What's goin on with ISIS

[ErikLS2]

Originally Posted by parsonsj

4. I replaced the DSE RS headlight controller with custom ISIS programming.

John, I was going to use the DSE setup for my RS headlights. I have an ISIS system to install. Did you use the DSE electric motors or use something else?
Nice to know I don't need their whole kit. Thanks!

[parsonsj]

Originally Posted by ErikLS2

John, I was going to use the DSE setup for my RS headlights. I have an ISIS system to install. Did you use the DSE electric motors or use something else?
Nice to know I don't need their whole kit. Thanks!

(talking quietly... don't want to cost Kyle sales, lol). You'll still need the DSE motors. Just not the control box and harness.

Here's a low quality video of it working:

http://gallery.me.com/iimuchfa#10000...S%20controller

This video might work better:

https://www.youtube.com/watch?feature...&v=8JvU6QJVY70

[Garage Dog 65]

Anyone heard if they are planning on a new model, hardware revision or V2 model upgrade anytime soon ? It would be nice to combine the hardware into 2 units or 1 unit and reduce the space and complexity a bit ? Maybe add a single controller/module type unit to the product line with all the programmability in the 2 or 3 unit setups - that might compete directly with some of the stock wiring replacement kits out there.

I love the system and the capability provided - I just don't have the room in my car without setting up an electronics rack somewhere for all the vehicle, entertainment and engine electronic systems these days. I have something like 10 electronic modules in my G8 ...

Jim

[jharris]

Hey Guys,

Thanks for all of the active discussion about our ISIS Intelligent Multiplex System. There are a ton of topics in the mix here so I wanted to add a little more color to the conversation. Rodger, John & James have already done a great job, here are our two cents.

First, if you are doing a back-to-stock, OEM set-up, carb'ed car with nothing fancy, ISIS will help to reduce the amount of wiring in the car. I'll be the first to tell you that you may be better suited with a traditional harness, especially if you can get one that is tailored specifically to your car. Depending on how you want to connectorize and loom your harness, there may be no benefit in install time.

Since most of the cars built in this forum are popular OEM platforms, stock harnesses are available off of the shelf. A lot of our customers build "odd-ball" cars. (no offense intended in that comment, go try to find a harness for a 1948 Anglia.) In that case, your building your own harness or using ISIS.

The second that you want to deviate from the stock functions in the car, that is where we shine. Something as simple as a vehicle immobolizer and a alarm system are completely integrated in the system when you upgrade to inLINK. There is no third-party box to buy or try to integrate into the electrical system. Things like theatre dimming, headlight delays, turbo timers, remote door poppers, sequential turn signals, single-filament turn signals, one-button starting and motor control are very easy to add. You can buy third-party boxes to do this but they come at a cost, they take up space and you need to figure out how you integrate them into your harness. ISIS replicates these functions, all in one system.

You can take it up another notch by adding our inTOUCH MAX touch screen or inTOUCH Mobile. These are all plug and play add-ons to the existing system.

Jay

[jharris]

Hey Guys,

Here are another few thoughts.

We were originally part of Littelfuse. I spent about 17 years there and led the development of ISIS. In early 2009, I led a team of investors to break of business off to manage it independently. Littelfuse it still a critical part of our business. They are part of our supply chain and we work together on specific market opportunities.

ISIS was originally developed for the off-highway, agriculture and military markets. We stumbled into the restoration, racing and performance markets literally by accident. The exact same hardware that has been powering the One Lap Camaro since day one, is used in busses, RV's, limousines, military trucks and command vehicles. Here's a good example.

