Originally Posted by 0lllllll0 RPMEXTREME
Im not exactly bashing him. I just find it funny that the whole time he was bashing our setup for not having a BCM and running a canbus module.
Now they come out with the BCM removed and a CAN interface with all the controls we pioneered.
With that being said. CANbus interfacing is the way to go and is the future of all late model engine conversions.
In the end having multiple companies competing for the same JK market will drive innovation and lead to a great product for the end consumer.
Jon this is not your thread please respect that. When you were in Vegas I explained to you the theory of the CAN interface back in 2013 when you had no intention of offering a kit
We had a CAN module in development welle before your EZ CAN, I have the technical drawings of the MoCAN bridge dating back too 2014. We developed our CAN interface in parallel with our MoTech module and every MoTech module since the late Gen III's have had the CAN circuits built in for future use.
Your not listening well either, we have not removed the BCM in production installs yet; however we can, as we can the JK PCM. I, did not "bash" your EZ CAN I questioned the approach of eliminating vital circuits and diagnostics. We have some OE level CAN engineers duplicating the BCM routines for the concern's I voiced too you. I demanded brake switch and CC switch diagnostics, redundant signals, power modes, etc.. When I'm satisfied the BCM routines are sufficient we will remove it but not before then. I demand tapshift in cruise, proper brake switch and brake pedal position sensor diagnostics, our engineers have duplicated this inside our MoCAN module which now runs those diagnostics. The MoCAN module can inhibit fuel, cruise, AC and other outputs based on internal diagnostics.
Jon we do things very different, well some of the hardware is very very similar
Were now running OE harnesses with 5X the number of power circuits as you are, were running 6X as many ground circuits. Were machining billet brackets in house, which was a huge investment, but it needs to be done. We approach things from an OE level, you take a minimalist approach which works for you. I built Hot Rods for years and used the minimalist approach, but in a modern JK it's not the way we choose to go. Please understand I have been doing engine swaps for over 30 years and have learned a few things. I have been a level 2 State emissions inspector for 20 years so I had no life and my head grew with knowledge no one cares about, this is very different from your background. Because our goal is the same does not mean we took the same approach. You cannot compare our modules just like you cannot compare our harnesses. We're running nearly 250 amps of circuit protection in our swaps over 15 circuits, your running 70 amps of protection over 3 circuits. We run about 7 ground distribution paths which can handle over 300 amps, your running 1 ground path which who knows how much it can handle. Our approach is very different, again not bashing just not the approach we took. We got our butt's kicked early on with improper grounds(low reference) signals regarding reduced power modes and misfires, and so did GM. We learned along with GM and beefed things up and over 300 swaps later it's a non issue.
Our Gen IV MoTech module is still my favorite bridge, it has a CAN interface built in and so much more. We can install a Gen IV MoTech module to interface an early non CAN Jeep( Hot Rod Muscle Car) for OE cruise control, AC, power modes, tapshift, neutral saftey, rpm and much more. The Gen IV MoTech module is an incredible bridge well ahead of either of our CAN interfaces. The module is fully programmable for inputs and outputs, for different ECM's, BCM's, PCM's and even supports other manufacturers. The Gen IV MoTech module can support 5 CAN networks, has 4 different tach patterns built in, 3 different cam signals built in, supports for not only AC compressor control but automatic AC control, has a user accessible USB port for firmware upgrades and more.
Hopefully the moderators will not remove this thread, I'm willing to talk tech with you or anyone anytime it will benefit the members. I devoted thousands of hours to the LS JK swap as early as 2007. In 2008 I began feasibility studies and by 2009 I was driving LS JK's. I went through different engine frame mounts, trans mounts, trigger wheels, AC control, PRNDL control, it was a big nut. Those early days are over and now the market is demanding LS/LT JK's and were still here, now with competition. Competition is good for the consumer they can choose the approach they want but we won't cut corners. I can say with the billet brackets, OE harness, full diagnostics our complete kits are a heck of a bargain IMO. Our in house builds are equally a bargain; an Turnkey 6.0 swap starting at $16k is less than some charge for just the parts to do the swap.
I do this because it is my passion. When a customer calls me and says how happy he is with his JK that is my payment. When a customer has a problem I'm equally there for them. By developing the best kit we can given the technology available to us is where we are at. We are close to offering a fully functional 100% plug and play kit the proper way. It's worlds different than what we use to do but we were the ones to pioneer the swap. We have many Gen V's on the road now and they are the future and I feel will make all the other engine choices obsolete.
Bottom line is we have to change to meet market demand, we cannot do things the old labor intensive way. Cut and bend brackets, complex harnesses must be rationalized. And if you must know I'm personally not a big fan of the CAN bus, I have resisted. When the CAN freaks out you have a mess that is difficult to diagnose; this is why we are spending so much time on the CAN robustness and will require the vehicle run with the CAN module removed. The TIPM is already a grenade with the pin out last thing we need is more CAN corruption. I like th simplicity of analog/digital interface, yes it can be a pain to build and install but it is simple. Well understood and easy to diagnose, plus the failures rarely affect the vehicle integrity.
I got a Pollo Bowl thank you very much. My wife complains I eat too much fast food so Pollo Loco is somewhat of a compromise. We have an In n Out up the road but.....