Yes you're right, I misunderstood. But since your statement was "we put a pressure switch on the lower manifold," I don't know how I was supposed to know it was a physical switch on the secondary actuator rail.
Now I have no clue how you got what you got, because the results make no sense to me without more information.
As far as too much information Brad, a critical part of the test description was left out, and I tried to scientifically explain what he saw as best I could. Sorry. You know as well as anybody here that if there is even one "what if" left out of your statement here, everybody grills you on it.
The engine speed dependance still holds true, though. The switchpoint may change at part load to some extent for driveability, but it can only change so far until it's useless. Unless when Puck revved the engine to 5000 at very low throttle, it was indeed an incredibly small throttle angle.
May I suggest reading the actuation signal from the ECU to see what the lag is between when the signal is sent to when the valves are actuated? Perhaps the ECU activates the valves at 2500 at WOT but it takes until 3000 for them to open?
Test away, Puck!
