Ωhm

Okay, understood.

You piqued my curiosity when you mentioned DRL using just a relay. Interested in looking at something. Needs proofing, untested.

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)). D2_4: B+ (Hot during KEY ON and Hot during CRANK).

YR? ENG? TRANS?

Is this the vehicle your looking to install DRL on?

woops

I like that two tone one on the left. Not the best example but you get the idea. Photo from @Big_Mark

Could just be an illusion caused by the camera, but that shackle looks shorter, bolt to bolt, than the other one.

STFT is saying throw more fuel at it, yet LTFT is steady at 128. INJ PW seems high (normal 5.5mS-5.8mS), but this ain’t factory stuff and your at CLOSED LOOP, which means your well within the Range of Authority for the ECU. IAT needs some looking into, sensor is hard to get now. Not sure if this would cause high ECT numbers.

Closed Loop is a good thing.

REM ?'s Closed Loop? INJ PW? °FIA? STFT? LTFT? Wondering if your engine is running LEAN.

True, location, location, location.

During engine CRANK, RPMs must reach at least ≈300RPMs in order to wake up the ECU. Also, engine speed (RPMs) determines CPS signal strength. Maybe problem lies with poor condition of BATTERY, STARTER or both when engine is COLD. Try CRANKING with the gas pedal at WOT, should increase CRANKING RPMs, then slowly back off throttle as engine CRANKS. Backing off the throttle or hitting ≈400RPMs will disable the Clear Flood Function used by the ECU.

Now someone tells me there's a spoon within the FedEx emblem. What do ya think?

Doesn't Torque have a lot to do with gearing? Now if your interested in throwing more fuel at it, check these links out. Renix Wideband O2 Control Using the R.E.M. REM Wideband o2 Sensor Converter

I'll admit it. Now I always see it. I can't make it go away.

Jeep (RENIX) are in the 5%'ers. Waveforms Injectors pg_9.pdf Battery Voltage less than O2 Heater Voltage, I’ll bet has something to do with Reverse Battery Protection for the REM, if that even exist. Note the 0.7vdc (diode voltage drop) difference between the two readings.

I wonder why Battery Voltage (VLT) is lower than O2 Heater Voltage (vHT)? Maybe just a REM thing, if so, good to know.

This is normal. 2-3 second prime, every time at KEY ON.

Sounds like stumble is ECUs attempt at Closed Loop (LP). Which Loop Fault code did you get? Loop Fault Rich: ECU Closed Loop Attempt failed, too rich to correct. Possibly too large injectors, other fuel system imbalance. Loop Fault Lean: ECU Closed Loop Attempt failed, too lean to correct. Possibly faulty o2 sensor, weak fuel pressure, other fuel system imbalance. – TIP: This code is more common during cold weather starts as the first Closed Loop attempt may fail due to the Cold Fuel Enrichment value still being too high. This code can be ignored if the 2nd closed loop attempt succeeds. This can be a PITA but INJ2 & INJ4 cavities on the ECU are C202_A3 & C202_A4. Check this connector, visual, make/break it.