Title of Invention: ELECTRONICALLY CONTROLLED EXTERNAL DAMPER RESERVOIR Abstract: An electronically controller external damper reservoir assembly (eRESI) can be connected to a passive damper and/or substituted for an existing external reservoir to provide semi-active damping control. The eRESI includes a reservoir and a variable base valve assembly actuated by an actuator. A controller is in communication with the actuator and a sensor providing input signal indicative of vehicle movement and is programmed to generate a damping control signal to the actuator based on the input signal, to dynamically control the damping force outputted by a passive damper hydraulically connected to the eRESI. A P/T sensor can be installed to a gas chamber of a vehicle damper to generate a P/T signal indicative of the pressure and temperature of the gas. The controller is programmed to determine a damper position of the damper based on the P/T signal. Detailed Description: CROSS-REFERENCE TO RELATED APPLICATION This application claims the benefit of U.S. Non-Provisional application Ser. No. 17/066,469 filed Oct. 8, 2020, and U.S. Provisional Application No. 62/912,376, filed Oct. 8, 2019, which are each hereby incorporated by reference in their entirety. TECHNICAL FIELD The present disclosure relates to an external reservoir for use with a damper, and to a system and method for determining a position of the damper. BACKGROUND A vehicle is originally equipped (OE) by the vehicle manufacturer with a suspension system including dampening systems which provide a damping response to vehicle inputs. A vehicle owner may wish to modify the OE dampening system to change the feel and/or handling dynamics of the vehicle, for example, based on the vehicle owner's preference, by replacing the all or portions of the OE dampening system with non-OE (aftermarket) damping components. A vehicle owner may wish to install a passive dampening system which includes a monotube damper which is fluidly connected to an external reservoir, where the external reservoir functions to improve heat dissipation during operation of the suspension system and to avoid cavitation in the hydraulic fluid in the dampening system. The external reservoir can be hydraulically connected to the monotube damper in a piggyback arrangement such that the reservoir is attached directly the damper. The external reservoir can be connected via a hydraulic connector, including, for example, a hydraulic hose fitted to each of the damper and the external reservoir by hydraulic fittings, where hydraulic fluid flows between the damper and external reservoir through the hydraulic hose. This arrangement can be advantaged by additional cooling of the hydraulic fluid as the fluid travels through the length of the hose between the damper and the reservoir. The passive damper and/or the external reservoir can include a gas chamber separated from an oil chamber by a floating divider or piston, where a gas, often nitrogen, contained in the gas chamber is squeezed during compression of the damper to compensate for the hydraulic oil in the oil chamber being displaced by the damper shaft being compressed into the hydraulic oil. The pressure exerted on the floating piston and continuously on the hydraulic oil, acts to prevent cavitation of the hydraulic oil during movement of the damper shaft in compression and rebound. The vehicle owner may wish to convert from the passive dampening system to a semi-active system. This would typically require replacement of the entire passive dampening system, including installation of replacement semi-active dampers, a control unit, additional controllers, and/or additional sensors to the vehicle, such that aftermarket semi-active systems are very costly. Some aftermarket semi-active systems include a semi-active damper assembly with includes a damper and a reservoir which is either integrated with the damper assembly, for example, in a piggyback configuration, or remotely located from the damper and connected via a hydraulic hose. The reservoir of the semi-active aftermarket system can include, for example and as described in US Patent Application 2016/0153516, a base valve assembly and an auxiliary bypass valve assembly, where the auxiliary bypass valve assembly is controlled by actuation of a solenoid or stepper motor, such that flow of the hydraulic fluid through the base valve assembly and flow of hydraulic fluid through the auxiliary bypass valve assembly are in parallel with each other. As such, changes in control force, i.e., damping force, are accomplished by actuation of the auxiliary valve in parallel with the passive response of the base valve assembly, which may limit response time and/or may limit the range of the damping response, e.g., may limit the magnification of damping provided by the semi-active system relative to the damping force of a standard passive damper. SUMMARY An electronically controlled external damper reservoir module, abbreviated as eRESI, is disclosed herein. As further described herein, the eRESI module can be connected to a standard passive damper and/or substituted for an existing external reservoir, to provide a semi-active variant to the dampening system of a vehicle, such that a vehicle owner can change the feel and/or handling dynamics of the vehicle without incurring the costly expense of replacing an OE dampening system with a complete aftermarket semi-active dampening system. Further, the eRESI module described herein can be installed to any standard passive damper such that the eRESI module can be installed into multiple makes and models of vehicles, and as such, provides a lower cost, modular solution for aftermarket modification of a vehicle dampening system from a passive to semi-active system. As further described in detail herein, the eRESI module disclosed herein includes a base valve technology which utilizes an electronically controlled variable base valve assembly inside the eRESI reservoir, and which is in series with the main piston valve of a damper hydraulically connected to the remote eRESI module, such that changes in the damping force generated by the eRESI module include the serial effects of the base valve and the electronically controlled valve of