2.0 E Torque long crank and dies

[AlexAshley]

Hello all, I’m new to the page. I’m having an issue with my 2018 JLU 2.0 E Torque with 41k miles than neither I nor the dealer are having any luck diagnosing. Jeep started and ran fine for about 30 seconds, died and now cranks for an extended period of time before starting and then dying. No engine codes. Initially I thought it was bad fuel, pulled the tank, cleaned it out and flushed the lines up to the high pressure pump. In tank pump is making 80psi of pressure and has good flow/volume with the line off. With my friends assistance (he’s a Mopar tech) we have gone down quite the list of diagnostics. Replaced, fuel pump control module, low pressure fuel pump, high pressure pump, injector rail, PCM, cam sensors, throttle body and tested with a known good fuel pressure sensor. Pulled the valve cover to confirm that the cam lobe isn’t spinning on the shaft as they are pressed on. All connectors have been removed and inspected for water and corrosion. Circuit from PCM to fuel quantity solenoid has been load tested. Also scoped it to make sure that the PCM is sending signal to the fuel quantity solenoid. Limited information on the internet, hopefully someone else has had a similar issue and found a solution. Any direction would be appreciated. As of now my next guess/throwing of parts at it is to replace the crank sensor.

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[JeepCares]

Hello all, I’m new to the page. I’m having an issue with my 2018 JLU 2.0 E Torque with 41k miles than neither I nor the dealer are having any luck diagnosing. Jeep started and ran fine for about 30 seconds, died and now cranks for an extended period of time before starting and then dying. No engine codes. Initially I thought it was bad fuel, pulled the tank, cleaned it out and flushed the lines up to the high pressure pump. In tank pump is making 80psi of pressure and has good flow/volume with the line off. With my friends assistance (he’s a Mopar tech) we have gone down quite the list of diagnostics. Replaced, fuel pump control module, low pressure fuel pump, high pressure pump, injector rail, PCM, cam sensors, throttle body and tested with a known good fuel pressure sensor. Pulled the valve cover to confirm that the cam lobe isn’t spinning on the shaft as they are pressed on. All connectors have been removed and inspected for water and corrosion. Circuit from PCM to fuel quantity solenoid has been load tested. Also scoped it to make sure that the PCM is sending signal to the fuel quantity solenoid. Limited information on the internet, hopefully someone else has had a similar issue and found a solution. Any direction would be appreciated. As of now my next guess/throwing of parts at it is to replace the crank sensor.

Hi,

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[alphawolff]

Hello all, I’m new to the page. I’m having an issue with my 2018 JLU 2.0 E Torque with 41k miles than neither I nor the dealer are having any luck diagnosing. Jeep started and ran fine for about 30 seconds, died and now cranks for an extended period of time before starting and then dying. No engine codes. Initially I thought it was bad fuel, pulled the tank, cleaned it out and flushed the lines up to the high pressure pump. In tank pump is making 80psi of pressure and has good flow/volume with the line off. With my friends assistance (he’s a Mopar tech) we have gone down quite the list of diagnostics. Replaced, fuel pump control module, low pressure fuel pump, high pressure pump, injector rail, PCM, cam sensors, throttle body and tested with a known good fuel pressure sensor. Pulled the valve cover to confirm that the cam lobe isn’t spinning on the shaft as they are pressed on. All connectors have been removed and inspected for water and corrosion. Circuit from PCM to fuel quantity solenoid has been load tested. Also scoped it to make sure that the PCM is sending signal to the fuel quantity solenoid. Limited information on the internet, hopefully someone else has had a similar issue and found a solution. Any direction would be appreciated. As of now my next guess/throwing of parts at it is to replace the crank sensor.

Compression test? A quick test is pulling the PCV hose off and cranking it. We once had contaminated fuel score the cylinder walls absolutely destroying the engine compression. It reacted very similar to your scenario. Cranked once ran like shit then couldn't really get it running. Once in a blue moon we could get it running but would barely idle and ran like shit. Popping the PCV hose off showed an insane amount of combustion gases entering the crank case.

If no codes are being thrown then the fault is a component that the PCM can't monitor, so you need to go after things like that. Be sure to put a noid light on the injectors/coils to make sure you're actually getting fuel/spark pulse. The PCM driver can die and not realize it. I've seen ASD circuits fail as well and not throw a code. These are usually ground side drivers for fuel/spark control.

