Yes

IS the TPS not going to 4.8 volts normal? it got to 4v at max wide open but it was a smooth transition.

Is there a way to test it? I don't have access the the DRB-II

The alternator on this puppy runs around 14v could this damage the TCU?

Would the gear selector switch cause a failure to shift? The neutral safety switch works, but if the D or the 1-2 didn't make good contact could that be the failure to shift?

UPDATE: MOTHER TRUCKER! I went through and traced every wire on this transmission. And then took it for a test drive and it worked fine. I've got a stupid weak connection somewhere. I'm going to get some dielectric grease and see if that holds it. Talk about a pain in the butt, but at least I don't have to throw parts at it. I'm thinking the problem must be on the input side of the TCU which is why it wouldn't fire the second solenoid. Spock's reasoning would be speed sensor wiring.

The older TCU drives the speed sensor wire with 12-volts through some internal resistor (aka pulling or biasing it high), expecting the sensor in the trans to ground it once per rev. In my experience, the a/c pulses from the new trans would trigger the TCU and it would upshift 4x too fast (image my confusion when I was in 4th gear by the time I was doing 20mph). It's also possible that may not reliably trigger it? Measuring without the tcu connected, looking at the o-scope, the 98+ sensor would range from 0 volt spikes up to 30-volts at 60-mph, so perhaps the higher voltage spikes damaged the TCU?

The circuit I built took that a/c pulse, cleaned it up into a nice 5-volt pulse, then used a transistor to pull the signal wire to ground on every 4th pulse.