the eRESI variable base valve assembly, and such that the response time is decreased (improved) and the range of possible magnification of damping force as compared to a baseline damping force of the passive damper is increased, relative to the response time and range of possible damping which can be realized from a passive damper connected to a traditional, e.g., passive, reservoir assembly. The eRESI module disclosed herein is advantaged by being configured as a standalone module which can be hydraulically connected to any standard monotube damper to provide semi-active control of the standard damper connected to the eRESI module. Because the eRESI module is universal, e.g., adaptable to any damper, the eRESI module provides a lower cost to modifying a vehicle dampening system to provide semi-active damping capabilities, as compared with aftermarket systems which include a damper and reservoir and are configured for installation to one vehicle type, make or model and/or to a limited number of vehicle makes and models. The eRESI module disclosed herein is advantaged by using a variable base valve assembly to control system restriction and thus generate force across the operating range. This arrangement, which is controlled by an actuator piloting a restrictor piston valve which is coaxial with the base piston valve in the variable base valve assembly, provides a rapid and cumulative response to vehicle and road inputs received by the eRESI controller actuating the actuator. In comparison, dedicated semi-active systems including dedicated damper and reservoir combinations can use a solenoid valve to bypass the base valve assembly, such that the bypass control function is parallel to, and not cumulative with, a managed base valve response. The eRESI module is compact in design, including an eRESI controller which can be integrated into the eRESI reservoir assembly, can be mounted on to the eRESI assembly, and/or can be located remotely, to provide options in configuration and mounting. In one example, the functions of the eRESI controller are performed by a vehicle control module programmed to perform the eRESI controller functions, and such that a dedicated eRESI controller is not required. Further, configurations are described herein whereby the eRESI module can operate without input from the vehicle system or vehicle network, and/or without input from original equipment sensors or modules, such that the eRESI module disclosed herein is adaptable to a vehicle damping system independent of the original equipment configuration of the vehicle. Likewise, because the eRESI module is adaptable to, e.g., can be used to control, any standard monotube damper, the eRESI module is highly flexible and universal in design. Monotube dampers, patented by Bilstein in 1953, are widely used in vehicles. Because the eRESI module is completely independent of the technology located inside a monotube damper, e.g., can be installed universally to any monotube damper, the eRESI module can be readily and easily installed to any vehicle suspension including monotube dampers, to add semi-active control to the monotube damper and to the vehicle dampening system, and at a substantially reduced cost relative to combination damper/reservoir semi-active systems. The eRESI module can include a sensing device, referred to herein as a P/T sensor, installed in fluid communication with gas contained in a gas chamber of the eRESI assembly, including a temperature sensor and pressure transducer configured to measure the temperature (T) and pressure (P) of the gas in the eRESI gas chamber, and to output a P/T signal to the eRESI controller or other control module in real time, such that the temperature and pressure of the gas can be used by a damper position algorithm stored to the eRESI controller to determine a position of a damper rod of a damper to which the eRESI module has been installed and calibrated. The P/T sensor can be connected to the eRESI controller, for example, via a wiring harness, or can transmit the P/T signal wirelessly, for example, using RF technology, etc., to the eRESI controller or to a vehicle network. The system is advantaged by using the measured pressure and temperature of the eRESI gas to determine damper position, such that use of the eRESI P/T sensor and damper position algorithm obviates the need for and associated cost and complexity of installing separate, independent damper position sensors to the vehicle as a means to measure damper position. Accordingly, the system and method described herein to determine damper position replaces brackets, fasteners, positions sensors, links, etc. conventionally installed to a vehicle to sense damper position, with a low cost, simplified technology for damper position measurement of a passive damper which can be installed to an existing suspension system with minimal or no modification. In another configuration, the P/T sensing device described herein can be installed directly to a passive damper or passive damper reservoir installed to the vehicle, in fluid communication with a gas chamber of the damper or the gas chamber of the passive reservoir attached to the damper, and calibrated to transmit a P/T signal of the pressure and temperature of the gas in the damper gas chamber to the vehicle network for application of a damper position algorithm to the P/T signal to determine the damper position in real time, such that the damper position technology described herein is readily adaptable to existing vehicle hardware and/or to any passive damper or damper-reservoir installed to the vehicle. The use of the measured gas pressure to determine damper position is unexpected and the system and method described herein provides significant advantages, including reduction in vehicle hardware, weight, cost and complexity as compared with conventional damper position measurement systems, demonstrated correlation to conventional damper position measurements, and flexibility, as the damper position measurement system described herein is adaptable, e.g., installable to any passive damping system with little or no hardware modification of the passive damping system and/or vehicle. A system for converting a damping system including a passive