TPS variations - has anyone else noticed this ?, trouble shooting and comparing 2 with same part numbers but different stop tabs etc Options

[DRPHIL914]

i will post a picture here of 2 OE TPS with part number that cross references to the 75-76 2.0 D-jet cars.

i recently pulled mine due to it bucking badly @ 2800-3400 rpm on part load or mild acceleration.
i also have one from Gatornapper to test for him and he is sorting out his D-jet parts and prepping to eventually going back from carbs to FI.
What i found was that the stop peg is located on a different place. his
essentially stops the tps from going all the way to the bottom at idle but not at the top on acceleration.
mine on the right. stops the pivot of the shaft from going all the way on the top and keeps it from being able to go off track on max, his would not.
they have the same part number. neither had been tampered with.
also i bought mine as an NOS part 7-8 years ago and now may need to be replaced.
his on the left has much more wear, actually live testing it causes same bucking but at a different lower rpm, due to wear pattern.


any thoughts? i will be putting a new board on mine as soon as it arrives
Right now i am running with it unplugged and no skip buck or hesitation now. i had been thinking it may have been an issue with my rebuilt MPS or developers valve set up or a wire shorting somewhere else, but it’s the TPS.

[JeffBowlsby]

"...so other than just only allowing a slightly slower decel to minimize a sudden pull down or back pressure..."

Thats precisely how it reduces stress on the diaphragm. The connection is through the intake air pressure communicating through the air plenum.

All things mechanical will eventually wear out with use, an MPS diaphragm is no different, but if it breaks in 30K miles or 100K miles could be determined by how much stress it sees.