1) What the TPS is and why it matters (theory, short)
- The throttle position sensor (TPS) is a position transducer on the throttle shaft that tells the engine control module (ECM) the throttle plate angle. On the 4BD2‑T this is a potentiometer-type (or Hall-type on some late models) that produces a signal proportional to throttle opening.
- The ECM uses the TPS signal for fuel delivery strategy, transient enrichment, turbo control logic, idle control and limp‑home decisions. A bad TPS gives incorrect or noisy position data → incorrect fueling, poor idle, surging, no/poor acceleration, stall or fault codes.

2) Typical electrical behaviour (theory)
- Most TPS units are 3‑wire: 5 V reference (from ECM), ground (sensor ground), and signal (variable voltage back to ECM).
- Expected voltages (typical): closed throttle ≈ 0.4–1.0 V, wide open throttle (WOT) ≈ 4.0–4.5 V. The signal must change smoothly and monotonically as the throttle opens.
- If Hall type, signal may be a clean DC level that changes or a PWM; behavior still must be smooth and repeatable.
- Failure modes: open circuit, short to ground/5 V, intermittent contact (dead spots/jumps), wrong calibration/offset, incorrect wiring/grounding. Intermittent noise looks like voltage spikes or step changes; calibration error shifts full/closed voltages out of range.

3) How a failing TPS causes symptoms (theory)
- ECM gets wrong throttle angle → miscalculate fuel quantity and timing strategy. Example: TPS reads more open than actual → ECM leans mixture or reduces idle control, causing low idle or stalling. Noisy TPS → ECM sees rapid throttle changes and hunts, causing surging.
- Replacing or fixing the TPS restores a stable, correct reference signal so the ECM can compute fuel properly and control idle/transients normally.

4) Ordered diagnostic/test procedure (engine off unless specified)
Use a multimeter and, if available, a scan tool/oscilloscope.

A. Preliminary visual and fault code check
1. Read/record ECM fault codes with a scan tool; note any TPS or throttle-related codes.
2. Inspect connector, wiring and throttle shaft for corrosion, loose pins, worn lever or binding throttle plate.

B. Identify wires
3. With key ON (engine OFF) backprobe connector: find 5 V reference, ground, and signal (scan tool or service manual wiring diagram helps).
- 5 V line will measure ~4.8–5.2 V to sensor ground.
- Ground should be near 0.0 V relative to chassis.
- Signal will be the variable voltage.

C. Static voltage test (engine OFF)
4. With throttle closed (but ignition ON) measure signal voltage to ground. Record value.
5. Gently open throttle to WOT and measure signal at WOT. Record. Expect ~0.4–1.0 V closed and ~4.0–4.5 V WOT, smooth change between.
6. Slowly move throttle through full travel while watching meter: voltage must increase smoothly without jumps or dead spots.

D. Dynamic test (engine idling)
7. Start engine and observe TPS signal with scan tool live data or voltmeter (if possible without dangerous wiring). Throttle response should be smooth with no sudden spikes during pedal motion.
8. If available, use an oscilloscope: look for a smooth ramp waveform; noise, steps or dropouts indicate internal failure.

E. Resistance test (if TPS is a potentiometer and accessible)
9. With sensor disconnected (ignition OFF), measure resistance between outer terminals — should be ~2–20 kΩ depending on type. Measure between one outer and center while rotating throttle; resistance should vary smoothly.

F. Wiring check
10. Check continuity and for shorts: 5 V line to ECM, signal return to ECM pin, and ground continuity. Repair any harness damage.

G. Interpret results
- If 5 V missing: ECM power/connector problem — do not replace TPS.
- If 5 V present, ground present and signal is absent, stuck, or noisy → sensor internal fault.
- If signal voltage is within expected smooth range but codes persist, check ECM input circuits and calibration.

5) Replacement/repair procedure (ordered)
1. Safety: key OFF, battery negative disconnected for safety if working wiring; many prefer leave battery connected to maintain ECM memory but disconnecting is safer. If you disconnect battery you may need an idle relearn after install.
2. Access sensor: remove air intake components as needed to reach throttle body on 4BD2‑T.
3. Mark throttle shaft orientation and sensor position or note alignment slot; some TPS must align to a keyed shaft.
4. Unplug connector, remove mounting screws, remove sensor.
5. Install new sensor in same orientation; ensure splines/slot engagement so closed throttle position matches sensor mechanical stop. Tighten screws to snug (manufacturer torque if known).
6. Reconnect connector.
7. Reconnect battery (if removed). Turn ignition ON engine OFF and check closed-throttle voltage; adjust if adjustable TPS present (set to factory closed voltage). If non-adjustable, ECM learns; perform any throttle relearn procedure per service manual (often cycling ignition or idling for a set time).
8. Start engine, verify idle behavior, check scan tool for live TPS values and absence of codes. Clear codes and confirm they do not return.

6) How the repair fixes the fault (concise)
- Replacing the TPS removes the worn/shorted/noisy potentiometer (or failed Hall device). A new sensor provides a stable, accurate signal (correct voltage range and smooth ramp). The ECM receives correct throttle angle data, so it computes fuel and idle adjustments correctly. That eliminates incorrect fueling, surging, stalling, or limp modes caused by bad TPS input.
- If the problem was wiring or connector repair, fixing the connection restores the 5 V reference, ground and signal continuity, re-establishing a reliable signal path to the ECM.

7) Quick troubleshooting summary (in order)
1. Read codes. 2. Visual inspect connector/wiring. 3. Verify 5 V ref and ground at connector. 4. Measure signal at closed and WOT — look for smooth ramp. 5. Check continuity/grounds. 6. Replace sensor if signal is absent/intermittent/out of range. 7. Relearn/verify.

End.
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