damper to a semi-active damping system is described herein, the system including an electronically controlled external damper reservoir (eRESI) assembly including a reservoir port configured to hydraulically connect the eRESI assembly to a passive damper and to receive hydraulic fluid from the passive damper via the reservoir port, a variable base valve assembly including an actuator, wherein the actuator is configured to selectively change a flow rate of hydraulic fluid through the variable base valve assembly in response to a damping control signal received by the actuator, a hydraulic chamber in fluid communication with a reservoir port via the variable base valve assembly, and a gas chamber containing a gas, such a nitrogen gas. The system further includes an input sensor configured to generate an input signal indicative of a vehicle movement and/or a condition related to the vehicle movement, a controller in electronic communication with the input sensor and the actuator, wherein the controller includes a tangible, non-transitory memory to which instructions and/or algorithms are stored, such that the controller is programmed to receive the input signal from the input sensor, to generate the damping control signal based on the input signal, and to output the damping control signal to the actuator. In one example, the input signal includes at least one input signal indicative of a vehicle movement or a condition related to the vehicle movement selected from a group consisting of: damper position of a passive damper hydraulically connected to the eRESI assembly, movement of a damper rod of the passive damper, damper rod velocity, damper rod acceleration, vehicle body motion, vehicle body roll, vehicle body pitch, vehicle body yaw, roll velocity, G-force, pitch velocity, vehicle speed, vehicle acceleration, vehicle inertial data, wheel motion, wheel speed, wheel position, suspension motion, brake torque, throttle position, steering wheel angle, steering wheel angle rate, vehicle acceleration along Ax, Ay, and/or Az vehicle axes, suspension position, temperature, engine torque, tire pressure, vision sensor data, forward looking terrain mapping, global positioning data, Lidar data, and combinations thereof. In one example, the input sensor is configured as a pressure and temperature (P/T) sensor in direct fluid communication with the gas contained in the gas chamber, where the P/T sensor is configured to measure a pressure and a temperature of the gas and to generate a P/T signal indicative of the pressure and the temperature of the gas. The P/T sensor is configured to transmit the P/T signal to the controller, and the controller is programmed to determine a damper position of a passive damper hydraulically connected to the eRESI assembly, based on the PIT signal transmitted from the P/T sensor. In one example, the passive damper includes a damper rod and a damper cylinder, such that the damper position is defined by the position of the damper rod relative to the damper cylinder. The controller can be programmed to determine, based on the P/T signal received from the P/T sensor, a direction of travel of the damper rod relative to the damper cylinder and a velocity of the damper rod. The controller can be further programmed to generate the damping control signal based on a combination of the position, the direction of travel, and the velocity of the damper rod as determined in real time by the controller based on the P/T signal. In one example, the input sensor includes an inertial measurement unit (IMU) configured to sense inertia of a vehicle including the passive damper and to transmit the input signal based on the inertia of the vehicle to the controller, where the controller is programmed to generate the damping control signal based on a combination of the P/T signal and the input signal based on the inertia of the vehicle. The input sensor can be configured as at least one of a vehicle module or a vehicle sensor such that the input signal, in this example, is generated by the at least one of the vehicle module or vehicle sensor, and the controller can be programmed to generate the damping control signal based on a combination of the P/T signal and the input signal generated by the at least one of the vehicle module or vehicle sensor. As described herein and illustrated by the figures, the gas chamber can include an end cap configured to seal the gas chamber, where in one example, the P/T sensor is integral to the end cap. In one example, the controller is a vehicle control module and the controller is in electronic communication with the actuator via a vehicle network. In another example, the controller is in wireless communication with the actuator. The actuator can be configured to selectively actuate the variable base valve assembly between a first valve position and a second valve position, where the variable base valve assembly is configured such that, with the variable base valve assembly actuated to the first valve position, a compression force outputted by a passive damper hydraulically connected to the eRESI assembly is substantially the same as a baseline compression force outputted by the passive damper when connected to a passive reservoir. The variable base valve assembly can be configured such that, with the variable base valve assembly actuated to the second valve position, the compression force outputted by the passive damper hydraulically connected to the eRESI assembly is increased to a range which is 1.5 to 10 times the baseline compression force. In one example, the variable base valve assembly is configured such that the variable base valve assembly is in series with a main piston valve of a passive damper hydraulically connected to the eRESI assembly. Described herein is a method fur converting a damping system including a passive damper to a semi-active damping system, the method including hydraulically connecting an electronically controlled external damper reservoir (eRESI) assembly to a passive damper via a reservoir port, the eRESI assembly including the reservoir port configured to hydraulically connect the eRESI assembly to a passive damper and to receive hydraulic fluid from the passive damper via the reservoir port, a variable