Ya unfortunately they do and I would like to slap the engineer who put it where they did. I know it's there for a reason but damn...
The problem was, the truck wouldn't tell me what was wrong (no CEL) no matter what. Pretty sure I got it figured out though, I finally said screw it and drove it the way it was -Got 2 blocks from the house and the CEL came on. Took it back home and hooked it up to the scanner and got a code for closed throttle switch and TPS circuit, here's how it went.
Hopefully this will save somebody some time one of these days.
The TPS has 2 harnesses. The top harness is a closed/wide open throttle SWITCH. The bottom harness is the actual positioning sensor.
With the throttle closed, the CTS (top harness) should be sending battery voltage to the ECM. When slightly cracked open (reving to 2000 rpm per manual), the voltage should be 0. At 2500 RPM I was still seeing battery voltage, which was telling the ECM the throttle is still closed.
Next I checked the positioning sensor itself (bottom harness). With a closed throttle I should be seeing .5 - .78 volts from the positioning sensor. Closed I was getting 4 volts which is telling the ECM the throttle is wide open. When I moved the throttle a bit it would drop back down to .80 volts but no lower. So bad TPS
I rigged/adjusted the TPS to get the numbers I wanted, it idled at 1100 but the issue and CEL went away. I bet your having the same problem just different extremes. I would check the numbers coming out of your TPS and match it to what the book says and SOON, apparently running it this way will destroy your Catalytic converts quick and the damn thing has 4!