Jump to content

Anyone done an escalade interior swap?

Savvy_Fox42
 Share

Recommended Posts

Savvy_Fox42 Enthusiast

Savvy_Fox42

Posted
Posted

Im looking to see if anyone has completed a swap in of the interior of a gmt 800 Cadillac Escalade (ESV) into a diesel truck, namely an lbz. I have a parts escalade with all the harnesses, but am running into issues getting it all to work and line up electrically. All the panels transfer over nicely. Thx in advance y'all.

shakenfake Senior Enthusiast

shakenfake

Posted
Posted

Yes everything is possible to do except for the cluster. If you want the cluster you will need a custom built one

Savvy_Fox42 Enthusiast

Savvy_Fox42

Posted
  • Author
Posted

Does the underwood fuse box need to be swapped? I swapped in the escalade dash harness, but not all the plugs seem to line up for the original plugs. I'm starting from a 2007 3500 classic wt model, so manual everything.

Savvy_Fox42 Enthusiast

Savvy_Fox42

Posted
  • Author
Posted

I'm assuming I have to use the escalade harness then. Do I just hook up all the plugs that match and leave the ones that don't? Or do I need to split the harness and just add what's different in the escalade harness to my existing dash harness? Or am I overthinking it all and just have to use the original truck harness and only the escalade body harness? Thanks for the help.

shakenfake Senior Enthusiast

shakenfake

Posted
Posted

Well some of the escalade harness bits may not match up such as the climate control. There are like 3 different climate controls and you would need the same BCM.

 

Just use the escalade harness as that will be the easiest way imo, you do not need to change any of the engine portion only the dash stuff. 

Savvy_Fox42 Enthusiast

Savvy_Fox42

Posted
  • Author
Posted

Ok, I tried to fire up the duramax today, but it would just start and die 3 seconds later. I tried with both BCMs, and got the same behavior from both. No visible security light on the dash, although i got few lights on the dash as it were. The, i think, passlock light turned on and went out each time the key was inserted and turned. 

 

The escalade dash harness only had 2 of the 4 small plugs matching. Am i missing something, or is a 2005 escalade harnness not compatible enough to run a 2007 silverado classic? 

 

Sorry for the delayed replies. Caught the covid last week and its been hard fighting.

shakenfake Senior Enthusiast

shakenfake

Posted
Posted

Hmm I think the issue is in your PCM. It needs VATS turned off to be able to swap BCMs like that, although it may spaz out with the Caddy BCM since the VINs are different but it should not

JimCost2014 Senior Enthusiast

JimCost2014

Posted
Posted

I would think it is from the hallucinating induced from COVID 19 (which ever strain it is this week), maybe give it some time and try with a clear mind🤔😬🤧

Savvy_Fox42 Enthusiast

Savvy_Fox42

Posted
  • Author
Posted

Ok. Some update. The start and stall doesn't seem to be a fault of the bcm. I swapped the original harness back into the truck and it started properly. But if i disconnect connector C100 under the fuse box, it does the start and stall behavior. After consulting online wiring diagrams, it seems the most important pins are 3 communication lines that are specific to the 6 speed Allison. So it looks like as long as i can re pin the connector to have those comm. lines, it should start and run with the escalade main harness. Will update if i am able to pull it off.

shakenfake Senior Enthusiast

shakenfake

Posted
Posted

Good luck let us know. I suggest try using your stock BCM instead of the Escalade just because the VINs won't match and it will trigger VATS

Savvy_Fox42 Enthusiast

Savvy_Fox42

Posted
  • Author
Posted

Ok. I added the 3 pins per the manuals shown wiring, backed up with tracing the old harness. Still the same thing happening with start and die. To recap what i have done, i left the original fuse box, swapped the escalade dash harness into the truck. The 16 pin harness under the dash had the 3 comm pins added that are listed for the Allison 6 speed. I used the silverados original BCM. I can crank it up and it starts and shuts off 2 seconds later. This implies a VATS issue right? Another issue stands that the only light that comes on the cluster is the CEL. No passlock, no gauges, no driver info in the display. Ive checked all the fuses and they are fine. Any idea what I am missing or have done wrong?

