Cherryokee

I originally posted this trouble into a similar thread that I high-jacked. A tip o' the hat, thanks and apology for piggy-backing to member "ohtwochair" for the thread titled "2002 Jeep Grand Cherokee starts and shuts off after 3 seconds". The conditions of the original thread are different enough to prevent usefulness or mislead others unless visitors/members conduct advanced search. I will pick this up from this morning, the second time the problem happened, but with brief reference to the first.

Also, thank you to "Dave1123" for support to first problem statement via PM and hoping for more of his excellent guidance because right now I feel I'm drowning in my own car-pool...

Cherryokee

It seems the DTC P1686 & P1687 trouble began after I applied CRC White Lithium spray grease to tailgate latch and driver door lock cylinder locations. After the overnight, my 2000 WJ would start, runs 3 seconds then quit. The alert chime sounded, the SKIM indicator illuminated and gauges appeared dead through the start-quit cycle. Power is not the issue as that was among the first things I checked (per 2000 WJ FSM section on VEHICLE THEFT/SECURITY SYSTEMS). I must continue to assume that this problem must be due to grease contamination to the driver door key-lock cylinder switch and/or tailgate latch switch(es?).

Cherryokee

In getting the Jeep to run during the first instance (yesterday) I should have tried to restart after clearing the P1686 & P1687, and manually re-actuating all previously greased locks/latches/switches. But I foolishly wiggled the connectors to the PCM too, and I did it aggressively (due to my frustration). Restart & run was successful but a new item appeared (at least I think it was a new add-on) as the CEL illuminated. That's when the DTC P1698 showed. (At this point I think that PCM connector wiggling broke a wire/crimp or solder joint in the PCM.). A whole day round-trip north to the beach in Maine went off without a hitch after that. It started and ran home without trouble late last night.

Cherryokee

I thought I had the problem licked after all that but it came back just in-time to make me late for a job interview (I had a plan-B to use my ailing but drivable Subaru, another story for another forum). This multi-part lengthy thread was started so the problem can be better detailed in the hope of helping others. I'm also hoping for more insights - especially on DTC P1698 because obviously (by now) I think I introduced that as a secondary condition to the initial DTC P1686 & P1687.

Cherryokee

Thanks to a comment in a PM from Dave1123, I got some electrical cleaner spray chemical products, also made by CRC. One is QD Electronic Cleaner and the other is Lectra-Motive Electric Parts Cleaner (for use on energized equipment). I will use the Lectra-Motive to attempt cleaning the lithium grease from the latch/lock/switches. The QD Electronic Cleaner will be used when I clean the PCM connectors - yes, I will continue to mess with that against my own better judgement (ha) but not until I can get past the P1686/P1687.

Scream at me now for my idiotic masochism and/or stay tuned for further weeping, wailing and nashing of teeth!!!

It's time for me to get dirty before the wife gets home from work...

dave1123

Just for information, the switches on the hatch latches are plunger-type microswitches that mount with a phillips screw. I doubt any lubrication could have gotten into them because the stems of the plungers are about 1/2" long.

HOWEVER, the switches on the other doors are built within the body of the latches. There is a good chance the lube, being lithium grease, has shorted the switch contacts and are sending a message that the door(s) is(are) locked. Lithium is a conductive metal after all. You might be able to track down which one it is by opening each door and checking if the courtesy lights come on or not. Check with the key on accessory so the lights will dim out quickly.

Cherryokee

Okay. I'm already crying in my beer. This P1686/P1687 has me stumped. I'm ready to hang it up for today so I can have more beer.

Hi Dave1123, I didn't see your reply until after putting up the beer comment. I have sprayed Lectra-Motive in the latch mechanisms and am about to blast compressed air in them too. I will continue the attempt to isolate.

FWIW, I'm beginning to think this was all coincidental with the lube job, that the failure (whatever it is) was on it's way to the surface anyhow and doubting that this is the right path to follow at-all.

dave1123

Okay, P1686 is "no signal from SKIM bus" which is why I originally thought you sprayed the ignition lock cylinder.

P1687 is "no signal from mechanical instrument cluster module" so I really haven't a clue what's going on. I think you are right, these symptoms have nothing to do with your lube obsession.

This might be a PCM pin connection problem. Apparently it's intermittent because you drove it quite a ways anyhow. When you pull the plugs on the PCM, try not to wiggle them too much, but pull them straight out. Check for bent pins, corroded or loose sockets, or bare wires at the plugs. The PCI data bus is 5 volts and the sensor inputs are also.

