I don't think your issue is a problem but may be a little expensive. You have a 4bt. Is it a VE pump or a P pump? If a VE, then there are parts you could use from the early Dodge engines 1989-1993 which came with automatic transmissions and a VE pump 6bt. Here is a company that has the bracket which is $150.
VE Pump TPS Bracket for Automatic 89-93 Dodge 5.9L Cummins Several companies have the sensor. Here is one.
Dorman Products Throttle Position Sensor 1990-1993 Dodge 2500/3500 Cummins 5.9L | Thoroughbred Diesel You'd have to come up with the wiring harness. Might find one for an old Dodge 6bt in the 1990-1993 range. Hope this helps a little.

 

It’s a P pump I saw another post about TPS and prone to failure on Dodge 24v 6BT - company called E-Trans makes TPS eliminator device (linear pot and a knob) to manually tell the trans when to kick down out of overdrive. I sent a note to my ATS contact asking him if there is any other function the TPS plays and if not that might be simple elegant solution. Other wise not sure what else to do.

 

e-trans also has a universal tps that can be mounted off the long pedal or linkage...

 

This.

I tried mounting a TPS off the injection pump but depending on the mounting design, that can hamper pump adjustability and I only got a couple years out of them due to the under hood environment. I ended up fabbing something off of my throttle pedal inside the rig and it's been solid for several years. Less vibration and more protection. I've currently got another project, this time with a 6bt in front of an electronic automatic, that will need a TPS signal and I'll be figuring out something off of the throttle pedal inside the rig for this one too.

 

any of the rheostat type of TPS will have a lot of malfunctions, from the chatter as the wiper goes over the windings in the TPS. the Allison TCM will see the chatter as an intermittent open in the circuit (ask me how I know) Allison makes (made) a cable operated TPS #29507769 that uses a wiper over a smooth strip like the one on the back of a credit card. the Allison TPS is about the size of a deck of cards with a cable sticking out of one end that goes to the throttle lever on the injection pump. the TPS# above has a 40" cable. they made different lengths. they discontinued making them when all the Diesel engines went to electronic fuel injection and they could use the TPS signal from the engine computer. the Allison TPS is NOT cheap. but can still be found in truck wrecking yards on trucks with mechanical fuel injection and Allison 1000/2400 transmissions. early 2000 trucks. some Allison dealers have them on the shelf but want an arm and a leg for them. the last one I got was $400 but they are made by Allison to work WITH the Allison 1000, 2400 style transmissions and TCM. hope this helps get your project going.

 

The TPS for a Dodge Cummins with the P7100 would likely fit. Those are available. You are dealing with an Allison 1000. Those have their own computer control unit. I'd have to do some studying to know how that unit needs to interface with a P pump TPS. We've had guys use that transmission and maybe one of them could chime in on this. When I don't know I admit it.

 

The Allison stand-alone TCUs will tolerate a very wide range of TPS functionality and self-calibrate.

I built my own TPS on a VE-Pump Cummins using one of these:

Amazon.com: Standard Motor Products Throttle Position Sensor TH59 : Automotive

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It's a simple rotary TPS with a 5V reference and outputs whatever you need between 0-5V depending on how you mount, wire, and limit your throttle stops and lever arms that cause it to turn. It's designed for engine mounting. I have 30K miles on mine, no issues. Standard GM Weatherpak makes connection easy/nice.

Mine connects right to the axle of the throttle shaft on the pump and produces voltage between about 1V to 2.5V, which works just fine because of Allison's brilliant auto-calibration function. I also fed this sensor Just under 10V and configured it to output 1V to 4V...and it had no change in transmission behavior, so I eliminated the extra circuitry and just run it 1Vto 2.5V for simplicity. Somewhere below 1V flags errors and will prevent the trans from going into gear...FYI; I ran into that when I installed it wrong once.