Savvy_Fox42 Enthusiast

Savvy_Fox42

Posted
  • Author
Posted

I figured it out. I didnt have the lower relay block installed. The one that is down by the brake pedal. There apparently are multiple ground splices in the relay block so the BCM wasnt powering up and VATS was being triggered. Now to start putting in escalade pieces and repinning the two other connectors to match my options list. Ill keep this thread updated and add some pictures when i can. 

 

Would anyone want a writeup on the swap once i get it on the road again?

shakenfake Senior Enthusiast

shakenfake

Posted
Posted

Sure why not. If I wasn't so lazy I'd do this on my 99 so I can have the dual climate control and the better gauge cluster...

  • 1 year later...
DaddyBlue Enthusiast

DaddyBlue

Posted
Posted

Todd, is your 3500 4x4?  Did you have to add any transfer case wiring?  Did you leave the Escalade Electronic BrakesLarge plug unhooked?  I am currently working on a Escalade Platinum interior swap into my 2500HD Duramax 4x4.  I am looking for pointers.  Thanks Trevor

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share
Go to topic listing

  • Recently Browsing   0 members

    • No registered users viewing this page.

  • Forum Statistics

    250.4k
    Total Topics
    2.7m
    Total Posts

  • Member Statistics

    342,759
    Total Members
    8,960
    Most Online
    DM22
    Newest Member
    DM22
    Joined

  • Who's Online   7 Members, 0 Anonymous, 1,646 Guests (See full list)

  • Latest Articles

  • Posts

    • KARNUT
      OCI, not when but why?

      By KARNUT · Posted

      As a matter of amusement I’ll leave this conversation with this. Do you beat the government average fuel estimate? Statistics are a guide to me. Not a rule. Someone once said I have to have the last word. If true and possible may be. I’ll blame that on working in a family business.
    • bluev8
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By bluev8 · Posted

      That is a fair point, and I agree that trying to log “everything in the truck” would be the wrong direction.   There are a lot of modules and a lot of traffic. If the product became a full-truck datalogger, the amount of data would get huge very quickly, and most owners would never use it.   I think the first useful version would need to be narrow: - powertrain-side event evidence - selected high-value parameters - communication / voltage / reset events - pre/post event window - short report first, raw log only as backup   One distinction I should make is between active OBD/PID polling and passive bus capture. If you are polling PIDs through OBD, then yes: the more parameters you request, the lower the effective sample rate becomes, and you are adding diagnostic traffic to a vehicle that is already busy running itself. With passive CAN capture, the recorder is not asking all the modules for data. It is listening to traffic that is already on the bus. So it does not consume vehicle bus bandwidth in the same way that a scan tool polling hundreds of PIDs would. But your point still applies in a different way.   Even if passive capture does not add bus traffic, the recorder still has limits: - processing rate - storage rate - timestamp accuracy - decoder workload - event filtering - report size - user attention span   So the answer cannot be “log everything and let the user figure it out.” The product would need to store enough raw evidence to be useful, but only decode, graph, and present the important parts around the event.   A practical report should probably show: - what triggered the capture - how much pre/post data was preserved - which selected parameters changed - how those values compared to baseline - whether the same pattern happened before - whether any voltage, reset, bus-off, lost-message, or communication fault occurred - selected graphs around the event - raw data only as supporting evidence   So I agree with you. More data is not automatically better. The real product is the reduction from raw data into a useful event report.
    • bluev8
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By bluev8 · Posted

