Mguy
Well-Known Member
There's no reason why you can't. But your chances of achieving any benefit for ESS operation, or to the electrical system in general, are slim. You will still have a lousy dual battery system.
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DbqDude
Member
- First Name
- Troy
- Joined
- Jul 28, 2020
- Threads
- 2
- Messages
- 17
- Reaction score
- 26
- Location
- Dubuque Iowa
- Vehicle(s)
- 2020 JLUR, 2019 GC High Altitude Hemi
- Thread starter
- #17
Why would I want ESS. That's been disabled long ago. Also, this is my gladiator for overlanding. What makes you think two 27 series batteries is a lousy system. Lol
Mguy
Well-Known Member
Because the stock Jeep doesn't keep the two batteries in parallel--there is no single bank. It's dual battery management system doesn't work, and provides no benefit for most owners.
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DbqDude
Member
- First Name
- Troy
- Joined
- Jul 28, 2020
- Threads
- 2
- Messages
- 17
- Reaction score
- 26
- Location
- Dubuque Iowa
- Vehicle(s)
- 2020 JLUR, 2019 GC High Altitude Hemi
- Thread starter
- #19
I would use an isolator so I don't see your point. Main charges first when low, then at a certain set point diverts charge to the house battery.
CarbonSteel
Well-Known Member
It...has...everything...to...do...with...it.
I have owned a number of vehicles with ESS and only the Jeep has/had issues.
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CarbonSteel
Well-Known Member
Just reinforcing it
GATORB8
Well-Known Member
There’s basically a built in isolation relay in the stock setup, but IIRC it works in reverse (aux runs the PDC).
Do you have an extra battery laying around? I know you don’t want lithium, but even a cheap little 50 AH will out perform an H7 on deep cycle. Cost with a cheap DCDC is probably comparable to a quality H7 AGM.
Do you have an extra battery laying around? I know you don’t want lithium, but even a cheap little 50 AH will out perform an H7 on deep cycle. Cost with a cheap DCDC is probably comparable to a quality H7 AGM.
Mguy
Well-Known Member
Sorry Dude from Dubuque, I was responding to your opening post. There you described an idea of extending your stock aux battery connections and substituting in a larger deep cycle AGM. You said your stock aux battery was disconnected, but you did not say that ESS was shut off. ESS, of course, can operate without an aux battery and when engaged, provides predictive and diagnostic battery information. So I did not read your post as a desire to use your imagined new AGM as an overland house battery, apparently hooked up to the stock system for charging when the engine is running.
That idea is certainly attractive, but I think you'll be a beta-tester. Isolation hardware/circuitry will prevent cross-draining while the system is at rest--a problem the stock dual system doesn't touch. But you're still left with bad stock circuitry for charging. The IBS only sees the main battery. With this wiring, even with identically sized and aged batteries, any "switching" mechanism will have a hard time accurately charging unequally discharged batteries. And that's assuming there is a switch which disconnects one battery while charging the other. Charging should electrically ignore the battery already fully charged--which experience shows the stock system doesn't do very well, if it does it at all.
So try it and good luck. But maybe correct your prior post first. I'm sure you're not imagining a 24 volt system from wiring the main and new battery in series. Readers can be confused. The batteries you're thinking of are "group 27" not "27 series."
Mguy
Well-Known Member
Hard to say anything part of the dual battery system "works" but yes, your memory is correct. The power control relay (PCR) is normally closed, meaning the batteries are in parallel while resting and are cross-draining until their voltages are the same.
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