From talking to some people at Scanguage in the past, and others in the computer/auto interface code reader industry... The issues are not so much with Scanguage as they are with Chrysler. They can show me times when the ODBII data port just stops sending data. It just plain stops. So you have to reconnect to it to get data. Chrysler has interesting ideas about ODBII complaince. I don't they take it as a spec as much as a suggestion. As you have seen on this post, other devices also drop out. This is common to many Chrysler products-- the CRD being the worst as its setup is the most FUBAR. I keep mine plugged in and have noticed it drop out of lockup every once in a while. I never made the connection to the scanguage being hooked up as I never saw a code being set.

I had always assumed that this was some kinda computer gremlin and had wondered if it was related to my ongoing air in the fuel issue (i.e. engine burps air and looses power for a moment causing a tissy in the ECM/TCM combo and the TCM downshifts or drops lockup). From now on, I will clear codes and leave the scanguage unhooked-- been wanting to get those guages installed for awhile anyway.

This does not happen very often, howerver.

Pablo. I cant wait to see if you have the same thing happening with the scanguage unplugged.

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"Team CPC"

I have a 06 CRD: my tranny has droped out at 65 to 70 MPH several times on the interstate. and my SG acted just like cowcatchers did.
I have not had any trouble since I stoped useing it on the open hwy. I hope this little bit of info helps. Jim

Further reports from my KJ...

Well, I just got done hauling around a 6,840 lb genset for the weekend, at varying speeds and highway conditions. Also got to pull a fully-loaded 10,000 GVWR box van out of the mud, and I think the KJ performed quite admirably. As further proof that Chrysler doesn't know what the hell they are talking about most times, I offer the GVWR door sticker for your perusal: GVWR: ~5680 lbs

I had the genset weighed just for grins (since I was at a truck stop fueling up anyway) and found out the KJ's own actual weight is ~4500 with the crap I had in it. So... That little 4 cylinder engine is yanking over 11k lbs down the road without any problems, and STILL booking 18mpg while doing it! Gotta LOVE a diesel. Why do I mention the GVWR sticker however? The entire point of a tow rating is just what the vehicle is rated to pull... WITHIN the max of the entire GVWR... The engine has to pull everything, so thats why you aren't supposed to exceed the GVWR. But they only calculated the internal safe loading, and forgot the towing capacity in those numbers. Thats how you might do it on a passenger car, not on something with an actual tow rating. Idiots.

The point for posting in this thread however: At no point during this heavy-hauling did the transmission drop out of gear, even tho the SG was showing I was up to 12gph at one point... I'm guessing I don't have any fueling issues! The SG also kept operating most of the time, it only locked twice in about 8 different trips with this thing, and all the destinations were over 40 miles one-way.

I don't know, I think that the Linear guys need to weigh in on this.

Just for clarification, the tow rating is not only specific to the power rating, but also to the track, the wheelbase, the frame strength, and the stopping capability of the vehicle, all having to do with stability under all conditions - put that engine in a Dakota pickup or Durango suv and the rating would increase, because the Dakota\Durango has a full frame, unlike the KJ, which is spot-welded sheetmetal, assembled to form the unibody, a vehicle body with attaching points for the suspension and drivetrain - towing capacity is always lower when there is no real full-length dual channel frame - the wide-track long-wheelbase steel frame manages the loading - the brakes control the loading - the engine just moves the load.

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'05 CRD Limited
Pricol EGT, Boost
GDE Hot '11; EDGE Trail switched
SEGR; Provent; Magnaflow;
Suncoast T\C, Transgo Tow'n'Go switch;
Cummins LP module, Fleetguard filter, Filterminder
2.5" Daystar f, OME r; Ranchos; K80767's, Al's lifted uppers
Rubicons, 2.55 Goodyears
Four in a row really makes it go

As of today I have not run the SG II other than to clear codes, un-pluged at all other times. Trans has not has not dropped out of lock up, once. Started using SG II to clear codes only on Jan 31

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Stump doctor

Landy Front hitch
2006 CRD all stock
scan guage 2

Hi all, I have only had my crd for a few weeks, but have put about 5000km on it. No tranny problems. I bought a scangauge II before my latest road trip and it seemed to work fine for about 15 or 20 minutes at a time on the lowest scan interval before freezing up. The second day I had it hooked up, the tranny dropped out of overdrive at about 80mph, the scangauge was still working at this point (it was about 15 minutes from the last stop). I am pretty sure it was frozen afterwards, but I didn't leave it hooked up to find out. It has only been used to clear the CEL since. I was running instant fuel economy, average fuel economy, distance to empty, and horsepower at the time. My CRD is stock other than a bad MAF sensor connection Also, I didn't find the shock to be much different than a regular shift, had I chose to put my foot to the floor and kick it down a gear. I intend to find out which firmware version my jeep is running, no idea at present.

Hope this is helpful to somebody.

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2006 Jeep Liberty CRD
1988 F-250 4X4 7.3L

Also, I was in Full-time 4WD thoughout. Haven't used 2WD yet

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2006 Jeep Liberty CRD
1988 F-250 4X4 7.3L