base valve assembly including an actuator, wherein the actuator is configured to selectively change a flow rate of hydraulic fluid through the variable base valve assembly in response to a damping control signal received by the actuator, a hydraulic chamber in fluid communication with a reservoir port via the variable base valve assembly, and a gas chamber containing a gas. The method further includes sensing a vehicle movement or a condition related to the vehicle movement, via an input sensor configured to generate an input signal indicative of at least one of the vehicle movement or the condition related to the vehicle movement, providing a controller in electronic communication with the input sensor and the actuator, wherein the controller includes a processor and tangible, non-transitory memory on which is recorded instructions, such that the controller is programmed to receive the input signal from the input sensor, to generate the damping control signal based on the input signal, and to output the damping control signal to the actuator, and receiving, via the hydraulic port, hydraulic fluid from the passive damper. The method further includes sensing, via the input sensor, the vehicle movement and/or the condition related to the vehicle movement, generating, via the input sensor, the input signal, receiving the input signal to the controller, generating, via the controller, the damping control signal based on the input signal, and outputting the damping control signal to the actuator. The method can further include receiving, via the actuator, the damping control signal from the controller and actuating the variable base valve assembly, via the actuator, to selectively change a flow rate of hydraulic fluid through the variable base valve assembly based on the damping control signal received by the actuator. In one example, the method can include calibrating the eRESI assembly to the passive damper by inputting a calibration data set to the controller, wherein the calibration data set includes a pressure, a temperature, and a volume of the gas contained in the gas chamber while the passive damper is in a known damper position. In one example, the known position is a full rebound position. In one example, the calibration data set is determined from a specification defined for the passive damper. In one example, the calibration data set is determined by direct measurement of the data with the passive damper in one or more know damper positions. In one example, the input sensor can be configured as a pressure and temperature (P/T) sensor in direct fluid communication with the gas contained in the gas chamber and the method can further include measuring, via the P/T sensor, a pressure and a temperature of the gas, generating, via the P/T sensor, the input signal configured as a P/T signal indicative of the pressure and the temperature of the gas, receiving, via the controller, the P/T signal, and determining, via the controller, a damper position of the passive damper, based on the P/T signal received from the P/T sensor. The method can include determining, via the controller, a damper position of the vehicle damper, based on the P/T signal received from the P/T sensor. In one example, the passive damper includes a damper rod and a damper cylinder, where the damper position is defined by the position of the damper rod relative to the damper cylinder, and where the controller is programmed to determine, based on the P/T signal received from the P/T sensor, a direction of travel of the damper rod relative to the damper cylinder and a velocity of the damper rod, such that the method can further include determining, via the controller and based on the P/T signal, the damper position, the direction of travel, and the velocity of the damper rod, and generating, via the controller, the damping control signal based on a combination of the position, the direction of travel, and the velocity of the damper rod as determined in real time by the controller based on the P/T signal. In one example, the method includes receiving, via the controller, inertia data from an inertial measurement unit (IMU) in electronic communication with the controller, and generating, via the controller, the damping control signal based on a combination of the inertia data and the P/T signal. A system for determining a damper position of a vehicle damper is described herein. The system includes a pressure and temperature (P/T) sensor configured for installation in direct fluid communication with a gas contained in a gas chamber of a vehicle damper, where the P/T sensor is configured to measure a pressure and a temperature of the gas and to generate a P/T signal indicative of the measured pressure and the measured temperature of the gas, and a controller in electronic communication with the P/T sensor, wherein the controller includes a processor and tangible, non transitory memory on which is recorded instructions, such that the controller is programmed to determine a damper position of the vehicle damper based on the P/T signal received from the P/T sensor. The controller can be programmed to command the P/T sensor to transmit the P/T signal to the controller at a frequency in the range of from about 1 to 2 milliseconds, such that the controller can continuously determine the damper position. In one example, the vehicle damper is configured as a monotube damper including a damper cylinder. In one example, the gas chamber is enclosed within the damper cylinder. In one example, the vehicle damper includes a reservoir, where the reservoir is hydraulically connected to the damper cylinder and the gas chamber is disposed within the reservoir. The reservoir can be configured as a passive reservoir, or as an electronically controlled reservoir in communication with the controller, where in this example, the controller can be further programmed to actuate the electronically controller reservoir based on the P/T signal. The gas chamber can include a first gas port, where the P/T sensor is configured to be operably attached to the gas chamber via the first gas port. In one example, the gas chamber includes an end cap configured to seal the gas chamber and the end cap includes the first gas port. The