Despite numerous threads on this topic I haven't found any concrete info on the difference(s) between the 4th gen TPS and the 5th gen TPS other than they are assigned different part numbers but visually appear the same. Some speculate they are interchangable but does anyone know exactly what the specific difference(s) are?

 

They aren't visually the same, IIRC the 5th gen one is fatter, and it MIGHT have a shorter tab on the inside as well. They do interchange, I've done it several times, however once I ran into some weird problem with the tab not being long enough to be activated by the throttle, but I think it was because it was on a 4.5gen that previously had a 4th gen one being turned by a custom tab on the throttle body side so the shorter 5th gen tab (all speculative remember) wouldn't reach. I can't really remember, but yes they interchange, at least on a 4th gen, if what I am thinking is correct about the longer tab it's possible that the 4th gen tps on a 5th gen tb might need a slight bit of grinding,

 

I have noticed that some A32 cars have only one electrical connector at the TPS, while others have two. Anyone else seen this, and how would this work for a A33 TB swap?

 

I used to think it was a 2-connector for the 4AT cars only (as they could use the WOT information), but I've seen two factory 5 speeds in Crazy Ray's (otherwise completely stock) that had the 2-connector TPS.

Interesting, the '95 FSM (EC-162 for those who care) shows the single connector unit to be for Fed/Canada spec 5MT cars, and the two connector to be for all others. The rest of the 4th gen FSMs don't touch on that at all.

 

funny thing this came up cause I was just talking to Kev about this

I just tested my 2 plug tps and the second just tells the ecu when your on and off the gas basicly

 

To note:

I have both TPSs' and I tested the resistance on them and got different upper level resistance measurements when calibrated on the TB. For the A32 I got (IIRC) 500-4000 ohms and for the A33 I got 500-3500 ohms. So In effect, the A33 TPS was only 'reading' ~88% throttle at WOT.

The pin outs are the same. As far as I know. I have ran on both of them, however I did notice a slight improvement while using the A32 TPS over the A33. Idling smoothness, idle dipping, and other asst problems with the 00VI swap seemed to be 'alleviated' by using the A32 TPS.

 

Only '95 5MT's had the one plug deal.

 

'95 non Cali 5MTs

 

And interestingly enough, I don't think the computer needs the WOT switch (the 2nd plug) if your car is a 5mt. I'm running a Ford TPS on my 3.5 swap which only has the actual position switch, no provision for the WOT switch. Auto ECU still too, though I've also swapped to a 5mt. Car doesn't seem to mind at all.

**EDIT** My car IS a 96 OBD II car as well, not a 95.

 

What I want to know is what the issue is with having your Closed/Idle setting at below the stock recommended reading. I have a PF TB and I have to max out the a32 tps clockwise to get it down to 4.1k ohms and .3 at idle.

 

Tried flipping it over? IIRC it's offset just a bit, that might give you the sort of play you need.

 

are you sure? cause I tried flipping it and I want to say my results were no better, if not worse. The idle setting might just be low because I had to close the throttle a good bit with the stop screw after doing my SSIM.