Ωhm

Thickness measurement. Poor quality photo.

I wonder if it’s an ECU that was returned under a warranty claim, tested and No Trouble Found (NFT). Re-issued and placed back in the marketplace.

I'm not a parts man but it looks like you'll need two (2) washers with .062" width.

I think you'll lose the patented Helix Bore Design. The spacer utilizes its unique, patented Helix Bore design to spin the incoming air charge as it passes through the throttle body spacer. The spinning air action boosts the velocity of the incoming air and contributes to better atomization of the air/fuel mixture as the air charge enters the combustion chamber. The end result is more part-throttle torque and improved mid-range power.

Cruise Control maybe, if equipped ?????

This place claims they can help you. MeterMatch Fuel Gauge Interface Module

My understanding is that CPS AC voltage lives within a 4.1vdc world. This allows the AC signal to connect to the Analog-to-Digital (A-to-D) converter. The converter output creates a square wave which then can be read and counted by the ECU as ones and zeros. My point was I’m sure there are both upper and lower voltage limits for the position of the CPS. This is the highest CPS VAC reading I’ve seen on this site. It made me wonder when I first saw this.

With KEY OFF and ENGINE RUNNING can you kill the engine by removing FUSES? Might help with what circuit(s).

Make sure Turn Signals work when Brake is applied.

I think I see what you're saying. Cherokee (Amber Turn Signals) vs Wagoneer (Red Lens) show Cherokee going straight to the Stop Lamps and not through the Turn Signal Switch. So, my next question is what's in C156_P?

Doesn't that wire connect to the Brake Switch?

Using a voltmeter or 12vdc testlight (preferred) check for Battery_Voltage_(B+) on the following pins (use battery_negative terminal for ground): D1_5: B+ (Hot at all times) D1_6: At KEY ON only (B+ (Hot for 2-3 seconds)). During CRANK Hot at all times. D2_4: B+ (Hot during KEY ON and Hot during CRANK).

Check out NickinTime REM for Wideband O2. https://nickintimedesign.com/rem-wideband-converter/

I'm under the impression both O2 Heater Circuit and O2 Signal Circuit share a common ground. Meaning ECU supplies 5vdc (pull down resistor) for Signal and Heater Relay supplies 12vdc for Heater. Maybe I'm missing something here.

One more point to check. Disconnect C157. On IP Harness side look for 12vdc on C157_D when KEY ON and REVERSE is selected. On Body Harness side feed 12vdc to C157_D. Reverse lights should turn ON and light up.

Disconnect C104. On the Engine Harness side, feed 12vdc on pin C104_K (BRN w/tr). Reverse lights should turn ON and light up.

Yes. Heater_Air Conditioning_2.5L pg27_87ElectManual.pdf

https://comancheclub.com/topic/51707-cc-members-create-a-signature-to-describe-your-mj/ Helps others to know kind of vehicle(s). You going to keep the RENIX ECU for AC Control?

Disconnect C113. On the Engine Control Harness side, feed 12vdc on pin C113_E. Reverse lights should turn ON and light up. If so, problem lies between Transmission Harness side C113_E and TCU Control (7.5A) fuse.

When you mentioned C218_B (MAP Output) was showing 0.05ohms to (-) battery terminal make me think of Short to Ground (STG). If true, suspect ECU.

Is this a 2.5L? Poster needs a signature with vehicle information.

That will work. Looking for the 5vdc Supply Voltage (C218_C) to drop out when vacuum is connected to MAP.

Not sure exactly what I'm trying to do here, but with C218 connected, backprobe C218_C with (+) and use battery negative for (-). With KEY ON check for 5.0vdc. If you have ≈5vdc on C218_C, START ENGINE with MAP vacuum hose disconnected. Watch DVOM. Should hold near ≈5vdc. Now plug in MAP hose, watch DVOM, does ≈5vdc reading drop to 0vdc?

https://www.lunghd.com/Tech_Articles/Engine/Basic_Sensors_Diagnostics.htm

Isn't C218_B=MAP Output and C218_A=MAP Ground?