end cap can further include a second gas port configured such that the gas is injected into the gas chamber via the second gas port. In another example, the gas chamber includes an end cap configured to seal the gas chamber, wherein the P/T sensor is integral to the end cap. In this example, the P/T sensor can be configured to wireless transmit a P/T signal to the controller, or can include an electrical connector which is integral to the end cap such that the controller is in electrical communication with the P/T sensor via the electrical connector. In one example, the damper includes a damper rod and a damper cylinder and the damper position is defined by the position of the damper rod relative to the damper cylinder. In this example, the controller can be further programmed to determine a velocity of the damper rod based on the P/T signal received from the P/T sensor, and/or to determine a direction of travel of the damper rod based on the P/T signal received from the P/T sensor. In one example, the controller is a vehicle control module configured to control a vehicle component which is not the vehicle damper, and the controller is programmed to generate a command to the vehicle component based on the A method for determining a damper position of a vehicle damper is described herein. The method includes installing a pressure and temperature (P/T) sensor in direct fluid communication with gas contained in a gas chamber of a vehicle damper, where the P/T sensor is configured to measure a pressure and a temperature of the gas and to generate a P/T signal indicative of the pressure and the temperature of the gas. The method further includes providing a controller in electronic communication with the P/T sensor, wherein the controller is programmed to determine a damper position of the vehicle damper based on the P/T signal received from the P/T sensor. The method further includes measuring, via the P/T sensor, the pressure and temperature of the gas, generating, via the P/T sensor, the P/T signal, receiving the P/T signal to the controller, and determining, via the controller, the damper position of the vehicle damper. In one example, the method further includes calibrating the P/T sensor to the vehicle damper by inputting a calibration data set to the controller, wherein the calibration data set includes a pressure, a temperature, and a volume of the gas contained in the gas chamber while the vehicle damper is in a known damper position, which may be a full rebound position. In one example, the P/T sensor is integral to an end cap, and the method includes operably connecting the end cap to the gas chamber to seal the gas chamber. In one example, the vehicle damper includes damper cylinder and a reservoir hydraulically connected to the damper cylinder, where the gas chamber is enclosed within the reservoir, where the method further comprises installing the P/T sensor in direct fluid communication with gas contained in the gas chamber of the reservoir. The above features and advantages, and other features and advantages, of the present teachings are readily apparent from the following detailed description of some of the best modes and other embodiments for carrying out the present teachings, as defined in the appended claims, when taken in connection with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic illustration of an electronically controlled external damper reservoir (eRESI) module being installed to a vehicle and to a damper on the vehicle; FIG. 2 is a schematic perspective view of the eRESI module of FIG. 1; FIG. 3 is a schematic exploded view of the eRESI module of FIG. 1; FIG. 4 is a schematic perspective view of the eRESI module of FIG. 1, showing the reservoir housing in transparent view; FIG. 5 is a schematic cross-sectional view of section A-A of FIG. 8, showing an example configuration of the eRESI module of FIG. 1; FIG. 6 is an exploded partial schematic cross-sectional view of section A-A of FIG. 8, showing a reservoir housing portion of the eRESI module of FIG. 1; FIG. 7 is a partial schematic perspective exploded view of the eRESI module of FIG. 1; FIG. 8 is a partial schematic front exploded view of the eRESI module of FIG. 1 showing a body cap and base valve assembly of the eRESI module of FIG. 1, further showing a co-axial arrangement of the components of the base valve assembly; FIG. 9 is a partial schematic side exploded cross-sectional view of the eRESI module of FIG. 8; FIG. 10 is a partial schematic cross-sectional view of section A-A of FIG. 8, showing an example configuration of the body cap and base valve assembly with the base valve assembly actuated to a fully open position; FIG. 11 is a schematic illustration of hydraulic fluid flow through the base valve assembly of FIG. 10, showing flow paths through the base valve assembly when actuated to a fully open position; FIG. 12 is a partial schematic cross-sectional view of section A-A of FIG. 8, showing an example configuration of the body cap and base valve assembly of the eRESI module with the base valve assembly actuated to a fully closed position; FIG. 13 is a schematic illustration ©f hydraulic fluid flow through the base valve assembly of FIG. 12, showing flow paths through the base valve assembly when actuated to a fully closed position; FIG. 14 is a flow chart illustrating a method for semi-active control of a. damping force of a damper hydraulically connected to the eRESI module of FIG. 1; FIG. 15 is a schematic illustration of a force velocity curve showing damping force versus speed of piston rod travel in a damper controlled by the eRESI module connected thereto, and further showing a range and area of compressive damping force which can be generated in the damper by actuation of the eRESI module hydraulically connected to the damper as shown in FIG. 1; FIG. 16 is a schematic illustration of a system for determining the damper position of one or more dampers installed to a suspension module of a vehicle and in communication with a vehicle network and controlling a vehicle component using the damper position; FIG. 17 is a schematic illustration of an example configuration of the damper position system of FIG. 16 including an eRESI module in fluid communication with a