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Electronic Throttle Body

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The Gen II electronic throttle body has the following characteristics:

  1. The DC motor is driven by the PCM (requires two wires). The gear ratio from the motor to the throttle plate shaft is 17:1.
  2. There are two designs; parallel and in-series. The parallel design has the motor under the bore parallel to the plate shaft. The motor housing is integrated into the main housing (in general this is more difficult to package). The in-series design has a separate motor housing that protrudes out and offers more packaging flexibility.
  3. Two springs are used: one is used to close the throttle (main spring) and the other is in a plunger assembly that results in a default angle with no power applied. This is for limp home reasons (force of plunger spring is 2X main spring). Default angle is usually set to result in a top vehicle speed of 30 MPH (typically 7 to 8 degrees from hard-stop angle).
  4. The closed throttle plate hard stop is used to avoid the throttle from binding is the bore (about 0.75 degree). This hard stop is non-adjustable and is set to result in less airflow than the minimum engine airflow required at idle.
  5. Unlike cable type throttle bodies, the intent for the ETB is not to have a hole in the plate or use plate sealant. The hole in the plate is not required with ETB because the required idle airflow is provided by the plate angle, which also is the reason there is no IAC.
  6. The system has two throttle position sensors. Redundant throttle position signals are required for monitor reasons. TP1 has a negative slope (increasing angle, decreasing voltage) and TP2 has a positive slope (increasing angle, increasing voltage). During normal operation the negative sloped TP sensor (TP1) is used by the control strategy as the indication of throttle position. The TP assembly requires four wires:
    • 5 V Reference Voltage
    • Signal Return (ground)
    • TP1 voltage with negative voltage slope (5-0)
    • TP2 voltage with positive voltage slope (0-5)

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