I figured that was the case. At 190K our liberty has been getting a lot of new parts. We own it and it is my wife’s primary transport so I don’t want it breaking down on her and then dealing with a failed component. Plus, if I take the time to pull her car out of service to work on it, I generally replace everything I have to go past for the repair unless it was done recently. I just got done replacing struts and the factory non-grease-able/non serviceable upper ball joint and all the associated rubber bushings led to the entire front end getting rebuild: struts, upper/lower control arms, hub assemblies, inner/outer tie rods, CV shafts and with the extreme wear I saw with all those ball joints n rods I also did the rear suspension springs and all! It rides like we just drove it off the dealer lot again!!! The transmission went a about two years ago now and that repair came with a new exhaust (if I have to take it off to get a repair done I do not put old parts back in), front and rear drive lines, wheel bearings and seals in the rear axle, all fluids in everything including the brake system which everything got replaced except the ABS module (well…… it wasn’t in the way so I let it stay) and new engine/transmission wire harness(yes I found one still in the factory sealed dust covered box). The harness was not an item I planned on replacing but the main plug on the top of the transmission crumbled into pieces when I unplugged it as I pulled the transmission. Unplugging a harness doesn’t usually meet my criteria for “if I have to take it off I don’t put old parts back” but there is no way that plug was gonna stay in place and dry nor was I going to use a harness from a junk yard that would likely be in similar shape! I am not independently wealthy (chemotherapy RN) so I pickup extra shifts to pay for the project then knock it out. I just will not take the same mess apart several times and replace components as they fail. Besides if one thing is worn to the point of replacement the associated parts are not far off from failure either. Now, dropping the tank is not as involved as some of the other work I have done but in this case considering the milage I have on the original pump-filter-sending unit I’m going to put a new MOPAR unit in. What got this idea in my head was o post from another member about the nylon rim of the pump assembly being damaged and compromising tank pressure, causing the same codes I am getting (yes I know pretty much all the evap-codes pop on a leak of anykind). He included pictures of what he found when he dropped the tank (which admittedly I may not find) and I also noted that every single evap hose in the back is easily accessed with the tank down! I will take and much appreciate the advise to smoke test it so ancillary hoses and connections can be troubleshot but, the tank is out so…… I am very likely to put a new filler neck assembly in too. It’s still available from MOPAR and we have to be super careful when pumping gas as the pump auto shut off no longer automatically shuts off like it once did, so something in there is not working right. It has been acting up by puking gas’s out but I have never had an evap code pop until recently. Even though I don’t have to remove it, access will be peak with no tank in. Again, THANK YOU to all who take time to read and respond!!!