damper and in communication with the vehicle network of FIG. 16; FIG. 18A is a schematic illustration of an example configuration of the damper position system of FIG. 16 including a damper and showing the damper rod in a first position; FIG. 18B is a schematic illustration of the example configuration of the damper position system of FIG. 18A, showing the damper rod in a second position; FIG. 19 is a schematic illustration of an example configuration of the damper position system of FIG. 16 including a damper and a passive reservoir integrally connected to the damper; FIG. 20 is a schematic illustration of an example configuration of the damper position system of FIG. 16 including a damper and a passive reservoir remotely connected to the damper via a hose connector; FIG. 21 is a schematic illustration of an example configuration of the damper position system of FIG. 16 including a twin tube damper; FIG. 22 is a flowchart illustrating an example method for determining the damper position of one or more dampers installed to a suspension module of a vehicle controlling a vehicle component using the damper position; FIG. 23 is an example illustration of signal and/or sensor data used in development of one or more algorithms for determining damper position and/or for control of an eRESI actuator to provide semi-active control of damping force output; FIG. 24 is a schematic illustration of a perspective view of an end cap for sealing the gas chamber, the end cap including a first port via which gas is injected into the gas chamber, and a second port for attaching the P/T sensor; FIG. 25 is a schematic illustration of a perspective view of an exterior surface of an end cap for sealing the gas chamber, the end cap including a gas port via which gas is injected into the gas chamber, and further including a P/T sensor integrated into the body of the end cap and including an electrical connector integral to the end cap; and FIG. 26 is a schematic illustration of a perspective view of an interior surface of the end cap of FIG, 25, including an orifice in communication with the P/T sensor, such that gas flows via the orifice to a P/T sensing interface of the P/T sensor integrated into the body of the end cap. DETAILED DESCRIPTION The elements of the disclosed embodiments, as described and illustrated herein, may be arranged and designed in a variety of different configurations. Thus, the following detailed description is not intended to limit the scope of the disclosure, as claimed, but is merely representative of possible embodiments thereof. In addition, while numerous specific details are set forth in the following description in order to provide a thorough understanding of the embodiments disclosed herein, some embodiments can be practiced without some of these details. Moreover, for the purpose of clarity, certain technical material that is understood in the related art has not been described in detail in order to avoid unnecessarily obscuring the disclosure. Furthermore, the disclosure, as illustrated and described herein, may be practiced in the absence of an element that is not specifically disclosed herein. Referring to the drawings wherein like reference numbers represent like components throughout the several figures, the elements shown in FIGS. 1-23 are not necessarily to scale or proportion. FIGS. 1-15 are descriptive of a system 100 and method 150 for semi-active control of a damping force of a damper 105, using an electronically controlled external damper reservoir (eRESI) module 100, which can also be referred to herein as an eRESI system 100. FIGS. 16-23 are descriptive of a system 300 and method 250 for determining a damper position 196 of a damper 105 in real time, and for controlling, in real time, one or more vehicle components 205, including non-damper components and non-suspension components, such as headlights, using the damper position 196 determined using the system 300 and method 250. In a non-limiting example, the damper position system 300 includes the eRESI module 100 configured such that the method 250 is implemented at least in part via the eRESI module 100. Referring to FIGS. 1-23, like reference numbers represent like components throughout the several figures, and the particular dimensions and applications provided in the drawings presented herein are not to be considered limiting. Referring to FIGS. 1-16, FIGS. 1-13 show a non-limiting example of an external damper reservoir (eRESI) module 100 including a electronically controlled external damper reservoir (eRESI) assembly 10, and an eRESI control module 20, which can also be referred to herein as the eRESI controller 20. The eRESI module 100 can include one or more eRESI sensors 18, 28 in communication with the eRESI controller 20 and/or a vehicle network 130, as further described herein. The eRESI assembly 10 includes a reservoir body cap 14 defining a reservoir port 16 configured to hydraulically connect the eRESI assembly 10 to a damper such as the damper 105 shown in FIG. 1. In an illustrative example, the damper 105 is a passive damper, such as standard monotube damper, and includes a damper cylinder 180 having a damper port 142 for connection of the damper 105 to a remote reservoir, a piston rod 110 which can also be referred to herein as a damper shaft, and a main piston valve 122 (see FIG. 18A, for example) attached to the piston rod 110 and located in the damper cylinder 180, such that, as the damper shaft 110 travels inside and relative to the damper cylinder, hydraulic fluid 114 in the damper cylinder 180 is displaced by the main piston valve 122 to generate a damping force output from the damper 105. As shown in FIG. 1, the eRESI module 100 can be remotely connected to a damper 105, for example, via a hydraulic hose 115 attached to each of the eRESI assembly 10 and the damper 105. In the example shown in FIG. 1, the hydraulic hose 115 is terminated at each end with a hydraulic connector 120 for connecting the hydraulic hose 115 to each of the eRESI module 100 via a reservoir port 16 and to a damper 105 via a damper port 142. As used herein, a standard monotube damper can include dampers which are installed as original equipment (OE) to a vehicle 200, and/or a damper which is