ok I just have a question and yes I did the search but could find what I was looking for

more or less curious as to what the differences are between a few different TII ECU's

all of them I think should be compat with one another but what differences on power/economy would each have
what differences are there really on the ECU to make a different part number I guess is what I am asking

the ecus I question are the
332
333
335
338 (which from what I understand runs both vert and N/A correct?)
319 or 318 can't remember which

any of these shoudl be swappable though right?

why all the differences though?
do they really all perform the same and do the same thing?

 

I copied this from Kevin Lander's web site http://www.rotaryresurrection.com/

ECU Part Numbers (this is the version # that's on the ECU itself)
84-85 GSL-SE N304 18 880A
86-87 NA N326 18 880, N3Y6 18 880
87 Turbo N332 18 880
88 NA N327 18 880
88 Turbo N333 18 880
88 Convertible N338 18 880
89 NA California N350 18 880
89 NA Fed. N351 18 880
89 Conv. CA N352 18 880
89 Conv. Fed. N353 18 880
89 Turbo N370 18 880


NOTE - If there's an "R" at the end, it's a remanufactured ECU. They
also change the last 3 digits to "881". Example - '89 Turbo Reman. -
N370 18 881R. A remanufactured ECU isn't necessarily bad; it DOES mean the ECU was replaced.

 

already have seen that info as well as someone saying if there is an "a" on the end it is an "upgrade" ECU


what I'm more interested though is what is the differences between the ECU's?
not where they came from except for the 317,318,319 ECU's

 

so is the only real difference year?

there is no actually difference in the tuning or whatever off each of these ecu's?

any help would be welcome since I plan on buying an ECU sometime here soon

 

I believe that the 31X series were for Euro models, but they could also be 84-85 Turbos

 

No there are quite different fuel maps for each. There are considerable differences, even down to pin outs in some cases.

The only ones that are swapable are ones of the same type. For example, the N332 can be replaced with either a N333 or N334 or N338

But it can not be replaced with a N326 or N327 or N350, etc.

The first two numbers must match for the wiring to be compatible.

So a N370 would not work in place of a N332, even though they are both Turbo ECUs.

AND

The say for example the N333 and N338 are supposed to be both tuned for slightly better fuel economy than a N332.

As is the N327 compaired to a N326.

And the N35X and N37X series are eached tuned for different emissions levels and emissions equippment.

 

the wierd jdm ones should be

n236-18-880 for the 12at
n318/n319 is 86-88 turbo
n340 is the weird late 88 s4/s5 hybrid one
i think the euro 86-88 na is n336, i'm not sure, higgi has a pic but i'm too lazy to look

secondly, the letter after the part number is the change code, theoretically it means the ecu has been updated. so a "c" is "better" than an "a". r is rebuilt.
you also have to keep in mind they are not good at following their own system such that n3y6-18-880 is also a rebuild

mike

 

euro 86-88 NA is N322
euro 87-88 TII is N344 (87 black/88 green print, not sure)

 

so the n333 is supposed to be a little more fuel efficient but still makes the same power as the n332 ?

 

It is designed for different injectors. The fuel efficency is only minor trade off and wouldn't noticeable for 99.9% of the drivers out there.

The N333 and N338 are designed for Saturated Injectors, while the N332 is designed for Peak & Hold style.

The N326 and N327 also have the same difference between them

 

so the 88 and later turbo's have peak and hold injectors?

 

Other way around... Pre-87.5 have peak and hold.

easy way to tell:
Peak and Hold= Low Impedence
Saturation= High Impedence

 

what is the difference in operation between the two?


and coudl you use the low impedence systems on a saturation system if you put a resistor block in there?

 

One thing that must be kept in mind if thinking about swapping ECU's. Although the connectors may be the same for a 332, 333, and 338, the harness for a 332 (low impedance design) is different than for a 333 or 338 (high impedance design). Among other things, the major difference is that the low impedance harness is designed to accept a resistor block while the high impedance harness is not. So, you'll need to swap the ECU harness as well.

Further, I am advised that injectors from a high impedance system can be used in a low impedance system. But, low impedance injectors CANNOT be swapped into a high impedance system as the high impedance system will fry them.

Noted from Icemark that Low Impedance are Peak and Hold type injection function and High Impedance is a saturation injection function. All this being the case, I have the following questions for the forum:

1. Which are more efficient, Saturation type injection or Peak and Hold type injection (ie what are pro's and con's of either type)?

2. Although they will operate in a low impedance ecu system, does anyone have any experience in whether you are loosing performance using high impedance injectors in a low impedance system.

 

My question #1 is answered above. I guess saturation type are a bit more fuel efficient with exteamly minor difference in power result.

But, question #2 remains on the table.

 

I don't know of anyone that would be able to answer your #2 except for maybe some SAE fuel injection guys.

 

Per RC Engineering:

Peak and Hold are quicker reacting, so would be considered a superior injector. But, the difference is so minute, 99.9999% of users wouldn't be able to tell the difference.

No loss from a high impedance injector being used in a low impedance system from an impedance standpoint. BUT, since high impedance are per se saturation type, so are .0000000001% slowing reacting.

 

cool to know