This is one of our customers that builds high-end recreational vehicles. Their typical install has 1 MASTERCELL and 6 POWERCELLS. Check out the video at about the 1:15 point. You will see the front part of their install in the coach.

https://www.youtube.com/watch?v=AvU1v...geDecA&index=5

Littelfuse is the industry leader in automotive circuit protection. As such, our cells are filled with components to protect the system and the users from short circuits, resistive overloads, electrostatic discharges, load dumps, EMI and other nasty things that can happen in the automotive environment. The system was tested and qualified to General Motors' 3172 underhood specification. This battery of tests covers includes things like mechanical shock, vibration, thermal shocks, heat soaks, cold soaks, chemical exposure, salt-spray and salt-fog, immersion testing and electrical overstress.

That being said, we have had failures in field. Both James and John have examples of this. In both of their cars, they had issues because of the circuit protection components that exist in the system. In John's case, there is a fuse on the MASTERCELL that protects the power feed in the CAN cable. In James' case, a diode that is intended to protect the processor from high-voltage did its job.

The system was originally designed of commercial applications, which have pretty specific convetions on how to wire vehicles. Since most of these applications are pretty regulated, the circuit protection schemes were tailored tightly.

We have learned a lot about how guys have been applying the system in our aftermarket applications over the past few years and we have adjusted the levels of circuit protection to the overall system in all of the systems that we are shipping now. For example, the simple change of a fuse rating on the MASTERCELL from 0.375 amps to 0.500 amps eliminates what John Parsons saw in his car.

I hope that this gives you more detail.

Jay

[ccracin]

Originally Posted by jharris

Hey Guys,

Here are another few thoughts.

We were originally part of Littelfuse. I spent about 17 years there and led the development of ISIS. In early 2009, I led a team of investors to break of business off to manage it independently. Littelfuse it still a critical part of our business. They are part of our supply chain and we work together on specific market opportunities.

ISIS was originally developed for the off-highway, agriculture and military markets. We stumbled into the restoration, racing and performance markets literally by accident. The exact same hardware that has been powering the One Lap Camaro since day one, is used in busses, RV's, limousines, military trucks and command vehicles. Here's a good example.

This is one of our customers that builds high-end recreational vehicles. Their typical install has 1 MASTERCELL and 6 POWERCELLS. Check out the video at about the 1:15 point. You will see the front part of their install in the coach.

https://www.youtube.com/watch?v=AvU1v...geDecA&index=5

Littelfuse is the industry leader in automotive circuit protection. As such, our cells are filled with components to protect the system and the users from short circuits, resistive overloads, electrostatic discharges, load dumps, EMI and other nasty things that can happen in the automotive environment. The system was tested and qualified to General Motors' 3172 underhood specification. This battery of tests covers includes things like mechanical shock, vibration, thermal shocks, heat soaks, cold soaks, chemical exposure, salt-spray and salt-fog, immersion testing and electrical overstress.

That being said, we have had failures in field. Both James and John have examples of this. In both of their cars, they had issues because of the circuit protection components that exist in the system. In John's case, there is a fuse on the MASTERCELL that protects the power feed in the CAN cable. In James' case, a diode that is intended to protect the processor from high-voltage did its job.

The system was originally designed of commercial applications, which have pretty specific convetions on how to wire vehicles. Since most of these applications are pretty regulated, the circuit protection schemes were tailored tightly.

We have learned a lot about how guys have been applying the system in our aftermarket applications over the past few years and we have adjusted the levels of circuit protection to the overall system in all of the systems that we are shipping now. For example, the simple change of a fuse rating on the MASTERCELL from 0.375 amps to 0.500 amps eliminates what John Parsons saw in his car.

I hope that this gives you more detail.

Jay

Jay,

Thanks very much for posting and showing this community the type of service you provide. I have a question with regard to your last points about improvements in circuit protection. I have a system that I got as part of the group buy. Would my units have this revised circuit protection? If not, can I get it. Thanks very much. Keep up the good work. We should be getting close to laying the system out shortly. I am sure I will be in contact for some help!

[jharris]

Hey Chad,

You have the diode changes but I think that you may have the smaller fuse on the CAN power feed.

Give us a call at (847) 232-1991 and we can arrange to send you the larger one.

Jay