determines starter is engaged, it begins to monitor inputs from crankshaft position sensor and camshaft position sensor. The PCM uses these signals to determine spark timing and whether the first fuel injection should occur at cylinder No. 4 or 1 (4-cylinder) or cylinder No. 3 or 4 (6-cylinder). Once synchronization has been established, the PCM energizes the proper injector and provides the ignition output needed to start the engine. Camshaft Position Sensor The camshaft position sensor is located in distributor. This Hall Effect type sensor works in conjunction with engine speed signal of crankshaft position sensor providing PCM with inputs necessary to establish and maintain proper fuel injector firing order. When leading edge of pulse ring enters the sync signal generator on the camshaft position sensor, the resulting change in the magnetic field causes a 5-volt reference signal to be induced. On 4- cylinder engines, this indicates to the PCM that piston No. 4 will be the next piston at Top Dead Center (TDC). On 6-cylinder engine, it indicates that piston No. 3 will be at TDC. When trailing edge of pulse ring leaves the sync signal generator on the camshaft position sensor, the resulting collapse of the magnetic field causes reference signal to drop to zero volts. On 4-cylinder engines, this indicates that piston No. 1 will be the next piston at TDC. On 6-cylinder engine, it indicates that piston No. 4 will be at TDC. Throttle Position Sensor (TPS) The TPS is mounted on throttle body and monitors opening angle of throttle valve. It contains a potentiometer operated by the opening and closing of throttle plate. PCM uses TPS input signal to determine throttle position under all operating conditions and adjust fuel injector pulse width and ignition timing accordingly. The PCM supplies a 5-volt reference signal to TPS. The TPS output voltage (input signal to PCM) represents throttle blade position. The TPS output voltage varies from one volt at minimum throttle opening (idle) to 4 volts at wide open throttle.

So how did it go?