Quote:
Originally Posted by suspectnumber961
I notice that in warmer weather I can leave the CHT switch "on" and get a good start...in colder weather...it's more difficult to start.
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I've not used actual rheostats for this function, but you should use a switch so you can use the actual coolant temp sensor for cranking/starting.
Once running with a little heat in the spark-plugs you should be able to switch back to your resistance setting with no problem.
As of yet I have not used a TPS tricker, though in theory the concept should have at least some functionality in some applications. Holding a steady TPS% reading while using cruise-control on the highway comes to mind. When the CC-unit applies more throttle there would be a lack of AE from the AE vs delta TPS table. You could get less "pump shot" that modulations of the throttle would've normally caused.
Some systems that also calculate the AE based on load sensed from a MAP or MAF sensor may not benefit from a TPS tricker.
Another scenario where a TPS tricker could be useful is on large/heavy vehicles that require a lot of throttle during normal driving. Limiting TPS range and modulation could prevent PE mode from being activated too often or by accident. Of course this would be in cases where you don't have access to adjust the PCM/ECM calibrations.
I may give the TPS tricker a try though. I'd like to see just how well it mates with cruise-control on the highway. I wouldn't expect very good results on this Focus though. It has a MAF and very quick adaptive fueling. It's something I'll have to try to know for sure.