DURAtotheMAX
March 14th, 2013, 03:12 PM
Ive made a handful of LBZ standalone wiring harnesses for customers doing LBZ duramax swaps into various other vehicles.
Im working on my latest standalone harness right now, and as Im doing the splicing/wiring for the OBD port, it occurred to me...is there any reason to keep the Class 2/J1850 wiring in the harness and OBD port? Obviously theres not going to be any factory GMT-800 cluster/BCM/TCSM/etc used in standalone applications. ECM/TCM flashing and scanning/datalogging is all done directly over high-speed GMLAN.
As far as I know, the only single thing Class 2 is used for on the LBZ's is so the ECM and TCM can communicate with the cluster and BCM for various body functions/cluster info.
Theoretically making it (class 2) useless in a standalone application.
I just like to make my standalone harnesses as simple and paired down as possible. And if Class 2 isnt needed for anything in a standalone application, I figure thats yet another couple wires I can just get rid of.
Any ideas Ross?
thanks
Ben
Im working on my latest standalone harness right now, and as Im doing the splicing/wiring for the OBD port, it occurred to me...is there any reason to keep the Class 2/J1850 wiring in the harness and OBD port? Obviously theres not going to be any factory GMT-800 cluster/BCM/TCSM/etc used in standalone applications. ECM/TCM flashing and scanning/datalogging is all done directly over high-speed GMLAN.
As far as I know, the only single thing Class 2 is used for on the LBZ's is so the ECM and TCM can communicate with the cluster and BCM for various body functions/cluster info.
Theoretically making it (class 2) useless in a standalone application.
I just like to make my standalone harnesses as simple and paired down as possible. And if Class 2 isnt needed for anything in a standalone application, I figure thats yet another couple wires I can just get rid of.
Any ideas Ross?
thanks
Ben