Yes, Thank you very much for the offer.
I would definitely be very interested.
PM or email me and we'll work out the details.
Thanks again.

---------Update---------

OK, I did the test again today, and while I had the throttle wired wide open I did the "wiggle" test again, and I saw no signs of bad connections.
Then I started the engine and tried my best to watch all three meters, watch how far I was moving the throttle, and take a few pictures at the same time.
Just so I could get an idea how much throttle I was applying, I marked the throttle from 0% to 100%, in 25% increments, calibrated with the scantool.



1st frame...Key on, throttle closed, TPS sig on DMM and scantool, although different, both acceptable.(?)
2nd frame...Key on, throttle held wide open, TPS sig on DMM and scantool are darn near exactly the same.
3rd frame...Engine idling, TPS voltage increases on DMM, but drops on scantool. And the higher the RPM, the more extreme the spread.



At one point I had the RPM's up to 3671, engine ran smooth, no detectable missing that I could hear.
Throttle response was good for once, but again when I took it out for a test drive, it fell down.
It took longer than normal for the MIL to come on this time, but I did see the ABS and Brake warning lights come on a couple of times while I was driving it.
I still can't understand why that is happening.
My wife has been driving this truck for over four years, and the only time the brake warning lights have been on was whenever the truck was running very badly, and stalling.
Any ideas what the connection there may be?

And at no point in this test did I ever have the throttle past 25%...is it normal to achieve a no-load RPM of 3500+ with that limited amount of throttle input?

So, my biggest questions would be: why would the scantool see lower voltage (and at times complete loss of voltage) whenever the engine is running?
And what is the connection between the episodes of extremely poor engine performance and the ABS and Brake warning lights coming on?