ECU Swapping...

RexSpeed · Post by **RexSpeed** » 04 Nov 2010, 22:47

Looking for some cheap and easy HP for my '97 GLT. "R" ECUs are a bit pricey but it seems that "Turbo" ECUs are relatively cheap and plentiful. So what's the general advice about swapping ECUs between the high-pressure cars and the low-pressure cars? I've read a bit about swapping between the R and the Turbo, but can't find anything on ECU options for the GLT.

I'm really not looking for a big project here, would just like to unplug one and plug in another and add another 20-30 ponies.

Post by **JRL** » 05 Nov 2010, 05:46

DON'T
You need a proper LPT chip/flash

RexSpeed · Post by **RexSpeed** » 05 Nov 2010, 06:06

JRL wrote:DON'T
You need a proper LPT chip/flash

Thank you. Exactly the kinda of definitive answer I've been searching for. What are the differences, why can't I just swap ECUs? (not being snotty, just curious)

Post by **JRL** » 05 Nov 2010, 07:02

Because of the smaller turbo and (MUCH) lower rev limit on an LPT, the entire power curve is different.
I'm not sure if it would even work properly..... (if at all)!

RexSpeed · Post by **RexSpeed** » 05 Nov 2010, 19:54

Correct me if I'm wrong, but aren't the rev limiter and power curve (by way of ignition timing and fuel mapping) both controlled by the ECU? If I swap ECUs I would then have the Turbo rev limiter and "power curve". I'm pretty sure the 13g turbo is at least capable of generating 11 pounds of boost. Are there differences in compression ratio? How about cam profiles and valve springs? Am I even further off the mark here and the internals themselves are completely different?

Post by **JRL** » 06 Nov 2010, 06:43

Cams and compression ratio is different.
Ask yourself this, if this worked why haven't LPT owners done this?
There are many HPT ECUs lying around in junk yards

Post by **jblackburn** » 06 Nov 2010, 07:15

The LPT engines are designed as a "high torque, low rev" design. They tend to act more like a big I6 or V8 engine in a Jeep - the redline isn't as high, but they have gobs of torque at the low end. Much of that is due to the boost patterns of the turbo - the T5's powerband is entirely different.

At the least, if you want more power, you can run a manual boost controller at 9-10 PSI or so or swap on a 16T. But as Jim said, just swapping in a T5/R ECU isn't gonna do you any good.

RexSpeed · Post by **RexSpeed** » 06 Nov 2010, 08:45

Thanks for the knowledge. Not sure if I'm ambitious enough for a turbo swap, but I'll definitely heed your advice about ECUs.

Post by **JRL** » 06 Nov 2010, 08:50

Much cheaper to just buy a dedicated chipped ECU
These engine are a lot of fun chipped.
TONS of low and mid rnage torque and make a fun street car
I had a (chipped) 98 GLT, it was a monster off the line and mid range.
You could light up the tires for 200'!
It just pukes out at about 5200 RPM though

RexSpeed · Post by **RexSpeed** » 06 Nov 2010, 12:01

JRL wrote:Much cheaper to just buy a dedicated chipped ECU

Where and how much? IPD's is way more money than I can afford. Would you suggest that a proper chip/ECU is sufficient or should I plan to invest in some exhaust work too?

I'm not really looking for a stop light monster, just want a bit more oomph.