Waiting for the tow truck.. My 2023 Gladiator Mojave has all of 3500 original mikes. We take a weekend getewayand around 250 mi the engine warning li

[Lunentucker]

Likely a misfire. See what the dealer says.

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[ShadowsPapa]

Similar issue same mileage......and then again later.

See my two posts in this thread:
https://www.jeepgladiatorforum.com/forum/threads/check-engine-light-question.72299/post-1180360

In the case of this particular post -
https://www.jeepgladiatorforum.com/forum/threads/check-engine-light-question.72299/#post-1180360

can't blame the tech. It's a very odd one-off type of thing. No, there will be no codes unless you catch it in the act". There won't be anything to look for at all because all conditions will look perfect. Duplicating the conditions under which that one occurred are extremely time-consuming and difficult - and even then it may not act up. Check out my experience with that same thing - it could go for weeks, even a month or more - zero issues. Good mpg, good power and then just when you think the ghost has left the building - BANG, it happens again, maybe really severely and you think AHA! I've caught you this time sucker - no codes. MIL goes out and all is fine and it's smooth as silk. Can't even capture a bunch of misfires - for miles, there are no misfires and yet minutes ago it was shaking so hard you were sure it was going to break an engine mount.

There is no way in the world to blame a tech or a shop for that sort of thing.
It took weeks, even months, of information gathering at the STAR level and even then when they thought maybe they had it - it was "send us all of this information and then try this".
Finally, after a few more reports - like mine - made it to STAR, they were sure and issued a TSB. It was so weird, so obscure, so difficult to nail down - I blame no one at all.
We live with vehicles operating on the edge and once in a while something is going to happen. It's not like aircraft where money is almost no object, the numbers are limited, not in the tens of millions like cars and trucks, and they can afford to spend billions on testing and achieving perfection. Stuff is going to miss once in a while.

I can relate the obscure issue like I'm talking about here to when I worked at Compressor Controls Corp. The field engineers had to go out to a customer site and take all of the readings, gather all of the information they could - all while running the customers turbo compressor on the edge of surge. Surge is destructive - you can blow a multi-million dollar piece of equipment in a heart beat.
The Series IV controller came out and it was cutting edge, a leader in the industry. The circuits were precision. Extreme controls, like always, everything documented. The supplier for one of the chips we used couldn't keep up with demand for the chip for some reason I never did know, but that's fine since other companies make the same chip with the same specs.
So we started to assemble and test that series with the chip from another supplier - same specs.
Those circuits failed the tests too often (we had a big computer that could simulate a turbo compressor the size of a locomotive - the computer was a big cabinet in the corner of a lab)
Same circuit, chips that had the same specs, and yet those failed the tests.
There was just something different about them.

That's the world we live in - even to some extent with the automotive industry.

 

[ShadowsPapa]

Likely a misfire. See what the dealer says.

I'd bet on it.
With luck, could be something so simple as a spark plug or coil pack or some dingy sensor.

 

[sabinjo]

In the case of this particular post -
https://www.jeepgladiatorforum.com/forum/threads/check-engine-light-question.72299/#post-1180360

can't blame the tech. It's a very odd one-off type of thing. No, there will be no codes unless you catch it in the act". There won't be anything to look for at all because all conditions will look perfect. Duplicating the conditions under which that one occurred are extremely time-consuming and difficult - and even then it may not act up. Check out my experience with that same thing - it could go for weeks, even a month or more - zero issues. Good mpg, good power and then just when you think the ghost has left the building - BANG, it happens again, maybe really severely and you think AHA! I've caught you this time sucker - no codes. MIL goes out and all is fine and it's smooth as silk. Can't even capture a bunch of misfires - for miles, there are no misfires and yet minutes ago it was shaking so hard you were sure it was going to break an engine mount.

There is no way in the world to blame a tech or a shop for that sort of thing.
It took weeks, even months, of information gathering at the STAR level and even then when they thought maybe they had it - it was "send us all of this information and then try this".
Finally, after a few more reports - like mine - made it to STAR, they were sure and issued a TSB. It was so weird, so obscure, so difficult to nail down - I blame no one at all.
We live with vehicles operating on the edge and once in a while something is going to happen. It's not like aircraft where money is almost no object, the numbers are limited, not in the tens of millions like cars and trucks, and they can afford to spend billions on testing and achieving perfection. Stuff is going to miss once in a while.

