PaulW

So I have had it in for a day now....first the numbers:

<b>Resistance Readings Across Terminals</b>

Terminals 1-2
Acceptance Critera: 1.5K - 2.6K Ohms
Old TPS: 1701 Ohms
New TPS: 2044 Ohms

Terminals 2-3
Acceptance Critera: 0.75K - 1.3K Ohms
Old TPS: 923 Ohms
New TPS: 1158 Ohms

Terminals 2-3 Wide Open Throttle
Acceptance Critera: 2.4K - 3.6K Ohms
Old TPS: 2202 Ohms
New TPS: 2602 Ohms

So when I was putting it in, at least a saw that the last set of reading were out of spec and that all the readings were a difference of + 400 ohms, so at least I had a little feeling that maybe I didn't flush $200 down the toilet.

<b>Testing for Hunting</b>
Drove about 5 miles city last night and about 25 tonight. NO HUNTING WHATSOEVER. Drove in "D" and it would shift into 5th at 44 MPH or so depending on conditions and I could not get it to hunt one bit in 4th or 5th. Never once. It could push the car along at 38-47 MPH in 4th and 5th with no hunting. And I know what it is, how to make it happen and believe me, I tried.

<b>Testing for Dropout on Highway</b>
I was so excited that I had to go drive on the highway, did it actually learn today? Answer: NO, it still drop outs when on the highway and you lift. If you are going downhill and about 62-65 MPH, it drop outs, locks up, drops out, locks up, etc. It did it as many as 7 times in a row.

Going up hill (slight increases), it seemed like it would do it once and that was it.


I have not reset the coding or anything like that, I wanted to keep it as a controlled test for now. I have cycled the ignition about 6 times so far, we'll see and I'll report back.

Heck, if it gets rid of the hunting, it was worth it. But I wouldn't be surprised if it came back.

tonypai

Great work Paul!

escapA8

Keeping my fingers crossed! :-)

CalG

Paul

If we can fix one problem, That's half of it!

I will enjoy doing the replacement when the part arrives, just to see if there might be a difference in the log data. Groups 7 and 9.

Last night, I was looking through the wiring diagrams, (Could they make those any more difficult to decipher?) The TPI has one connection (pin 2) that is wired through the G62, Engine coolant temperature sensor. on its way to the ECM. A defect in the G62 sensor could produce signal variations to the TCM.

The wonders of life, in ever increasing orders of complexity.

CalG

CalG

Paul

Did you notice any wire to pin five of the TPI?

The wiring diagram for the ABZ cars shows no wired connection, but I see in your photos that the device has a pin at that location. Perhaps the additional pin is for some other application.

Regards

CalG

PaulW

It was open circuited to all other wires. Pins 4 and 6 have the micro switch across it.

PaulW

Heck, I'm sure it's only a couple of bucks.

PaulW

If you look at the wiring diagram, G62 and G69 are both grounded out through ground connection 139 in motoronic multiport fuel injection wiring harness.

The TPS (G69) gets power through the plus 5 volts bus E16, powers it up through terminal 1 and it feeds the ECU via terminal 3 (A24 on the ECU) and it is grounded out via terminal 2 to the 139 ground bus.

G62, G42, G69 and the two knock sensors all ground at the same location.

CalG

Paul thanks, It must be these old eys . I missed the [ "Circle 139" sensor ground, in Motronic Multiport fuel injection (MFI) wiring harness]

The node on wire current track 110/111 was overlooked, but with the page before me and your comments I see that the G62 and G69 units just happen to share the same track location. A node is a node after all. I wonder where this ground is located on the car? There sure are a lot of elements that depend on it. Any one of which could raise havoc with a 5v signal (especially such a signal attenuated by the TPS)

Still working???

CalG

ZRock

Wouldn't it be a giant kick in the nuts if all this crap was caused by a gunked up ground somewhere?