[aerohead]

I wasn't aware that this thread existed, and just stumbled across it while digging into the past here at the Aerodynamics Forum, page-10.
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1) It would be technically improper to associate 'throttle stop' testing with any diesel vehicle.
2) Diesel-powered vehicles have an 'accelerator' pedal, not a 'throttle' pedal.
3) As, diesel engines do not have 'throttles.'
4) Diesel engines have no restriction of any kind in their inlet tract.
5) The diesel's pedal is associated with the Robert Bosch fuel injection pump, whether by direct mechanical means, or drive-by-wire, which modulates the 'racking' function of the pump, as mentioned in the most recent post.
6) What might be referred to as 'wide-open-throttle' on a gasoline-powered ICE engine might be compared to 'full-rack' on a diesel.
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7) Any discussion of a 'TPS', or its signal, on a diesel would also constitute an oxymoron, for the same reason as above.
8) A ScanGauge cannot intercept a TPS signal, as one doesn't exist.
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9) Testing, and interpreting data for a supercharged, or turbo-intercooled diesel would be a massive challenge, even in the absence of a ' stopped-rack.'
10) Data collected under 'logic death,' thermal non-equilibrium conditions, and uncorrected to SAE Standard 60-F, 29.92-inches Mercury, would essentially be 'meaningless'.
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11) One current proponent of the' technique', according to the 'math', allowed a 4.39% rpm excursion ( 123-rpms ) as acceptable on his 1991 Toyota DLX 4WD pickup's 2.4-liter IL-4 engine.
* On a 2022 Genesis G80 3.5 AWD, this would allow a 57-rpm allowable test window.
* On a 2023 Lamborghini Huraca'n Technia, an excursion of 285-rpm would be the limit.
Thought I'd mention it.