Emissions problem, Ripp supercharger/Headers (See Post #23 For Important Info!) - Page 3 - JeepForum.com
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Go Back JeepForum.com > Models > Jeep Wrangler Forums > JK Wrangler Technical Forum > Emissions problem, Ripp supercharger/Headers (See Post #23 For Important Info!)

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Unread 03-30-2014, 06:28 PM   #31
Blown08
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Ding Ding! System too lean is back. After 45 miles this time.

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Unread 03-31-2014, 01:14 PM   #32
RIPPMODS
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Quote:
Originally Posted by Blown08 View Post
Ding Ding! System too lean is back. After 45 miles this time.
PM sent.
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Unread 04-01-2014, 11:34 AM   #33
Ripped08
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My 3.8 2008 with Stage II, RIPP longtube headers passed AZ. with flying colors..
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Unread 04-07-2014, 02:08 AM   #34
Maximous
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Quote:
Originally Posted by RIPPMODS View Post
First and foremost, any relocation of the factory O2 sensors and Cat's CANNOT be certified as 50 state legal, and it is why we do not advertise them as such.
Your knowledge of the use of O2 sensors in the exhaust is flawed in that most computer control vehicle system will utilize the O2 sensors for fuel trimming purposes, this goes with race cars as well.
Our standard arm headers do come with High flow CATS to allow for a check engine free environment, which is what you have. What you do not have is emissions readiness which CAN be remedied by one of the above listed checks and by performing the readiness list listed above.

What we do advertise is a check engine light free environment. That we delivered, your vehicles emissions readiness is a result of an issue with your specific vehicle. Our calibrations do NOT mess with that, otherwise we would NOT have received our CARB EO number on out 2007-2011 system, which IS advertised as 50 state legal.

All that said we do understand your frustrations and are trying everything we can to address your vehicles specific issues.

RIPP
Hi All,

Yes, my knowledge of O-2 need is far from complete so that is a fair enough statement.

Also, yes, Maybe I said "emissions legal" above but I did actually mean is MIL free which in my state of NH is essentially emissions legal.

I appreciate you understanding on my frustrations. They mainly revolve around the length of time it has taken to resolve the issue. This is of course partially my fault as I have been in and out of the country for the last 16 months.

I have however thoroughly gone through the vacuum system, exhaust system and replaced the one Component you guys recommended which was the part from an SRT Neon, I forget the exact component. I have also ran numerous different programs from Diablo. The last one as I recall makes the Jeep run fantastic but still has the "not ready state".

Anyway, I will returning from China for a couple weeks later this week and if I could resolve this it would be great.

I will try the other things you recommend, probably starting with plugs and wires then O-2's.

Do you make a recommendation on specific plus, wires, coil?

rear o2's fail more often or front or does it matter? I obviously want to spend the least amount possible so any advice is appreciated.

Thanks,

V
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Unread 04-07-2014, 01:18 PM   #35
RIPPMODS
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Quote:
Originally Posted by Maximous View Post
Hi All,

Yes, my knowledge of O-2 need is far from complete so that is a fair enough statement.

Also, yes, Maybe I said "emissions legal" above but I did actually mean is MIL free which in my state of NH is essentially emissions legal.

I appreciate you understanding on my frustrations. They mainly revolve around the length of time it has taken to resolve the issue. This is of course partially my fault as I have been in and out of the country for the last 16 months.

I have however thoroughly gone through the vacuum system, exhaust system and replaced the one Component you guys recommended which was the part from an SRT Neon, I forget the exact component. I have also ran numerous different programs from Diablo. The last one as I recall makes the Jeep run fantastic but still has the "not ready state".

Anyway, I will returning from China for a couple weeks later this week and if I could resolve this it would be great.

I will try the other things you recommend, probably starting with plugs and wires then O-2's.

Do you make a recommendation on specific plus, wires, coil?

rear o2's fail more often or front or does it matter? I obviously want to spend the least amount possible so any advice is appreciated.

Thanks,

V
Understandable. In the above post is listed the process that the Chrysler ECU need to complete the readiness tests. When you get back, please give us a call , sometimes it is easier to tech over the phone when you information listed to explain. We want your vehicle to pass as much as you.

Thank you for your service.

RIPP
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Unread 04-11-2014, 06:22 PM   #36
Maximous
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Hi guys,

I am back for the week, I will call you Monday. Shall I ask for anyone specific that knows roughly what we have been discussing on the thread?

Thanks,

Verne
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Unread 04-13-2014, 02:19 AM   #37
pauljbrennan
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Join Date: Jun 2013
Location: Sydney, Australia
Posts: 43
Do you have any dyno charts for the RIPP on the 3.6L ?
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Unread 07-24-2014, 12:06 AM   #38
870
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any updates?
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Unread 07-25-2014, 05:37 PM   #39
Maximous
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Location: NH
Posts: 138
no update

Sorry, no updates.. I have not worked on the Jeep. My time in China has been extended for 1-2 years.

I may just sell the Jeep as is. Before I left for China I had just got done putting in a 1 ton front end as well.

I will update if I am able to work on it.