installed as aftermarket equipment to a vehicle 200, to replace an OE damper or other aftermarket damper. In one example, a standard monotube damper can be a generic and/or “off the shelf” damper, e.g., a damper which is available in the aftermarket for installation to a vehicle to change the damping characteristics and/or handling performance of the vehicle 200 as originally equipped. A standard damper, as that term is used herein, can refer to a passive damper 105 which may be specified for installation into at least one, or a plurality of, vehicle makes and/or models. The term vehicle, as used herein, can refer to any type or configuration of vehicle to which a dampening system including passive dampers 105 can be installed, including, for example, automobiles, trucks, off-road vehicles, all-terrain vehicles, motorcycles, snowmobiles, track racing vehicle, bicycles, utility task vehicles, etc. As further described herein the eRESI module 100, when hydraulically connected to a standard damper 105, converts the standard damper 105 into a semi-active variant, also referred to herein as an eRESI controlled damper, by dynamically controlling, e.g., changing, the damping force outputted by the damper 105 by dynamically and selectively adjusting a variable base valve assembly 50 in the eRESI reservoir 10 of the eRESI module 100, using an actuator 30 in the variable base valve assembly 50 of the eRESI assembly, where the actuator 30 is actuated by an eRESI controller 20 in response to inputs received by the eRESI controller 20. In one example, the actuator 30 includes an electronic solenoid. In one example, the actuator 30 includes a voice coil actuator (VCA). Inputs received by the eRESI controller 20 can include, in a non-limiting example, inputs received from one or more sensors, modules and/or components, including one or more pressure/temperature (P/T) sensors 18, one or more eRESI sensors 28, one or more vehicle sensors 135, one or more vehicle modules 140, and/or one or more vehicle components 205. The P/T sensors 18, eRESI sensors 28, and vehicle sensor 135 can be individually and/or collectively referred to herein as input sensors, such that the signals and/or outputs generated by any of the sensors 18, 28, 135 can be individually and/or collectively referred to herein as input signals. Referring again to FIG. 1, in use, the damper shaft 110 travels in the direction of arrow 185 shown in FIG. 1, in response to a compressive load exerted on the damper shaft 110 in the direction of arrow 185, for example, a road load, vehicle load, or other suspension load exerted on the damper shaft 110 causing travel of the damper shaft 110 into the damper cylinder 180, Travel of the damper shaft 110 in the direction of arrow 185, e.g., in compression, causes the damper 105 to generate a compressive damping force in response to the compressive load on the damper shaft 110, generated by movement of the main piston valve 122 connected to the damper shaft 110 against the hydraulic fluid 114 contained in a damper oil chamber 118 (see FIGS. 18A-18B), where the compressive movement of the damper shaft 110 and main piston valve 122 displaces hydraulic fluid 114 from the damper cylinder 180 to the remotely attached eRESI assembly 10 via the damper port 142, hydraulic hose 115 and reservoir port 16. Hydraulic fluid 114 can also be referred to herein as working fluid, or as hydraulic oil or oil 114. The eRESI module 100 can selectively control and/or modify the compressive damping force outputted from the attached damper 105, in a non-limiting example, by adjusting the preload of a base valve shim stack in a variable base valve assembly 50 in the eRESI assembly 10, through selective actuation of the actuator 30 to selectively change the flow rate of the hydraulic fluid 114 from the damper 105 into the eRESI assembly 10, to create a pressure differential insider the damper cylinder 180, thus controlling the damping force output of the eRESI controlled damper 105 during the compressive event, as further described herein. In one example, the actuator 30 is actuable between a fully closed valve position (see FIGS. 12-13) and a fully open valve position (see FIGS. 10-11), as further described herein, where in a partially or fully closed valve position, the flow of hydraulic fluid 114 displaced from the damper 105 into the eRESI assembly 10 is restricted such that the pressure differential inside the damper cylinder 180 is increased, thus increasing the compressive damping force outputted from the damper 105. In a non-limiting example, the eRESI module 100 is configured such that the compressive damping force outputted from the damper 105 can be increased in a range of five to ten times the baseline damping force of the damper 105, where the baseline damping force, as that term is used herein, refers to the compressive damping force which would be generated by the damper 105 when not modified by connection to the eRESI module 100 disclosed herein. For example, the baseline damping force is the compressive damping force which would be generated by the damper 105 when connected to a passive reservoir. In a non-limiting example, the eRESI module 100 can be configured to restrict flow into the eRESI assembly 10 such that the compressive damping force outputted from an eRESI controlled damper 105 can be up to 1000 pounds force, e.g. a five-fold increase over a baseline damping force of 200 pounds, or a ten-fold increase over a baseline damping force of 100 pounds. See FIG. 15, showing a range 96 of the increased damping force which can be dynamically adjusted within an area 98 over a range of piston rod velocity. The base valve assembly 50 of the eRESI assembly 10 described herein is advantaged by its configuration as a variable base valve assembly, and is distinguished from a traditional base valve assembly by including an additional hydraulic circuit which can be actuated by the actuator 30 infinitely between fully closed, partially closed, neutral, partially open, and fully open conditions such that the actuator can infinitely meter fluid flow and pressure to the base valve piston 56 (see FIG. 8) by piloting the base valve restriction with a hydraulically controlled restrictor 54 (see FIG. 