jg-
I apologize for not coming back in here sooner. Those pinouts are buried in the official service DVD. I HIGHLY recommend getting one, they used to be on the net until some people complained. I had a contact hook me up, but I bought one for my moms escape for about 20 bones on ebay.
The problem is that those connectors are some of the most dense plugs and sockets I have ever seen outside of a tank or aerospace applications. You can't backprobe them because you'll destroy the water sealing, and a little water can make that thing haywire.
You shouldn't use anything but an oscilloscope, a regular light can cause issues.
I'm sorry I don't have time to dig through and get that for you, but next time I have to get in there, I'll pdf what you've asked.
-Shawn
PS - I'm still weirded out by the fact you had failing throttle position sensors. IF the PCM doesn't like what it sees several hundred times a second, it invokes FMEM, and can do everything from limit the throttle to completely shut the throttle off.
All the TPS does from my old research is provide a closed feedback loop to the PCM. It doesn't look at RPM, it measures a delta in throttle plate movement from an assumed midpoint. In other words, when the PCM goes through crank up, it 'sees' the value from the TPS, and assumes that is butterfly closed. Any change of that value in one direction indicates butterfly moving. ANy in the opposite below the initial threshold tells the PCM it was wrong, and to recal.
Your transmission is commanded to shift via a couple of things. Mainly what the PCM's adaptive shift schedule strategy says to, and partially via the line pressure sensors, turbine speeds, and percieved wheel speed.
My problem is that I have huge tyres (I like the Brit spelling). And, the PCM can't understand that. So, I have a cumulative speed error that PISSES off the PCM, and I get grrrd shifts, and a lot of hunting in and out of OD.
But, I don't know what I don't know, so your idea could have some merit... (toddles off to read some more...)
Shawn
