North American Turbocoupe Organization



how to use volt meter tp adj TPS
mark murphy Offline
Member
#1
I have a volt meter(needle type) with probes
that have pointed ends. I have no experience with this type of thing. I have tried to figure out how to get a reading on the TPS and have given up. I'll just have to look stupid and get one of you guys to instruct. I found the dark green wire(w/light green stripe) on the plug connector. I tried pushing the positive probe(red wire) into the
connector beside the wire and the other probe(black wire)to a ground. The meter doesn't register anything. I know it works because I used it in the house to check voltage. I know the TPS is out of adjustment because I've been moving it trying to adjust the idle by ear so to speak. Any advice in this area would help.

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mark murphy/88 tc silver
loaded, auto,k&n,gillis boost valve, dynomax duals
88 TC silver, 11/05 complete engine rebuild including head work, stainless valves, upper/lower intakes machined by Pete D. Added T-3 60/63 using Bob Lee 3 Gen. header, 3"downpipe no cat, 2-1/2" duals, adj FP Reg. Walbro 255 FP, cold air intake,Gillis boost valve, bypass valve, 3 row radiator, 17 x 9 Cobra R Wheels
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Dan E Offline
Posting Freak
#2
Mark, get a sewing needle or paperclip and stick it thru the back of the connector next to the green wire (Back Probe).

Then touch the positive lead to the needle/paperclip and the neg lead to ground (chassis).

The Key has to be on but the engine doesn't have to be running (KOEO).

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Dan Eaves
88TC 5spd, Crower 5.5" Sportsman Rods, Short Wiseco Pistons bored .030" Over, Ported Head with Polished Combustion Chambers, Gutted & Polished Upper, Ported & Polished Lower, Polished T/B, Ported E6, SVO T3 .63AR Turbo, Bosch Bypass Valve, 3" DP w/No Cat, 2 1/2" DynoMax single cat back w/DynoMax Super Turbo Muffler, RR Cam, K&N in Fenderwell, Gillis Boost Valve, Centerforce I Clutch, Removed A/C, Polished Wheels, Polished Valve Cover, Polished Crank and W/P Pulleys, Walbro 255LPH HP Pump, Kirban Adj FPR, and the DAMN Heater Core is new too !

http://www.geocities.com/wot_turbo/WOT.html

NATO MEMBER (Vice Chairman...if it's a vice...I deal with it)
Dan Eaves
88TC 5spd Vermillion Red, Polished...everything...
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Kev Offline
Posting Freak
#3
You don't need the key turned to on. You can actually play with the voltage of the TPS when you take it out of the box. I unplug the connector and put the probe on the respective holes (pos. and neg.) I use the negative hole on the tps instead of finding a negative elsewhere, that way I can hold the probes with one hand. Then twist the TPS to make the volt meter read .94 on the .20 DC V setting. Tighten the screws to the TPS, then check the voltage again. I had to do it a few times, because tightening the screws changed the voltage a little. I just did it til I got the .94 after tightening. Hope this helps. I just had to figure out how to use my new volt meter too, that's why it is fresh in my mind.
Kev
1988 TC 5spd
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mark murphy Offline
Member
#4
Thanks for the help I went out last night
and with the sewing needle i finally was able to get a reading. Thanks Kev. for your input as well. Now I can relate much better as to how to fine tune the TPS. A little sense of accomplishment goes along ways on these cars.
88 TC silver, 11/05 complete engine rebuild including head work, stainless valves, upper/lower intakes machined by Pete D. Added T-3 60/63 using Bob Lee 3 Gen. header, 3"downpipe no cat, 2-1/2" duals, adj FP Reg. Walbro 255 FP, cold air intake,Gillis boost valve, bypass valve, 3 row radiator, 17 x 9 Cobra R Wheels
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Jeff K Offline
Administrator
#5
Do not measure between TPS output (green wire) and chassis ground! Measure between TPS output (green) and SIG RETURN (black). In theory, both SIG RETURN and chassis ground are at the same vooltage (zero volts), but in practice, they arent quite the same due to resistive voltage drops, often differing by 100 mV or so. Not much, but .1V can make a difference when setting the TPS voltage.

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Jeff Korn

88 Turbo Coupe: Intake and exhaust mods, T3 turbo at 20 psi, forced air intercooler, water injection, bypass valve, Ranger roller cam, subframes, etc., etc.. // 86 Tbird 5.0 (original owner): intake, exhaust, valvetrain mods, 100 HP nitrous, ignition, gears, suspension, etc., etc.... // 91 Escort: Bone stock winter car // 00 Windstar (wifes vehicle)
Jeff Korn

88 Turbo Coupe: Intake and exhaust mods, T3 turbo at 24 psi, forced air IC, water injection, BPV, Ranger cam, subframes, etc., etc.
86 Tbird 5.0 (original owner): intake, exhaust, valvetrain mods, 100 HP N2O, ignition, gears, suspension, etc., etc.
05 Taurus SEL Duratec daily driver
04 Taurus Duratec (wifes car)
02 Pontiac Grand Prix GT
95 Taurus GL Vulcan winter beater
67 Honda 450 Super Sport - completely customized
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Kev Offline
Posting Freak
#6
Good job. (Pat on the back) I knew you could do it.
Kev
1988 TC 5spd
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Dan E Offline
Posting Freak
#7
Quote:Originally posted by Jeff K:
Do not measure between TPS output (green wire) and chassis ground! Measure between TPS output (green) and SIG RETURN (black). In theory, both SIG RETURN and chassis ground are at the same vooltage (zero volts), but in practice, they arent quite the same due to resistive voltage drops, often differing by 100 mV or so. Not much, but .1V can make a difference when setting the TPS voltage.

No Shit ???

I guess you learn something every day...

Jeff, that's not up to +/- .1V variance it's up to - .1V variance ??? Is that correct ?
Dan Eaves
88TC 5spd Vermillion Red, Polished...everything...
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