8). As shown in FIGS. 5 through 13, the restrictor piston 54 and associated hydraulic circuit is integrated in the variable base valve assembly 50, such that the restrictor piston 54 is coaxial with the base valve piston 56 and cartridge 52. The actuator 30 pilots the restrictor piston by controlling fluid flow through the cartridge 52, such that the actuator 30 works in conjunction with the base valve piston 56 to infinitely meter fluid flow and pressure and thus variably control the compressive force output of the eRESI controlled damper 105 within the compressive dampening force area 98 of the damping force-velocity curve shown in FIG. 15, and such that the response time for the damper 105 to respond to changes in operating conditions, such as changes in road inputs, vehicle loads, etc., is minimized, e.g., a relatively quicker response time is achieved. The quicker response time can be attributed at least in part, for example, to the cumulative response of the traditional portion of the eRESI base valve assembly 50, e.g., the response of the base valve piston 56, and the response of the restrictor piston 54 piloted by the actuator 30, where these pistons are coaxial configured to provide a cumulative control. In one example, the control loop illustrated by the method shown in FIG. 14 can be executed at a frequency of 1 to 2 milliseconds per loop such that the eRESI controller 20 can output a control signal to the actuator 30 every 1 to 2 milliseconds, to substantially continuously pilot the restrictor valve 54 in response to inputs received by the eRESI controller 20 from at least one of P/T sensor 18, eRESI sensors 28, vehicle sensors 135 and/or vehicle modules 140. Referring to FIG. 1, shown is a non-limiting and illustrative example of an eRESI module 100 being installed to a vehicle 200 and hydraulically connected to a damper 105 on the vehicle 200 so as to provide semi-active control of the damper 105 using the eRESI module 100. The vehicle 200 includes the damper 105, which in the illustrative example is a passive damper and in the example shown, is a monotube damper including a damper port 142 to which a hydraulic hose connector 120 can be attached to fluidly connect a hydraulic hose 115 to the hydraulic cylinder 180 of the damper 105 via the damper port 142. The damper 105 includes a damper piston rod 110, also referred to herein as a damper shaft, which is partially disposed in and connected to a main piston valve 122 (see for example, FIG. 18A) disposed in a damper oil chamber 118 in the hydraulic cylinder 180 of the damper 105, such that when subjected to a compressive force input, the damper shaft 110 travels in the direction of arrow 185 to compress hydraulic fluid 114 in the damper oil chamber 118 and out of the damper cylinder 180 via the damper port 142 to a reservoir hydraulically connected to the damper 105 via the hydraulic hose 115. In the present example, the damper 105 is connected to an eRESI assembly 10 via a connector 120 of the hydraulic hose 115 connected to a reservoir port 16, also referred to herein as a high pressure port 16, of the eRESI assembly 10. When the compressive force applied to the damper shaft 110 is reduced or substantially eliminated, as when the vehicle 200 is in full rebound, the pressure differential in the damper cylinder 185 acts on the main piston valve such that the damper shaft 110 travels in a direction opposite the arrow 185, drawing hydraulic fluid from the reservoir, e.g., from the eRESI assembly 10, into the damper cylinder 185. The vehicle 200 can further include one or more vehicle sensors 135, vehicle modules 140, and/or vehicle components 205 installed to the vehicle 200 as original equipment, which can be in communication with a vehicle network 130, such as a CAN bus, and such that data and/or other inputs received from the vehicle sensors 135, modules 140 and/or components 205 can communicate with, including transmitting and/or receiving data and/or other information through the vehicle network 130, devices connected to the vehicle network 130, including, for example, the eRESI module 100, controller 20, P/T sensor 18, and/or other eRESI sensors 28. In one example, referring to FIG. 23, the transmitted data can include at least one or a combination of steering input, throttle data 184, vehicle speed 182, wheel speed, acceleration 194, braking, braking force, braking angle, gyro outputs 192 including gyro data 192 including inertia, pitch, roll, yaw, g-force, etc., damper shaft speed, damper shaft position 196, lateral and/or longitudinal accelerometer data 194, etc., which can be used to determine vehicle operating conditions, driver intent, and road input to the suspension system of the vehicle 200 including the damper 105. In a non-limiting example, the eRESI module 100 can be installed to the vehicle 200 such that the eRESI controller 20 is connected to one or more of the vehicle network 130, one or more of the vehicle sensors 135, and one or more of the vehicle modules 140, such that the eRESI controller 20 can receive and/or transmit data and/or other information for use by the eRESI controller 20 in controlling the damper 105, via dynamic actuation of the actuator 30, to selectively control base valve restriction of the variable base valve assembly 50 of the eRESI assembly 10. Referring to FIG. 1, in a non-limiting example, the eRESI controller 20 includes a memory 22, which includes tangible, non-transitory member, a central processing unit (CPU) 24, and a communication module 26, which can be used to receive, process and/or store data. received from the vehicle network 130, sensors 135, vehicle modules 140 and/or vehicle components 205. In one example, one or more damping algorithms and/or instructions are stored to the memory 22 and are applied by the CPU 24 to vehicle data to generate a control signal communicated to the actuator 30 to control actuation of the actuator 30 and variable base valve assembly 50. In one example, the communication module 26 includes a CAN transceiver for communicating with the vehicle network 130, which can be configured as a CAN bus. The CPU 24 can be configured for executing the one or more algorithms
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