yeah I tried that already (short drive up to 50 mph) ... the problem is its dumping so much fuel that my oil was saturated with it.... even if I get things relearned will it adjust levels for open loop in the future or will it always run way too rich? have three boxes of injectors coming today... I have a regulator but It has a return line and its not something I had planned to plumb up so not sure if I want to use it.

 

it's all about the PCM knowing, beyond doubt, the characteristics of a particular injector- whether learned or programmed... if the injectors match the application exactly, you'll have no issues with them... the further you venture from them matching, the more problems you'll have..

what was the specific injectors again? what was the resistance? if the PCM is sending signal to either curve or fatten pulse width, and the injectors aren't reacting as the PCM expects, it will continue to attempt- and your margins will be out of whack..

per se:

if the injectors react to slight alterations in voltage of lets say .1vdc, and that is the increment the PCM speaks to it with, the PCM may continue to climb (sending .5vdc as an example) but the injectors aren't spec'd to react the same way.. that .5vdc the PCM is sending is for a stock injector, but the aftermarket injectors just start reacting under .5vdc instead of reacting to .1vdc... the PCM has no clue that the right part isn't attached.. this would toss your readings in a tizzy..

edited to add (I was interrupted by my boss here at work- imagine, the nerve! )

these trucks don't monitor individual cylinders.. just banks.. you could have one really stupid acting injector and have issues across the board because of it.. even the o2 is the entire engine (fed rig) or individual bank (cali rig).. you would have to play around with trickery and alchemy to get the PCM to tell you exactly whats going on, and even then, how much would you trust the readings if you're playing with it?.. -

if one injector is dumping 100% dc 100% of the time, the trims will be super whacked, because the only thing there to tell on it is the o2.. if the injectors slowly react, or hyper react, to the PCM's increments, your trims will be whacked..

you're in such a pickle that if it were me- I'd be finding some OE injectors and start from scratch.. gas in the oil? that's a helluva lot of gas being applied to be able to get into the oil, no?

 

yeah I think I have a bad injector because the ones I have Chrysler Injector: Bosch 0280155703 (22.67lbs/hr@43.5 PSI (12 OHM)) are very popular for jeep swaps (5.2/5.9 as well as 4.0)... they are 12ohm and only slightly higher flow than the Stock Jeep/dodge Injector: Siemens 53030778 (22.28lbs/hr@43.5 PSI (12 OHM))...
The seller is sending me boxes of injector and wants me to help him determine which is the best fit... the whole 39 vs 49 psi is the big questioning factor here since apparently jeeps used the 778 siemans injectors back in 93-95 with 39psi pumps when the dodge trucks didnt? at least thats what the DIY thread on the jeep forum states...

 

the weird thing about injectors: toss a mathematical scale out the window when attempting to determine/map behavior under increased fuel pressures.. it seems like it will hold true, but it doesn't.. and that is both a brand/design thing, as well as an individual injector thing..

It's fortunate for you that the seller is working with you.. integrity in business is not so common nowadays..

and about the model years: from what I gather, not from studying (quite frankly these PCM's give me all I want for study all by themselves)- Mother Mopar neither led nor followed with a particular engine/config.. they would lead with the Jeeps on one application, and then put items tested from Dodge over on them.. didn't seem to be any rhyme or reason.. those slight differences can cause massive headaches when attempting interoperability..

 

this is what I was thinking as well...

 

I am guessing it is the injector connectors. Reman injectors tend to have smaller male connectors on the injector.

ALSO, do you have all the wire clips for your pigtail connectors from the wiring harness? They tend to FLY off when you dosconnect them from the injectors. If you don't have them on again, they will cause the connection to be weak and then you will get a miss every time. I had that problem with my 1996 when i changed injectors. I bo9ught all new pigtails, spliced them in and the problem went away.

Here is a way to check. If you can pull your injector connectors off with your thumb and index finger with a gentle tug...your connection is not tight enough.

 

I saw you posted that before and paid attention to that when I did it and All that would make sense it it was lean but Its running rich meaning too much fuel?

 

hmmm, well how rich are you running? What does the wideband say?

my injectors were 25.5llb/hr (24# rated at 39 psi). I was running at about 8:1 AFR. So, even though your inectors were close to stock, they could be running so rich that it STILL makes it run rich.

It just seems like more than a coincidence that you are having a MISS after cswapping injectors. Only so much can happen from A to B.

 

No I had the Mister... The injectors were replaced as a troubleshooting step... I think I'm reinstalling the stock ones since they didn't help anyway and when I get the misfire issue resolved ill try them again...with less variables.

 

Misfire* ...stupid phone..