He sez "standard," so I'm assuming he's stirring the gearbox himself. And, he sez it's a 1997...
The easiest way to test the TPS is to get an analogue (sweep needle) ohmmeter and connect it to the centre terminal and either side terminal (after disconnecting the wiring harness,) and operating the throttle by hand (engine OFF) and watching the needle sweep. You should get smooth, cosistent action, with no "flat spots" or "skips."
Also, check for +5VDC (nominal) at terminal 3 with the key ON (engine running or not.)
The TPS proper may be tested thusly (from 1997XJ FSM, no distinction made between RHD and LHD):
"The TPS can be tested with a digital voltmeter. The centre terminal of the TPS is the output terminal.
"With the ignition key in the ON position, check the TPS output voltage at the centre termain wire of the connector. (sic - cumbersome, no?) Check this at idle (throttle plate closed) and at Wide Open Throttle (WOT.). At idle, TPS output voltage should be greater than 350 millivolts" (350mVDC, .350VDC - 5-90) " but less than 900 millivolts. (900mVDC, .900VDC - 5-90) "At wide open throttle, TPS output voltage must be less than 4.5 volts. The output voltage should increase gradually as the throttle plate is slowly opened from idle to WOT."
(1997XJ FSM, p.14-43)
All well and very proper, however I will maintain until the end that the BEST way, bar none, to check action of a potentiometer/variable resistance (which is exactly what the TPS happens to be!) is to use an analogue ohmmeter. A digital ohmmeter/DVM/DMM contains a "buffer circuit" that slows response time, and can actually hide the beginnings of a flat spot in a sensor like this. Also, the sweep of the analogue meter is direct, which will also allow you to see "skips" as well as "flats" in the sense arc.
No differentiation was noted for domestic/export production, left-hand/right-hand drive, or for automatic/standard transmissions. Nothing against Langer, but his question most likely has its roots in RENIX, where the manual transmissions had a single TPS, and the automatics had a gang of two (two sensors in one unit, with two harness connectors.) ChryCo did away with that in 1991, when they installed their own OBD-I compliant electronics.
5-90