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Stock XJ Cherokee Tech. All XJ Non-modified/stock questions go hereXJ (84-01)
All OEM related XJ specific tech. Examples, no start, general maintenance or anything that's stock.
I'll bet that motor is out of a Wrangler or Grand Cherokee. (In other words, the redesigned block used in 00-06 TJ's and 99+ GC's). Does it have a spring loaded tensioner for the belt and the mechanical fan sort of in the middle of the engine??
The sending unit (which is exactly what that is) can be (and is on my 95) just a single wire. In fact the wiring is the same for the idiot light and the sender. My XJ had the low end instrument cluster originally, I swapped it out and all I had to do was swap the actual cluster, the temp sender and oil pressure sender. The dummy light switch (the comparable part to the sender) is actually just a short version of the sender -- that one is the longer sender length part.
If it's a newer style block, that could also explain the TUPY head - they used TUPY heads out of the factory starting in 03 or 04 after the casting defect issues with the 0331 heads started showing up.
If they did swap in a newer block, it will be interesting figuring out parts... which stuff is XJ version, which is Wrangler/GC version.
I'll also bet that if the engine IS the updated block, that that would also explain the TPS issues - I just did a quick check on Autozone.com and the TPS part number for a 00 XJ is DIFFERENT than the part number for an 04 (just picking a reasonable guess) TJ -- BUT looking at the pictures, they appear to be visually the same.
Volvo -- look at your PCM (engine computer -- it's the flat silver box mounted on the fender or firewall with 2 or 3 big wiring connectors plugged into it) and get the part number. There should be a sticker with the part number on it. Then take the VIN and call a Jeep dealer and have them tell you the PCM part number your Jeep is supposed to have. (Don't let them tell you they can't, they were able to find mine for my 95 in minutes.)
I bet the PCM is out of the donor vehicle. The dealer can tell you what vehicle the PCM came out of. See if the new TPS part number matches the PCM, if not put the part that matches the PCM in there and I bet you'll resolve that issue as well.
So I confirmed the PCM is from a 2000 Cherokee Xj.
Below is a picture of the timing belt. I'm thinking this engine is from a wrangler. This whole setup just looks off. This cherokee is a dumpster fire.
That definitely does have the look of the newer block. It may have been a Grand Cherokee since I think the GC used a dual electric fan.
Didn't you say the Jeep ran well? It's not a dumpster fire, just an interesting project. Putting a newer block in an XJ is not easy, but can be done - obviously.
Edit - can you take a pic of the front of the engine from underneath?
So looking at Autozone, the TPS for a 00 XJ and a 00 Grand Cherokee is the same part number despite the engine block being different (remember the GC used the newer block design). This is good, as it means that you're back to the "possible faulty part" or "wiring/connector/clockspring" as the likely cause of the TPS codes.
It wasn't clear, did the connector for the Oil Sending unit on your vehicle match the sending unit you pulled out or not? It appears the sending unit is the same for 00 regardless of the block style, so it should just be a matter of extending the wiring. Cut the wire to the sending unit connector with enough wire on each side to strip, solder a suitable length piece of wire of the same gauge (or use a butt splice) to each end, wrap the soldered/spliced section in electrical tape or heat shrink tubing and plug it in. It should work great.
Don't get discouraged or upset that the engine was swapped - if the Jeep runs great and everything works, there's nothing wrong with running the newer block in an XJ. The main reason it is not USUALLY done is because it's a ton more work to do the swap. In your case, that work seems to be almost completely done already. You'll just have a unique Jeep.
If it's a big problem, though, I'll gladly take that dumpster fire off your hands for you for a few hundred bucks.
Hahahaha - It doesn't sound like there's a whole lot actually wrong with it, the clock-spring is pretty easy to replace and you can unplug the TPS, clean the connector and inspect it without paying a dime. I'd be looking to see if the TPS wiring needed to be extended (or was too long and came in contact with a hot exhaust pipe or was pinched) and see if it's nothing more than correcting and routing the wiring for it.
I thought there was something wrong there from the beginning. But I was kind of attributing it to the first shot. Little to tight. Could not really see what was going on.
So I figured I would not know what I was talking about and did not respond.
First thing I noticed was the oil filter. No adapter. But I thought I read about guys doing away with it so.........
Then there was the position of what looked like an oil sending unit. But if you can do away with the adapter then it has to go somewhere.
To frank I am just glad to know I was not seeing things.
02-07-2019, 12:44 AM
