SoCalManche

I suppose I'll start slicing at the wire harness tomorrow.

So what exactly do I test?

Would that not be the dipstick stud ground? There aren't many ground points for RENIX, right? It's not the main engine ground, not the firewall ground, and I think the only other ground within the engine bay is the dipstick tube, yes?

And how might I do that?

With harness disconnected, WOT sensor maintains 0.L with throttle closed. In WOT position, it steadily increases to 0.8 ohms, but no more. With harness reconnected and key ON, D2_6 & D2_7 = 5.04V (throttle closed) / 02.8mV (WOT position).

No ballast resistor. Fuel pump continuously runs with jumper in relay socket. It does not run with relay in relay socket, regardless if cranking or not. As for if it runs with jumper while cranking, I couldn't tell you on the grounds that it cranks way too loud for me to hear the pump. However, now that the fuel pressure gauge is connected to throttle body, I can check to verify it is continuously running while cranking with jumper. I believe I do have a WOT. It's the small rectangular component that has a silver latch-looking thing that is hit by the throttle linkage, yes? Edit: Yes, while cranking, fuel pump retains 14-15PSI with jumper relay.

I replaced the spark plugs two or three days ago.

Should I be attempting to replace the TPS? I've replaced the MAP within a few months of getting the truck in 2018.

Damn, well you guys already know that if you're out of ideas, that leaves me to be way lost, ha.

Alright man, something is wonky here. Opening throttle, regardless of how much, does not affect the voltage readout. With that said: - TB & TC = 3.4V. Again, wide open throttle retained 3.4V. - TA & TB = -50mV the first time, and then ~100mV the second time. Throttle position did not matter. All of this is plugged in, key ON. I also shook the engine harness to check wire integrity while plugged into TB & TC, and no fluctuation occurred. Retained 3.4V.

That TPS is really aggravating. Even plugged in, and regardless if key ON or OFF, it reads weird, roughly around ~100mV.

I just came across the TPS adjustment test randomly on a different forum. With key ON, the resistance seems to be switching back and forth between 0 ohms and O.L. Power probe to (B), Ground probe to Neg Batt; TPS harness disconnected from TPS. Is that correct?

What do I need to attack on those to rule them out?

We have a Jeep-focused JY out here called Hardrock 4x4, and I'll call in the morning to see what they are charging for ECUs. Would there be anything we may have skimmed over before taking the plunge in this direction?

Wow, I would appreciate that immensely. When is he supposed to send it out?

Well don't worry about it, because I didn't know you could test the injector that way. It maintains a 1.4 ohms or so.

Ha, completely agree. Do you think ECU is fried?

Any thoughts then?

Is there anyway my fuel pump is shot even though it will immediately engage with jumper wire?

T3 = 12V. Noid light is bright when key ON; noid light dims when cranking.

Where do I ground?

Also, would a bad injector in itself cause this issue to happen? I'm not looking to drop $100+ on an injector, but I don't know how to check to see if it works or not. I only know that the harness is working.

Should I check this?

I need to just take out a loan to do a 4BT swap, lol.

No pressure at TBI with fuel relay in circuit, key ON. I also swapped a different relay in to verify, and no fuel pressure, both times. I also just picked up a noid light set to verify pulse on the injector harness, and it does light up when i switch key to ON, as well as crank.