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Display And Fuctionality Install - Modern Overhaul, Part IIISIS and STACK create order from wiring chaos in Project Snowball From the September, 2011 issue of GM High-Tech Performance By John Ulaszek Photography by The Author
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In Part One of our Firebird's Modern Update, we installed a Vintage Air Gen IV Magnum HVAC system, and in the process, because we knew were were going to update the wiring and instrumentation, we completely gutted the underdash harness and removed the factory instrument cluster to make room for two systems that will fundamentally change the way we use the car. The instrument cluster is being swapped for a STACK 8100 Multi-function display, which distills all of the data provided by the stock instruments down to a compact and smart display system. And since there's no clean way to integrate the STACK 8100 into the Formula's dash, we hammered one out of sheetmetal. As far as the vehicle wiring harness, some might argue there is nothing wrong with the stock wiring, and it does work when it works, but it's essentially a dumb system with no easy way to add functionality we take for granted today. For instance a security system with keyless entry turns into a headache for most people and we can forget about trying to do something as simple as dimming the interior lights like a fourth-gen does when the doors are closed. And because power is not centrally distributed, it has to flow everywhere. Meaning something as simple as an electric window switch has to be capable of carrying the current required by the window lift motor, and therefore wiring harnesses are full of heavy gauge wire running all over the place. Essentially the design works, but it's dumb, heavy, hard to troubleshoot, and difficult to add functionality. 1 At ISIS headquarters, Jay... 1 At ISIS headquarters, Jay Harris gave us an in depth demo of the ISIS system’s capabilities. The ISIS system enables daytime running lights, theatre dimming interior lighting, soft start cooling fans, keyless entry, and basically every modern convenience and even better, it’s easily modified unlike the OEM. Since this system is such a dramatic change from what we are used to seeing, we asked about its reliability. Jay explained the ISIS system was designed not just for the automotive aftermarket, but also the abuse of military and commercial applications. This is where the ISIS multiplexing system comes in. ISIS has completely changed how power is distributed throughout the car by essentially offering a configurable BCM and centralized power distribution. This system will allow us to program the car's basic functionality in ways that would have been impossible before, and installation becomes a dramatically simpler affair with built-in troubleshooting that makes chasing shorts on a wiring harness a thing of the past. The only real problem with the ISIS system is that it can be hard to explain all of its benefits, so we will give a basic overview of the major components and dive into the install in Part III.  2 Jay Harris points out the...  2 Jay Harris points out the Solid State relays (SSR) on the PowerCell. While functionally similar to electro-mechanical relays (EMR) typically found in automotive applications, they have no moving parts allowing it to crush an EMR in terms of switching speed and reliability. Because there are no moving parts in a SSR, it’s capable of switching literally millions of times faster than its mechanical counterpart. The fast switching of the SSRs in the PowerCells allow the ISIS system to pulse-width modulate power, opening up capabilities not otherwise available like soft starting of lights and motors or gradual dimming of interior lights.  3 ISIS products are 100 percent...  3 ISIS products are 100 percent tested and burned in before shipment. The yellow module is a test Master Cell, which is commanding the production PowerCell (right) to cycle power through a bank of capacitors. The master cell’s LCD screen provides self-diagnostics and trouble shooting info if needed.  4 The Firebird’s electric...  4 The Firebird’s electric window switch harness is typical of the way switching occurs in a third-gen. Because the window lift motor draws current through the switch, the harness takes a torturous path from the fuse block to the center console then snakes its way through the dash and into the door.  5 Before we ordered our ISIS...  5 Before we ordered our ISIS system, we went through an ISIS provided checklist to determine if we would need any special circuits unique to the Firebird like hideaway headlamps. We also evaluated each circuit’s “personality,” which dictates how it will behave; for instance, the taillights should illuminate when the brake switch is activated or interior lights when the door opens.  6 Of the three ISIS modules...  6 Of the three ISIS modules we will use, the ISIS MasterCell is the brain of the operation. When the MasterCell senses a circuit going to ground it will communicate via the CAN harness to either the PowerCell or the inMotion module to switch power to the correct component. Two wires from the input harness will run directly to each switch. The master cell essentially is a programmable BCM.  7 The MasterCell, Powercell,...  7 The MasterCell, Powercell, and inMotion modules all communicate amongst each other using this harness via a Controller Area Network or CAN. Like all of the connectors that plug into the ISIS modules, it is weather sealed.  8 With the exception of polarity...  8 With the exception of polarity reversing loads, like window motors, all power will be distributed by PowerCells. Each circuit of the PowerCell is internally fused and provides up to 25 amps with a maximum of 125 per PowerCell eliminating the need for the factory fuse panel and (with rare exceptions) electro-mechanical relays.  9 In cases where polarity...  9 In cases where polarity is reversed, an inMotion module is required. Our Firebird’s electric windows, door locks, and hide-away headlights are all polarity reversing and will run through the inMotion, which takes orders from the MasterCell. The inMotion is capable of some clever tricks, like sensing loads, allowing it to “learn” when a window has reached the top or bottom of its travel and allowing one touch window lowering.  10 The GM Pass-key module...  