Could a Mod move this to the correct forum?
This information is just for reference right now:
Since the XJ uses the older CCD bus and my engine/bosch ECU uses the new PCI bus this means that I will not be able to use the XJ 97-01 gauge cluster. All the important information(engine speed, vehicle speed, water temp, oil pressure etc) is carried on the CCD or PCI.
Basically, if you try to use the XJ cluster nothing will work except the basic things like turn signal indicators.
So to that end a very nice solution presents itself. The TJ gauge cluster is the same basic size and shape as the XJ cluster, but the newer TJ clusters use the PCI bus.
To that end a TJ gauge cluster will replace the XJ gauge cluster in my dash, it will require some basic wiring work, if possible I will de pin the XJ connectors and insert the pins where needed into the TJ cluster. This is the best solution because it keeps the stock wiring intact with fewer splices and therefor fewer places for a future failure to occur.
Anyways, here is what will need to be connected for that to work:
at the races this past weekend.
More reference information:
Quote:
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Originally Posted by Root Moose
For the interior are you planning to make the air bags functional or gut them and use them to make the interior look complete?
I don't see why the entire SRS harness couldn't be transferred over to an older XJ... it's not like anything structural changed. the sensor locations and such should still be valid unless there is some kind of a ECU tie in with the air bag ECU.
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Quote:
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Originally Posted by jtdesigns
Most airbag systems I've ran into have there own computer with them, most of the time you have to swap the srs unit with the bags. I know airbags also require a speed input too, so you'd have to get the wheel speed sensors too, or the vehicle speed sensor.. I dont know which one jeeps use.
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The XJ ACM(Airbag Control Module) is a self contained unit that sits under the center console, there are no crash zone sensors as many other airbag systems have, merely the accelerometer/safing sensor located in the module.
There is not a direct connection between the ACM and the vehicle speed sensor, The XJ ACM does use the CCD bus connect, though the wiring diagrams seem to indicate that it connects to the gauge cluster(presumably for the airbag light) and the data link connector(for diagnostic).
Regardless I still have some concern that the ACM will need the vehicle speed information available on the CCD bus. This is a problem because the KJ CRD ECU uses the newer PCI bus.
If the vehicle speed information is needed for the ACM to operate properly then I will use a XJ CCD PCM(basically a 97-01 XJ PCM) connect the 5V supply, ground, and speed sensor signal back to the XJ PCM where needed, and connect the PCM to switched power as needed. This will then take the speed signal coming from the speedo pickup and broadcast it via the CCD bus. Since the vehicle is getting rewired with the PCI bus for all critical functions the CCD will be a secondary bus system that only contains information for the ACM.
So by doing it this way I can ensure that the airbag systems will still remain functional.
Quote:
Originally Posted by phillyzj
how did you get all the electronics that you needed?
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My engine was a complete engine, with clutch flywheel wiring harness etc.
The only thing that prevents the engine from running right now are the ECU and APPS.
I have sourced an ECU and a guy in the UK is holding it for me while we find me an APPS unfortunatly for me the KJ I got my ECU out of had the APPS stolen.
At worst case scenario I have to spend 100 pounds for a new APPS in the UK.
Quote:
Originally Posted by Timmay
That's not bad at all. Hell, I spent that on my 3550. I might need you to help me find one.
Colin, you can make your own APPS for about $40. I'm thinking about doing it on the cummins because the stock one blows.
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Or just grab an APPS from any number of drive by wire cars, heck toyotas and Jeeps share the same APPS unit now.
So the last bit of engine management stuff I need is an APPS. There is a diesel XJ that I could get the APPS out of, as you can see in the wiring diagram below they only differ by a single pin(which could be moved), the real concern is if the APPS returns the same voltage between the two.
(an Accelerator Pedal Postion Sensor is basically just a big POT=Potentiometer)
Now I could use a 05+ CRD POT, which indecently is shared by newer toyotas, but it would take a good deal more work to ensure I got the right voltage out of the pot.
So for reference:
So even if the XJ APPS does not return the same voltage a variable resistor connected inline could allow me to play around with it so that I got my throttle input right.
Well the tow truck arrived today with the MJ, battery was dead so I had to push it up into the driveway.
Put the battery charger on it and after a few hours it cranked enough for it to catch and startup.
Had the battery charger on all day untill about 6:30, took the charger off, started it once, then shut it off. An hour later I came back and it turned over once or twice and then just clicked.
Ran down to sams club and got a new battery, dropped it in and it fired right up. Moved it back and forth a little bit before backing it out of the driveway and going for a quick spin in my culdesac. Drives just fine, brakes feel a little soft.
Oil on the dipstick looks about 2 quarts overfilled(way overfilled), right now after it runs for a little bit oil just spits out from around the valve cover. I will drain some oil, degrease engine, and then take a look at things.