      That makes sense, and I agree with most of that.   I think the product would need both: 1. a default powertrain template, so it is useful out of the box; 2. user-selected priority parameters, so the owner or shop can choose what they want to see first.   Different users are going to care about different things. One owner may care about oil pressure and voltage. Another may care about misfire trend, AFM/DFM behavior, or U-codes. A shop may want communication events and repeatability first. Your baseline point is probably the most important one. Raw data is not very useful unless the report can show what normal looked like for that vehicle under similar conditions.   The way I would think about it is: - start with a basic known-good baseline - learn normal behavior for that specific vehicle over time - allow the event to be overlaid against baseline - show whether the event was a one-time spike or a repeatable pattern - provide a simple severity level, but with clear limits on what that severity means   For example, early severity could be something like: - Info: event captured, no obvious abnormal pattern - Watch: value moved outside baseline, but not repeated - Warning: repeatable abnormal pattern under similar conditions - Critical: communication loss, voltage drop, bus-off, reset, or severe repeated event   I would not want the first version to say “replace this part.” That would be overclaiming unless there is repair-confirmed data behind it. It would be more honest to say “this pattern deserves inspection.”   On the OBD port question, I think OBD absolutely has a role. OBD is probably the right place for: - DTCs - freeze frame - VIN - calibration information - normal scan-tool parameters - Mode 6 / enhanced diagnostic data if available The reason I am still looking at an ECM-side recorder is that the failure may happen before anyone connects a scan tool. If the owner plugs in a scanner after the event, the pre-event evidence may already be gone unless the ECU happened to save it. So I do not see this as “OBD versus ECM-side.” I see it more like: - ECM-side recorder: always armed, rolling buffer, event evidence - OBD/DLC companion: DTCs, freeze frame, VIN, calibration, normal scan data - phone/cloud: status, notes, upload, report generation, notifications   I agree that phone connection and push notifications would be useful. I just would not want the phone or cloud connection to be required for capture. The recorder should save the event locally even if the phone is not connected. The phone should help with event marking, download, notes, upload, alerts, and report viewing.   For a default GM V8 event report, would this list make sense? - RPM - calculated load / MAP - throttle position - vehicle speed - gear / torque converter state if available - coolant temperature - oil pressure - oil temperature if available - battery voltage - commanded AFM/DFM state if available - actual AFM/DFM state if available - misfire counters / roughness by cylinder if available - fuel trims - relevant U-codes / communication events - bus-off / lost periodic message / module reset / voltage drop events Which of those would you remove, and what would you add?
    • Grumpy Bear
      OCI, not when but why?

      By Grumpy Bear · Posted

      I went to the county a few years back to dispute my property taxes. To do that I hired an appraiser and a lawyer. The County Assessor wished to argue that the homes in my neighborhood the appraiser used were all 'distressed properties" and not representative of the "Market Average".    My response was," Of the 50 homes in our subdivision 43 of them were "distressed properties" under bank foreclosure and as such "Distressed IS the market". Lawyer about choked on his coffee and handed the Assessor the 'receipts'.    I won that case on the evidence provided by the Lawyer and the Appraiser.    We have the same thing going on here. My statements were based on the GOVERNMENTS NATIONAL DATA and yours on local markets in areas of your interest. They are both correct....   Thing is, this divergence was based on NATIONAL and not on LOCAL. I think you even understand that. But like you said, we are both stubborn and hardheaded.    I do not see any advantage to disengagement.  But that said we can step back to compose ourselves. 
    • revmanii
      Looking at ordering a '26 WT because I want a std cab, std bed

      By revmanii · Posted

      Trust me I appreciate the comments and concerns. It's what I was looking for to help me evaluate the situation and what I want to do. I have decided to move forward with the BORA hubcentric slip on 3/8" (.375") with the extended lugs nuts. Fedex says they should be here Monday :). Meanwhile, the dealer got the remote start and Patriot spray in bed liner done over the last couple of days. Also, I installed an inline stop/start eliminator today. Starts back up in what whatever mode you shut it off in, so you don't have to hit the button every time you fire up.

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...