10 The GM Pass-key module is just one more box rendered obsolete by the ISIS system, its inLink transmitter located on the MasterCell makes it impossible to hot-wire the car because until the MasterCell tells the PowerCell to transmit power, it can’t flow to the ignition, fuel pump, or starter—a thief is going to have to tow the car. The inLink and MasterCell can be programmed to provide multiple functions found on modern cars, for instance rolling down windows from the key fob or, what feels like something from science fiction, via an iPhone or iTouch using ISIS’s free App.  11 While our Formula had...  11 While our Formula had a surprisingly readable and comprehensive instrument cluster for its era, when we get to a road course we aren’t going to be interested in looking at it or reminiscing about the late ’80s, we actually want to ignore the gauges and focus on the track, and this is where the STACK 8100 multi-function display comes in. While the 8100 provides tach, fuel level, odometer, water temp, oil temp, oil pressure, mph, voltage, and can be expanded to display other sensor inputs including lap timer data, what sets it apart from traditional gauges is that it allows us to ignore all of that data and focus on driving because the user can define limits, that if exceeded, will trigger a warning light, and the 8100 can be configured to log this data. It’s often said that digital displays are inferior to a quality analog gauge because the driver can more easily track trends with a needle vs. numbers.  12 After removing the stock...  12 After removing the stock instrument cluster and bezel, we are left with the dash carrier assembly and precious few straight lines or flat planes, so it’s not going to be as simple as cutting out a flat plate of aluminum and drilling a few holes to make it look right. Luckily, we can easily copy the geometry by creating a template out of masking tape. By covering the hole left by the original instrumentation with tape we effectively prototype a new mounting plane, which we can transfer mounting locations to by poking holes in the tape or burnishing the tape with a piece of metal to leave an impression in it.  13 Once the overlapping tape...  13 Once the overlapping tape is layered over the opening and we are satisfied with the copied geometry, a razor blade is used to trim the excess tape away resulting in a masking tape template, which is then transferred to foam-backed poster board purchased from the local art supply store.  14 After transferring the...  14 After transferring the masking template and trimming back the poster board we can now prototype the insert. We mocked up the STACK display location and A/C controls as well, a valuable step that let us get a feel for the space constraints and aesthetics.  15 Satisfied with the basic...  15 Satisfied with the basic shape and layout, we made sheet metal copies of the templates, and wooden hammer forms were cut from Oak. Hammer forming is a technique used to create relatively complex shapes from sheet metal in small quantities with results similar to a stamping process. The sheet metal is sandwiched between two pieces of wood. The oak hammer forms represents the desired final shape, which will add contrast and depth to the otherwise flat dash insert. We made hammer forms for the Stack, the steering column, and one for the A/C ducts and controls.  16 To move the sandwiched...  16 To move the sandwiched sheetmetal over the hammer form, a piece of soft metal, called a corking tool, is used to transfer the hammer blows over the form. It’s important to work the sheet metal slowly and not try to do one part all at once. The STACK display bezel was somewhat challenging as the sheet metal tended to bunch up in the corners. We could have made a shallower part to eliminate the bunching, but we chose to make small pie-cuts to remove the bunched material. The pie-cuts closed down to small slits that were easily welded shut.  17 The finished part creates...  17 The finished part creates a half-inch bezel around the STACK display. A quarter round was added to the oak form, with a router, giving the part a clean radius and making it much easier to move the metal over the part.  18 Moving ahead a bit, we...  18 Moving ahead a bit, we assembled the mounting plane and top piece into the dash and after fastening the top piece into place, tack-welded the two parts together, essentially turning the dash carrier into a weld fixture, resulting in an insert that fits perfectly. While the two parts could have been sufficient to mount the display, we wanted to more closely emulate the stock geometry, and break up what would have been too much open space, so we added two pieces of bent sheet metal along the bottom to mimic the bottom of the stock bezel  19 Since the center A/C ducts...  19 Since the center A/C ducts were part of the stock bezel, and in the last installment we upgraded to a Vintage Air GEN IV, we will use Vintage Air’s Stream-Line A/C ducts to replace them. Vintage Air also provides these with a black anodized bezel.  23 To create the cutout for...  23 To create the cutout for the STACK display we used STACK’s included template to trace the shape and cut about a 1⁄8 inch away with a die grinder and then switched to a carbide burr to sneak up close to the line traced from the template. The carbide burr is also used to knock the high spots off the welds, which will be filled in with a tiny bit of body filler.  24 At this stage the insert...  24 At this stage the insert might look intimidating to replicate, but the key to getting to this point was the first two templates, which gave us the basic shape and mounting locations to build out from.  25 Because the STACK display...  25 Because the STACK display does everything in such a small package it does create a lot of open space on the dash, which some find unnerving—most people that saw our dash insert wanted to put “something” in the open space, but it won’t look as barren when we install switches, indicators, and a coat of paint.  20 We mounted the AC ducts...  20 We mounted the AC ducts in the same location as the stock vents and, given how small the Vintage Air’s GEN IV controller is, we opted to move HVAC controls to the dash insert from the center console. Shown is the hammer form used to create the shape.  21 As much as we want to...  21 As much as we want to maintain the aesthetics of the stock interior, the extra work of integrating the OEM switches into the custom insert isn’t worth the trouble because the ISIS system eliminates the need to send high current through them. We’ll likely replace these with lighter duty panel mount switches found in industrial electronic supply catalogs.  22 Wherever possible we used...  22 Wherever possible we used mounting holes left behind by the stock instrument cluster. A transfer punch makes it easy to find the hole locations across the top of the insert.
 | Our Project Snowball '89 Formula gets a Vintage Air system and a STACK display |
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