Your P1698 code is "Bus communication failure to PCM" so that shows a problem with the connectors at the PCM.

Cherryokee

Ha ha...you said I have a lube obsession! Don't we all?!? ROTFLMFAO!

I understood why you thought I sprayed the ignition lock. And BTW I just finished the door/courtesy-lamp exercises to isolate if it's a latch issue and all functioned normally. Also just blew-out the jizz from every one of the obsessed, er, lubed latches with compressed air but still no dice.

So, now I'm following the path of PCM to BCM to SKIM. Not sure if order of codes has priorities that matter but from my Crapsman scan tool they're ordered as #1 is P1698, #2 is P1687 and #3 is P1686 - a fair enough indication to start at the PCM - TOMORROW - because now it's beer-thirty.

SteveMongr

All three codes have the same thing in common, communication failure between components.
P1698 is a failure to communicate with TCM, transmission control module. A secondary cause for the P1698 is an aftermarket remote start system which would interfere with communication to PCM, power control module.

There could be components not fully connected/bad connections, faulty grounds, damaged wire harness, or previous owner messed with wiring installing remote start or other add-on that involves the SKIM system.
Following links will familiarize you with locations and function of electronic components, also control modules.

"P1698 (M). No CCD/J1850 Message From TCM
No CCD/J1850 messages received from the electronic transmission control module (EATX) or the Asian transmission controller.

P1698 (M) No CCD/J1850 Message From PCM
Bus communication failure to PCM. A “Companion DTC” was set in both the ECM and PCM. May be caused by after market remote starter. Remove after market remote starter. This code can be set as the remote starter is activated and the pcm receives ignition run voltage and the tcm does not.

http://wjjeeps.com/faultcodes.htm
http://wjjeeps.com/pdf/wj_component_locations.pdf
http://wjjeeps.com/modules.htm

Cherryokee

No remote start in this baby. She's bone stock. The PO made no mods.

I see the common thread of "CCD/J1850" across all three codes. Planning to focus primarily on P1698 and the connectors, harnesses and grounds associated to the condition(s).

What does the abbreviation "CCD" stand for? I cannot find the definition in my FSM. Prob'ly doesn't really matter but I'd just like to know...

dave1123

CCD stands for Chrysler Collision Detection. The J1850 is the network protocol level used by the module. Why that would have anything to do with your problem, IDK.

Cherryokee

Thanks for that. There have been no collisions (knock wood) and I hope it stays that way. CCD is just a part of the message displayed on the scan tool and it is also included in the brief descriptions corresponding to these three DTCs. It is the common theme.

This morning before breakfast, oddly enough, after running the instrument cluster self-test and seeing all three codes repeated, the Jeep started and ran. Gauges all showed flat nothing, Check Gauges lamp was illuminated along with the CEL. The SKIS lamp illuminated after a period of time but the engine continued to run. I used it as a good opportunity to unblock the driveway and back her into the garage for further work.

I went back to it after breakfast. I knocked on the JB/BCM box, just a couple light raps for good luck, before beginning the next round and cranked her up, again just out of curiosity for this random/intermittent behavior. She started and ran, the gauges all showed-up as normal and only the CEL illuminated (for the P1698). Now my focus will be on fuses and the BCM-to-SKIM connections. I hate going upside-down under the dash but if that's where this is leads me then it will have to be done and I'll pay in aches and pains later. It's times like this when I wish I was half my age and knew what I know now...

Cherryokee

Hot in the sun but there's nothing like natural daylight for inspection. It's not pretty but all connectors were uncoupled, inspected and sprayed with cleaner. Harnesses were checked at all pinch/flex/chafe points too. Nothing evident or noteworthy to report. Will put it all back together now and go after the PCM connectors next.

SteveMongr

I recall numerous mentions of CCD bus error messages in Cherokee XJ and Wrangler forums. The XJ error message was related to dash cluster issues, connection and/or ground wire. Following are some snippits

"...messages to the instrument cluster gauges are sent over the CCD bus from the body computer. The CCD bus is a two wire differential communication bus which allows the micro-processor in the body computer to communicate with the instrument cluster microprocessor."

"...CCD bus runs all sorts of places, the mini trip computer, the RKE module, the TCM, the PCM..."