I can relate the obscure issue like I'm talking about here to when I worked at Compressor Controls Corp. The field engineers had to go out to a customer site and take all of the readings, gather all of the information they could - all while running the customers turbo compressor on the edge of surge. Surge is destructive - you can blow a multi-million dollar piece of equipment in a heart beat.
The Series IV controller came out and it was cutting edge, a leader in the industry. The circuits were precision. Extreme controls, like always, everything documented. The supplier for one of the chips we used couldn't keep up with demand for the chip for some reason I never did know, but that's fine since other companies make the same chip with the same specs.
So we started to assemble and test that series with the chip from another supplier - same specs.
Those circuits failed the tests too often (we had a big computer that could simulate a turbo compressor the size of a locomotive - the computer was a big cabinet in the corner of a lab)
Same circuit, chips that had the same specs, and yet those failed the tests.
There was just something different about them.

That's the world we live in - even to some extent with the automotive industry.

Yes, totally agree and I expected you to have a more rational take on it as always. I know, anyone can have a great experience or not, it's all pretty much luck of the draw.

Good news is, I do still have it and I still love driving it every time I do, I just don't trust it. It actually really sucks to love and hate the thing at the same time.

 

[Chris A]

Manufactured goods tend to break early on or near the end of their life cycle. Unfortunately someone gets the early failures. This doesn’t mean it can’t be repaired and be a great vehicle there on out. All parts could be designed to last much longer but manufacturers have to balance the cost and settle for what is reasonable. I have had great experience as well as poor experience with dealerships. Owners/ managers have a big influence on the work environment and the individual techs work ethic and skills vary. Nobody wants to have to deal with a break down especially on a trip so all here have sympathy for you. My last 5 vehicles have been FCA products and I would say they need something every year or two. I purchase the extended warranty for piece of mind and feel they are worth it. 6 vehicles back was a Toyota and although very reliable it had its problems. There was a guy on one of these forums complaining he was on his 11th transmission. Common sense tells you something else is wrong. Figuring out the root cause is likely the most difficult part of the repair. I wish you the best of luck with your new Jeep.

 

[Scott0700]

I used to own 16 bays of touch free car wash equipment. When asked, I would say they are great machines once they are a year old. Took that long to find all the bad parts they were built with.

 

[sabinjo]

I used to own 16 bays of touch free car wash equipment. When asked, I would say they are great machines once they are a year old. Took that long to find all the bad parts they were built with.

Wow. Really like that perspective. Just made me think of my Jeep in a completely different light. Hopefully that’s exactly the case with mine.

 

[Jefe1018]

So many flashing MIL nightmares with the gas V6. That’s why I’d only go diesel with a JT.

At least when my HPFP goes it will be in a ball of glory, no guessing if it’s gone or not.

edit: that’s 100% sarcasm, if you’re new here go check any diesel owner reporting a problem, sorry for the bad experience OP.

 

[Stan H]

I checked all the fluids before the trip, and none of the gauges were running hot when this was happening.

It's electrical .. I also am going with bad coil pack , or something like a bad wire or bad plug.

 

[ZoMojave]

Only a Jeep/FCA dealership can do warranty. If you have something major - go to a dealer.
Ignore the dealer-haters.
They can't authorize anyone else - and no one else is going to have the in-depth training a Jeep tech has.
I've had great luck with dealer shops.
It's mostly forum members who like to DIY who will be negative about dealerships.
I'm a life-long mechanic and trust the dealership where I take mine for warranty work.

As a career dealership technician (retired but still very much dabbles) I experienced some "pre-diagnosed" by a chosen specialist several times. Some techs took it as a slap in the face but not me. I found it quite humorous when my correct diagnosis to actually repair the vehicle turned out to be different than the specialist that was so trusted by the vehicle owner. Made my day!

I am sure that you know what I mean!

 

[ShadowsPapa]

As a career dealership technician (retired but still very much dabbles) I experienced some "pre-diagnosed" by a chosen specialist several times. Some techs took it as a slap in the face but not me. I found it quite humorous when my correct diagnosis to actually repair the vehicle turned out to be different than the specialist that was so trusted by the vehicle owner. Made my day!