I have come home a couple times for short durations but not enough time to work on it. I will say it runs fantastic.

V
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Unread 12-06-2014, 09:30 PM   #40
VEGASROBBI
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Guys I think you should be aware the drive cycle information in post #23 is not accurate for a 2007+ JK; I will try and upload the proper JK drive cycle when I get a chance.
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Unread 12-12-2014, 03:57 PM   #41
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Monitor rediness

OPERATION

The following procedure has been established to assist technicians in the field with enabling and running OBD II Monitors. The order listed in the following procedure is intended to allow the technician to effectively complete each monitor and to set the CARB Readiness Status in the least time possible.

NOTE:
Once the monitor run process has begun, do not turn off the ignition. By turning the ignition key off, monitor enabling conditions will be lost. EVAP Monitor runs after key off. By performing a Battery Disconnect, or Selecting Erase DTCs, the CARB Readiness and all additional OBD II information will be cleared.

Monitor Preliminary Checks:

1. Plug a scan tool into the vehicle's Data Link Connector (DLC).

2. Turn the ignition, KEY ON - ENGINE OFF. Watch for the MIL lamp illumination during the bulb check. MIL lamp must illuminate, if not, repair MIL lamp.

3. Using a scan tool check for Powertrain related DTCs.

•Verify that No Emissions Related DTCs are Present. If an Emissions DTC is Present, the OBD II Monitors may not run and the CARB Readiness will not update.
•The Emissions related DTC, will need to be repaired, then cleared. By clearing DTCs, the OBD Monitors will need to be run and completed to set the CARB Readiness Status.

Using the scan tool check the CARB Readiness Status.

Do all the CARB Readiness Status Locations read YES?

•YES - all monitors have been completed and this vehicle is ready to be I/M or Emission Tested.
•NO - then the following procedure needs to be followed to run/complete all available monitors.

NOTE:
Only the monitors, which are not YES in the CARB Readiness Status, need to be completed. Specific criteria need to be met for each monitor. The most efficient order to run the monitors has been outlined below, including suggestions to aid the process.

Evaporative Emission System Leak Detection with Purge Monitor

This monitor requires a cool down cycle, usually an overnight soak for at least 8 hours without the engine running. The ambient temperature must decrease overnight - parking the vehicle outside is advised. To run this test the fuel level must be between 15-85% full. Criteria for EVAP monitor:

•Engine off time greater than one hour .
•Fuel Level between 15% and 85%.
•Start Up ECT and IAT within 10°C (18°F).
•Vehicle started and run until Purge Monitor reports a result.

NOTE: If the vehicle does not report a result and the conditions where correct. It may take up to two weeks to fail the small leak monitor. DO NOT use this test to attempt to determine a fault. Use the appropriate service information procedure for finding a small leak. If there are no faults and the conditions are correct this test will run and report a pass. Note the Small leak test can find leaks less than 10 thousands of an inch. If a small leak is present it takes approximately one week of normal driving to report a failure.

Catalyst / O2 Monitor

The Catalyst and O2 Monitor information are acquired and processed at the same time. Most vehicles will need to be driven at highway speed (less than 50 mph) (73km/h) for a few minutes. Some vehicles run the monitor at idle in drive. If the vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the monitor running criteria.

•Engine RPM between 1200 to 3000.
•Enginetemperature greater than 70°C (158°F)
•Engine run time greater than 92 seconds
•MAP between 10 - 20 kPa (7.5 - 15 Hg)
•Vehicle speed between 20 - 70 mph (29–103 km/h)

EGR Monitor

After the vehicle has reached the below conditions and during a throttle decel the EGR monitor will run.

•Engine RPM between 1375 - 2500
•Engine temperature greater than 70°C (158°F)
•Engine run time greater than 125 seconds
•Vehicle speed between 25 - 70 mph (37–103 km/h)

O2 Sensor Heater Monitor

This monitor is now continuously running once the heaters are energized. Pass information will be processed at power down.

Mis-Fire Monitor

The Misfire Monitor is a continuous two-trip monitor. The monitor uses two different tests/counters:

NOTE: The Adaptive Numerator must be learned before the PCM will run the Mis-Fire Monitor. The PCM updates the Adaptive Numerator at every key-ON, and is relearned after battery disconnect. The Misfire Monitor will not run until the Adaptive Numerator has updated since the last battery disconnect. If the Adaptive Numerator is equal to the default value then the PCM knows that the Adaptive Numerator has not been learned and does not permit the Misfire Monitor to run. If the Adaptive Numerator exceeds a calibrated percentage, the PCM sets a DTC for CKP NOT LEARNED and illuminates the MIL.

•200 Revolution Counter - Looks for misfire that can cause immediate catalyst damage.
•1000 Revolution Counter - Looks for misfire that can cause emissions to increase 1.5 times the Federal Test Procedure (FTP) standards. This test must also identify misfire percentages that might cause a “durability demonstration vehicle” to fail an Inspection and Maintenance Program tailpipe emissions test.
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[CENTER][COLOR="Blue"]www.LSWrangler.com[/COLOR][/CENTER]
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