Crackhead resurrection

Merry Christmas to you and your family as well!

transfercass takes straight 75w gear oil. But just use the same shit you put in your diffs. 75 is impossible to find. If you pop the actuator off again make sure to move the shaft around until you can freely move the front drive shaft. The Your in 2wd proper.

 

https://www.ebay.com/p/659042036


this is the oem stuff. $$$$

 

Drain,



Fill,




27'lbs I think***

 

Pretty sure my jeeps tcase used atf? Quick search said toyota uses 75w90 gear oil?

 

How much fluid? Just till it comes out the fill port?

 

Just like a diff

 

Yep. My manual says 1.1 quart.

 

Only Toyota t cases that took atf were 2nd gen 4runners with the 3.0 slow

 

Now I gotta figure out what brand of fluid I want to use.
https://youtu.be/WVLwpL_CYjA

 

Could use new crush washers on fill and drain plugs although many swear you don't really need to change them. Just something to think about.
Here's the how to thread from tundra solutions. One of these days I'll figure out how to hyperlink a word instead of posting the whole thing.

 

Updated plan to combat the P0125 code... First verify readings are in spec from the oxygen sensors. I will do that today.







Assuming everything is in spec, I will then order another T-stat and test it with vibeos.


Assuming that doesn't fix it, the only other thing is the ECM...

 

Some mfgs. design their transfer cases to use the same lube as the ATF, just in case the seal between the two fails, and oil gets into the ATF fluid, or verse visa. Other mfgs design a seal that never fails (at least I'v never heard of this), and so gear lube can be used in the transfer case with low risk.

 

Here is some live data for the Oxygen sensors rolling about 50.
https://youtu.be/zfagfZ8VY-c

Unsure how I could fix these issues...

 

So... did some more live data viewing and figured out why the fuel trims from the Oxygen sensors weren't reading earlier. It was because I was in open loop. The fuel trims only register when in closed loop.

https://youtu.be/6zGs-PXFtsQ

In this video I wrote on the screen when I noticed something I thought was interesting. At one point I pulled off the road, and turned the truck off. That put the fuel system in closed loop so I could see if all the sensors were reading fuel trims. They were not all reading.

I restarted the truck around the 4:30 mark in the video. As soon as Bank 2, Sensor 1 Fuel Trim went positive (4:36) the truck switched from open loop to closed loop.

The RL Bank 1, Sensor 2 never read any values for the Ms which can be seen around the 5:30 mark.

All of the sensors are reading voltage. Bank 2, Sensor 1 needs more review. I think its a little sketchy...

I might be looking in the wrong spots, or drawing inaccurate conclusions based on a lack of information about how the system operates as a whole.

TL;DR: B1,S2 never read a Ms value when in closed fuel system. Need to check B2,S1 wiring...

 

It looked like the fuel trims varied some between the two banks in closed loop. Also, what does the RL abbreviation mean?

 

Rich Lean. I mean, given the history of this truck, I'm expecting some variance. I'm just not 100% sure what to do with this information...

I'm expecting some variance given the history of this truck. Just unsure of a direction to pursue...

 

Ah, thank you. After the engine went into closed loop, bank 1 is negative and bank 2 is positive. So the ECM is reading one bank too rich and the other bank too lean. That jumped out at me that it might be important. The sensor 2 downstream positions just check catalyst efficiency, so the B1S2 0 ms issue may not be a huge deal.

 

Is it possible that the manifold are just a hair loose on either side? Could that be a potential cause of the too lean on one side?

Also, according to the FSM page posted up above there are two B1,S2s. I'd be willing to bet that both front (upstream) oxygen sensors are Bank 1, and both the rearward (downstream) are Bank 2.

Perhaps this is another typo like the amount of transmission fluid.

 

This is the best I can do with a pinhole microphone on my way to work.

https://youtu.be/e7UoZl4-xlQ

 

@tvpierce, hoping to get your input on these issues, or at least advice.

 

Been driving crackie since Saturday when I picked up the shell. Total of approximately 11 hours of driving time. I threw a worm drive hose clamp on my coolant leak before leaving to pick up the caaaaaappp.

Hasn't dripped a drop, and the over flow reservoir is a little above where I had marked. Engine is hot, and I marked it cool. Normal.

 

Congrats on the 4WD working again.

Don't have any input on the O2 stuff, sorry to say.

Does your truck have the 1st gear / SHIFT L option you can combine with 4LO?

https://www.youtube.com/watch?v=1znZ1lrqrDk

 

His is a 2000. So the shift options are different. Limited to the 4 speeds available. Can select maximum gear, 1-4 (OD)

 

Thanks! @KNABORES is correct.

I thought that shift L was a double cab only option.

 

no, its a 05-06 thing with the 5 speed... was cheaper to do than designing a whole new shifter column to handle another gear option

 

Can officially rule out coolant leaks as a cause of P0125, including the coolant sensor.

 

Also, since we're still over 100 posts away...

Post number 1,666 is reserved for whatever @w666 wishes to put there.

 

My new high mount stop light assembly finally showed up for the camper shell. I could tell it wasn't sealed worth a damn just like the reviews said.

Drilled two holes in the back of it, and then filled that dude up with flex shot.


The lighter grey line between the black back plate, and the silver reflector is all flex shot.


It even smooged itself around the ends!



Hoping to install on the next dry day...

 

That's smart. I was dumb and didn't do that for mine. But it's cheap enough and not too hard to replace.