Combining GMPP and AAW Fuse Boxes?
 

Hi All,

Starting to look into the wiring side of my 70 Camaro project.

LS3/T56 magnum running GMPP harness and E67 ECU

Has anyone moved all of the fuses from their body harness fuse box into the GM powertrain one?

As far as I can tell there are enough spare locations for fuses within the GM fuse box to fit all of the AAW body harness fused connections with room to spare. The wiring also appears to be the same gauge, with the AAW stuff using a thicker shielding.

Would save a bunch of room under the dash and simplify everything once it has left the single fuse box.

https://live.staticflickr.com/65535/...b7eb633f_h.jpg

Thoughts / opinions? Seems like a no brainer to me personally, granted it is a bunch of extra work to re pin everything, but ill be using different bulkhead connectors and hiding all of the wiring under the front fenders, so I don't gain anything from keeping the current setup with the bulkhead pass through on the back side of the fuse box like factory.

If you got the skills and can source the terminals for the GM box, I see no issues.

Andrew

The wiring bundle will get tight coming out of the box. The real estate underneath the panel where the terminals push in is tight. Good luck!


Tim

I think it was John Parsons who posted some pics of one of those boxes where things got a little too hot and burned up. I might be reluctant to add significantly more load to that box. At the very least I would remove the fans from it to lighten the load.

Maybe check with John.

The other thing to consider is if some day you want to swap to a different engine it will be difficult with those two systems integrated into the one box. There is something to be said for keeping them separate imho…

Don

I did something very similar in my 1st-gen that has a fewer cavity bulkhead than a 2nd-gen.

Ended up swapping everything over to the 2nd-gen bulkhead (inside and both outside) in order to have enough cavities for the serial data port, reverse light switch, MIL, etc.

Since the engine side is a two piece arrangement, one plug is just for lighting, the other mostly dedicated to getting the underhood mounted ECM data into the cabin. This makes the whole thing much easier to service, but the swap is not for the feint of heart electrically.

The system is also purposefully not running high-power accessories through the cabin fuse block. Modern high-output radiator cooling fans require more than 30A. Keeping the high-power items localized allows for "killing" them if needed without affecting other systems.