I am sure that you know what I mean!

Not a career dealership tech, but in private shops for years, yeah, I get it.
I cut my teeth on true troubleshooting, made my mark, so to speak.
I always listened to what some other tech said - then did my own forensics.
I love to read of some of the "diagnosis" on the FB pages and other places. It's my version of the funny pages from the paper, I guess.

I had gathered so much information about the misfires on my 2022 JT that the dealership was able to actually search my terms and description and found the obscure bit about CCDIFF.
Another time I had gathered so much information about our 2021 Grand Cherokee misfire that they didn't have to waste a lot of time on things, searched TSBs and so on and found the issue - spark plugs, a known thing for that year/engine.

 

[Gvsukids]

Took that long to find all the bad parts they were built with.

We had the engine tick at 70k, most of our other problems were found during the first two years.

 

[DrewsJT]

Similar issue same mileage......and then again later.

See my two posts in this thread:
https://www.jeepgladiatorforum.com/forum/threads/check-engine-light-question.72299/post-1180360

Happened to me at 2,800 then again around 6,800 miles.

I'm at 10,800 miles now. Fix so far was a PCM update on the second instance. First time they couldn't find anything wrong and it went for another 4k miles before it came back.

Yes, the fix was a simple one, and mayyyybe that's the end of it for good. However, I still can't trust the damn thing and don't want to end up in a situation exactly like you're in, hundreds of miles from home and being stranded.

Just wait until your back window starts to leak or you get severe death wobble on a completely stock setup. I'll admit I'm a little bitter about my first Jeep ownership experience, but I think it's justified.

Same for me. Software flash and gone.

 

[adamjedgar]

I'm going different to.everyone else of this problem...

1. Buy yourself a scanner tool to connect to the odb port on the car. I purchased a Kinchrome one and it works great for diagnostics. Image of the one i purchased which works great

2. Its probably done an O2 sensor on the catalytic converter. The 3.6 pentastarts have 4 sensors (2on each side). One upstream and one downstream.
It takes about 30 mins to change them and I carry spares now. Cars that have had PCV Valve issues almost certainly will see O2 sensor failures because excessive oil or carbon in combustion chamber causes contamination in these sensors once it reaches exhaust system and then these sensors stop working.

If anyone here has had a pcv valve failure, make sure the fuckers at the dealership change these under warranty (its not in the pcv valve fix notes, so they dont change the O2 sensors when doing the pcv)...otherwise you will get left broken down on tue side of the road like I did (twice)

3. Also, another possible cause of your problem...My pcm is always getting connector issues with the front plug. If you have driven through water or washed out engine bay, it seems to cause problems. Try re-seating the front pcm connector (give it a clean with contactcleaner or WD 40...something like that) you'd ve surprised how often the problem is this simple.

 

[ShadowsPapa]

If anyone here has had a pcv valve failure, make sure the fuckers at the dealership change these under warranty (its not in the pcv valve fix notes, so they dont change the O2 sensors when doing the pcv)...otherwise you will get left broken down on tue side of the road like I did (twice)

If it's not in the TSB, or covered, they won't change them unless their testing shows they are out of range. And you can't insist - unless they do it as a good-will gesture, because they won't get reimbursed for parts found to be in range or good.

Same for me. Software flash and gone.

If it was the same symptoms as my 22, there is a TSB for the flash, but a force CCDIFF relearn will do it as well.
And you can actually look at that if you have JSCAN or AlfaOBD - they'll show not learned for the values.
I believe you can even force the relearn - I'd have to look at JSCAN's abilities for that.

If the OP was driving it when it happened, it's not the same thing. The thing the TSB hits on is during a hot start, and then the misfire disappears after a short time. It won't happen when driving along or after a cold start.




GPEC5 connectors are on the top of the module.
GPEC2A are on the side.
You really have to go through some nasty stuff in certain ways.............
I power wash my engine bay every 2nd or 3rd time I'm at the car wash.
All it takes is some dielectric grease to keep water from abuse out of the connectors.

GPEC2A connectors right behind the hood switches - on the engine side of the module with a NA market Jeep

GPEC5 connectors clear up on top of the module - deep water, some nasty stuff, to get those soaked ->

With all of the bracing and brackets and framework and other stuff - not sure how you'd get those wet - but I suppose it happens.................

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