Quote:
Originally Posted by jrichker  Joel5.0: Your information on TPS settings has been incorporated into the main post, and I have given you credit as the authoritative source for the information.
I am not sure about the source of these comments, and I am also not sure about what you were trying to say. All the sensors have production tolerances and so does the computer and its input circuitry. Ford made a best case attempt to compensate for variables in sensor values and computer sensitivity. Most of the time, the variables fall within limits and everything works fine. Sometimes the shift of a sensor towards the limits upsets a computer whose hardware input sensitivities are also at or near the acceptable limits. The result is often a car that runs flaky one day and great the next. |
And appreciated indeed.......the point I'm trying to make, and the source for the comments, is that the TPS is a non-adjustable device, it's a pass/fail, or G-NG (Go-NoGo) variable the system is capable to provide for w/out problems, as long as the operating window (no failure codes) is complied with otherwise, the problem usually lays elsewhere.
If you look at the strategy, the systems identifies TP state as -1, 0 or 1....-1 being the CT state (minimum reading within .5vdc to 1.19vdc) now, base idle could be set mechanically to 700 rpms and a TPS value of .7 vdc, which would be the same as 700 rpms and a TPS value of 1.09 vdc....anything less would make a carburetor setup gain the upper hand.
My apologies if it was interpreted negatively, that was not my intention...you have provided details regarding the EEC-IV system, and the proper procedure to eliminate the guesswork out of solving problems, that it should be duly acknowledged......I do.....
