Does ECU swap requires reprograming for 1995 3VZE A/T 2X?

I have one that refuses to run without missing horribly.
New distributor, plugs, HV cables, igniter, coil, injectors.
I starts sometimes (fuel Pump OK, pressure gauge hooked up permanently). I gets really rough from 1300 to 2000+ RPM.
bought three ECU on eBay and do not work, while the original kind of starts and runs very rough
Checked relays, COR and MFI and some grounds.

Why the ECU's would not work? cannot be they are all bad can it?
RPM indicator vibrates back and forth around those RPM but ok on very high RMP's or idling.
Any suggestions?

 

Have you checked and adjusted the TPS? Here is a good reference. https://lcengineering.com/throttle-position-sensor-adjustment/
Have you checked the VAFM?
Is it throwing any codes?

 

So far no codes. It did before #12 (no NE signal) but discovered that the wire on the connector to the Distributor was being pushed out by the mail, making a very erratic or no signal to the ECU.
Thanks a lot for the direction and suggestions. I am doing that right now and will use the guidelines on the Manual to see if I can find a voltage problem/missing and then go to the specialized sections. Toyota manual labeled 1 to 5 and there is a good flow chart if there is a voltage problem.
I guess that my learning curve is very steep and made the mistake of "assuming" that the Pico scope would give me an idea of the rot of the problem. I am finding the hard way that is not correct/effective process.
Also at the same time learning to efficiently learn a PicoScope not really designed for automotive work is a PITA, since I am on my own with no protection if underestimate the signal strength and it may be more elements that I am still missing.
I really appreciate the pointers that people in this board have provided. It makes a hell of a difference on the frustration level also.
Thanks again, I will post as soon as I get something practical done. One think it will help me is I am creating a excel sheet with ECU connectors; there pin #'s and colors of each signal.

 

Both the TPS and VAFM have a mechanical variable resistor. The LC Engineering procedure has you check the resistance between VTA-E2 while moving the throttle from idle to wide open and make sure the resistance moves smoothly up and down and there are no opens or shorts.

When checking the VAFM do the same procedure between E2-VS and E1-FC.

 

Wahoooo.... I downloaded the TPS adjustment, in the past I was just going by eye and by God. Working on it right now
Thanks a million