I saw no evidence of coolant leak when I drove it. Who knows.
Oh ya, and the parking brake doesn't work. Also, it was a trip not to find it next to the center console, I wasn't expecting that.
Getting closer, got some misc connectors and crap I need to tie the CRD harness into the XJ dash harness, though they are slightly different so I will need to trim the plugs to fit. (they have an indexing tab so you can't install the wrong plug in the wrong place, great when you have 3 similar plugs together, not great when you can only find the one plug) I might check and see if I can get some repair connectors from Jeep that will give me the correct plug so I dont have to trim some off the plugs I have now.
Some more parts arrived:
Hehehe......return home from my early class, looky whats here at the door:
Now lets get her inside and open her up!
Ohhhhh purdy:
As you can see its just a normal H3 bulb. I'm thinking H4 Xenons for the headlights, and H3 Xenons for the low beams........hehehehe
I decided they would look better out in the sun, so I went and took some more pics. Turns out they are way cooler looking out there:
Snapped some pics under the MJ today:
Ew, 2wd, gross!
Some light surface rust on stuff, but nothing structural or cancerous. Might try to get it sand blasted instead of wire-brush-drilled.
The one part of the body where I will need to do bodywork:
Testing out the 2500 flares, they basically take up the same amount of fender space that the 97+ flares do, but have a somewhat different "squared off" shape to them.
We will not be able to use the 97+ flare tie downs without modification:
Bought a parts jeep today, 2001, 48k, and abused:
I just want it for the dash/interior stuff to convert the interior of the MJ, I am hoping the paint will come off, if not I will just replace the visible panels. Real shame someone spray painted the interior, it would have been otherwise nice parts.
So it will have a number of parts for me to use, plus a 48k mile engine/trans to sell off, plus whatever misc parts.
Bought this NV3550 for my MJ today for $550:
As you can see the bellhousing is broken so I got him down by $50, its the wrong bellhousing for me anyways, pictured next to it is the correct bellhousing for the CRD engine.
MJ gets some new shoes:
Got em for $300 locally, wheels are just about perfect, nar a scratch on them....for now.
Got the master/slave combo out of a 96 today, gonna go back on sunday and grab a NP242.
Here you can see the difference between the 4Liter bellhousing and the CRD bellhousing:
Got the master/slave, plus a bunch of other junk for $26.
Got in my indicator lights, APPS, and ECU.
I only need a new injector top and some diesel before I can start this sucker up!
Quote:
Originally Posted by MiguelXJ
Damn you work fast... 
Good luck on the project! looks promising! :chug: |
Not quick enough.
Got me a transfer case out of a 98 today, paid $100 also got the wheel skid plate, and power seat pedistal for a grand total of $130. Not too shabby, I should told him it was out of a 94 and then it would have been $75.
Lotsa junk in my garage:
All bolted together:
Slave mocked up:
A limited lace wheel and transfer skid:
Nothing new, just some pictures of more parts:
Not sure if my pedals in the 88 are going to work right for me(at least not without some work), so I grabbed these pedals from a 96 (96 pedals will bolt to the dual diaphragm booster, and my master without issue, and at $10 its hard to complain)
Now I had already grabbed a clutch master/slave setup, but I found one at the junkyard that is a new replacement, so I decided it was a slightly better part, so once again for $10 I got something that should be a little better:
(the original one)
(and the nice "new" one I grabbed today)
The dual diaphragm booster out of the 01:
This is the 8.25 that will be going in there at some point:
And of course the heated leather seats of out a 01 XJ limited that will be installed:
Got a set of doors off a jeep being parted:
Problem is they have brown door panels.....grr, I have a good black drivers door panel....but no good passenger door panel.......still gotta find one.......
Ok so these are the engine mounts for a diesel XJ,
then here you can see that while the mounts are similar in design, they do not bolt in the same place, rather they set slighter further back in the engine bay, and utilize some different bolts.
Now from what I can see in the pictures of those mounts and from looking at my engine it looks like these mounts might share the engine side bolt pattern, if this is the case then I might be able to get real lucky and just have the motor boltin to the engine bay, boltup to the factory tranny support, and not have to build either of those.
If I am not so lucky(which history would seem to indicate that I am not), then I will not be able to use the engine side bracket, in which case using the XJ diesel motor mounts will probably still be better, they set further back and are almost necessary. It appears that trying to use the gasser XJ mounts will actually interfere with things like the AC compressor, Injection Pump, and Power steering. So right now the plan is to use diesel XJ mounts, and probably have to build my own engine side brackets.
Now something else has come up, if my ECU came from a vehicle with a SKIM(sentry key immobilizer module) then I will either need to get the calibration reset from my ECU, or get a SKIM and transponder key and have both the SKIM and the ECU reprogrammed via the DRBIII to match.
MJ: Project CRD is born
