Replaced Clockspring new have TPS CEL???

New to this Jeep life so bare with me

2001 XJ Sport 4.0 4WD 105K on the odometer and it does have cruise control. Had an airbag CEL so went ahead and replaced clockspring with a Crown P/N 56009071. Held positive and negative battery terminals together for 30 seconds to clear PCM and then re-installed. Put key in "ON" position and happily the airbag CEL cleared, started the jeep and about 10 seconds in it stalls and throws a CEL :bawl: Put my code reader on and it states "TPS high voltage".

I've read through several posts where people have needed to replace clockspring because it was causing this issue but mine is going the other way, I replaced clockspring and now have an issue.

Possibly a bad clockspring out of the box??? Anyone have suggestions - Thanks

If you have performed the diagnostics related to the TPS trouble code, I would suspect any and all Crown Automotive parts.

The TPS and the clock spring share a common ground, so a faulty clock spring could very well trigger a CEL with TPS trouble codes.



Clockspring TPS

A Jeeper had CEL codes P0123, 0122, and 0121, Installing a new TPS sensor did not solve the codes or cure the symptoms. On the highway the driver noticed the cruise control didn’t work either, and the Jeep was sputtering/stalling, The turn signal was acting weird, sometimes it would turn on, sometimes not...sometimes it would blink 10 times a second like it had a bulb gone out. Others Cherokee owners report the odometer randomly goes blank. The cure to all the symptoms was a new clock spring.

COMPLAINT: TPS TROUBLE CODE WILL NOT CLEAR

A late model Jeep with a 2.5 or 4.0 liter engine and the AW4 transmission comes in with the “MIL” Check Engine Light illuminated and a complaint of late shifts. A scan reveals a code P0123, “TPS Voltage High”, is stored. The scan tools data list indicates that the TPS signal wire voltage is at 5.0 volts at closed throttle, and then ranges up to 11.5 volts. A back probe of the TPS signal wire (usually is an Orange/Dk Blue wire), shows 5.7 volts at closed throttle, with a similar rise in voltage as the throttle is opened. A check of the TPS 5 volt supply and ground circuit prove that both of these circuits are good.

A check of the TPS signal wire with the TPS disconnected shows the same 5.7 volts. Inspection of the wiring between the TPS and the PCM and TCM shows no faults. A replacement TPS does not cure the problem, neither does replacement of the PCM or TCM.

TESTING: Unplugging a faulty Clock Spring should return the TPS voltage to its’ normal readings. Or, you can remove the Horn fuse in your fuse block - this will remove the 12 VDC supply to the clock spring. Once the short circuit is temporarily disconnected, you should be able to reset the trouble code, and confirm you diagnosis of a faulty clock spring.

CAUSE: The Switch Sense circuit in the Clock spring in the steering wheel hub has shorted to battery voltage from the horn button circuit. When the Switch Sense Circuit shorts to the 12 volt HORN circuit the TPS signal voltage is driven high and remains there as shown. This is because the 5 volt reference voltage used by the Cruise Control “Switch Sense” circuit and the TPS are shared inside the PCM.

CORRECTION: Replace the Clock spring assembly. Once the Clock spring has been replaced be sure to check the sensor 5volt reference voltage at the PCM to insure that circuit has not been damaged by the short to power. Also check the TPS signal range to insure the TPS has not been damaged.