 

[AlexAshley]

Compression test was within 5psi across the board, I’ve read in another post of crank position sensor failures that take several miles to show up as a fault code. Just pulled the old one out, new one will be here in the morning. If this doesn’t fix it I’m going to pull the valve cover back off to verify timing. I can spray carb cleaner in the intake and keep it running as long as I feel like fogging it in. Runs fine, not missing and no codes. I know that the fuel pulse for the high pressure pumps fuel quantity solenoid is part of the timing but Mopar data isn’t the most specific about the theory of operation for the system.

 

[alphawolff]

Compression test was within 5psi across the board, I’ve read in another post of crank position sensor failures that take several miles to show up as a fault code. Just pulled the old one out, new one will be here in the morning. If this doesn’t fix it I’m going to pull the valve cover back off to verify timing. I can spray carb cleaner in the intake and keep it running as long as I feel like fogging it in. Runs fine, not missing and no codes. I know that the fuel pulse for the high pressure pumps fuel quantity solenoid is part of the timing but Mopar data isn’t the most specific about the theory of operation for the system.

If the high pressure pump is getting 80PSI then I would really rule out a fuel delivery issue. Put a noid on an injector connector to confirm fuel pulse at the injector itself. Even in a 0 fuel pressure scenario the injector should still pulse.

Based on your testing of it running on carb cleaner this is almost certainly a PCM driver issue (if you have spark pulse allowing it to run off carb cleaner then all timing is correct and you should have fuel pulse). I assume you've had your mopar tech friend scan the vehicle with wi-tech?

 

[AlexAshley]

It’s making 80psi from the low pressure in tank pump to the high pressure pump on the engine. Mechanically I’m certain that the fuel delivery system is fine, but the fuel quantity solenoid is not activating to build high pressure at the rail. On occasion it will long crank and run fine for several seconds. Also had it to start and run fine for a few minutes one time. I may take it back to him and get him to use the Mopar scope on it to watch the injector pulse. I’m assuming it’s pulse width also. As far as diagnostics, he used his computer/portal that’s Mopar specific, we’ve been over all the tech data and scenarios over and over can’t seem to find a similar case. I do agree that the timing should be correct if it runs fine on spray. I’m starting to wonder if I have a E torque issue, no lights or codes to indicate it but I’ve read up on some of the ram trucks with e torque and it seems like they have some issues that as somewhat similar but not without fault codes.

 

[mtbbiker]

New to this forum as I’ve always liked the Jeep wrangler. But I’m Nissan Tech and I believe the system are alike. The PCM uses a relay to power up the solenoid off the high pressure fuel pump. The relay’s contacts goes bad and no longer send power to the PCM, for control of this solenoid. Nissan calls this relay a 1M (one make) relay and blue in color. It’s under the hood on Nissan, but I have no ideal where it’s located on a Jeep. Hope this helps!

 

[Jeep Wick]

Maybe a relay, but I am wondering if it's a BCM (body control module). Others have had issues with the keyless start and it was a faulty BCM.

 

[AlexAshley]

New to this forum as I’ve always liked the Jeep wrangler. But I’m Nissan Tech and I believe the system are alike. The PCM uses a relay to power up the solenoid off the high pressure fuel pump. The relay’s contacts goes bad and no longer send power to the PCM, for control of this solenoid. Nissan calls this relay a 1M (one make) relay and blue in color. It’s under the hood on Nissan, but I have no ideal where it’s located on a Jeep. Hope this helps!

New to this forum as I’ve always liked the Jeep wrangler. But I’m Nissan Tech and I believe the system are alike. The PCM uses a relay to power up the solenoid off the high pressure fuel pump. The relay’s contacts goes bad and no longer send power to the PCM, for control of this solenoid. Nissan calls this relay a 1M (one make) relay and blue in color. It’s under the hood on Nissan, but I have no ideal where it’s located on a Jeep. Hope this helps!

New to this forum as I’ve always liked the Jeep wrangler. But I’m Nissan Tech and I believe the system are alike. The PCM uses a relay to power up the solenoid off the high pressure fuel pump. The relay’s contacts goes bad and no longer send power to the PCM, for control of this solenoid. Nissan calls this relay a 1M (one make) relay and blue in color. It’s under the hood on Nissan, but I have no ideal where it’s located on a Jeep. Hope this helps!

It’s very similar, wiring goes from PCM through one cam lock connector and to the fuel quantity solenoid. Tested wiring and actually back probed it at the PCM and ran directly to solenoid just to confirm the same issue and factory circuit testing was correct.

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