Differences in 2024 4xe PHEV system - Willys vs Rubicon

[EVTruckin]

I have learned about the unfortunate lack of vehicle-to-load capability in Sport S/Willys trims, supposedly due to supply chain issues for the bi-directional IDCM (integrated dual charging module). Rather it continues to use the uni-directional module from 2023 models.

That has me wondering. Is the IDCM the only module or are there other PHEV components in the 2024 Sport S/Willys trims that are carry over from 2023 that have been replaced with newer versions in the Rubicon.

If the IDCM is the only difference, maybe it will be possible to replace it with the bi-directional unit at some point and enable vehicle-to-load capability.

As expected, my dealer is blissfully unaware of such details.

Anyone know the answer or have a contact at Jeep than can enlighten us?

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[us3r1d]

If the IDCM is the only difference, maybe it will be possible to replace it with the bi-directional unit at some point and enable vehicle-to-load capability.

At the very least, I'd expect it to be a feature that would have to be enabled in the computer. That might be a bigger challenge than swapping out the charging module.

 

[BigMaCro]

Despite press releases, interviews, and launch events stating that all 2024 4xe's would include the powerbox, early on in deliveries it was clear that wasn't the case. It appears that Stelantis covered their ass by either not including that in the standard features on the window sticker, or by putting a powerbox delete line item in the options. It eventually became clear that only Rubi and Sahara were getting the capability, but even many of those had it deleted by Stelantis.

Those that went ahead and purchased the vehicle anyway, from their perspective, agreed to buying the vehicle as-is, without that capability.

Because the IDCM is so integral to the system, I think it extremely unlikely that they could ever be upgraded to the V2L version. Aside from the physical swap, many parameters on many CAN modules would need to be adjusted, software changed, etc.

 

[BigMaCro]

Also, Stelantis would need to publish a procedure for dealer service techs to follow to do the conversion. Aside from replacing one module with another, it would dictate the other changes to make throughout the network. Without this, no dealer will assume liability for making such a change.

That being said, maybe some brave shadetree could do the swap, and maybe using Jscan could flip the bits on the different modules to enable the V2L features. Think the Uconnect app to control it, the powertrain module to run the engine in generator mode, the battery control module to close the contactors - do you think you could find all the adjustments to make, and still have a running vehicle, not to mention have the V2L features?

 

[EVTruckin]

Also, Stelantis would need to publish a procedure for dealer service techs to follow to do the conversion.

The IDCM module + powerbox + install would certainly be $2k+ and by the number of people complaining about it missing there could be a decent revenue opportunity.

 

[EVTruckin]

Anyone able to comment on the primary question (difference in part numbers / functionality of the PHEV system between Willys and Rubicon?)

 

[BXFXJeep]

The IDCM module + powerbox + install would certainly be $2k+ and by the number of people complaining about it missing there could be a decent revenue opportunity.

To add insult to Stellantis powerbox deception, the delete is -$250 Canadian dollars, so not only they screw people on the feature, they didn't even compensate them adequately for not including it in the vehicle.

Personally for me it would be a nice to have, but don't really have any need for the powerbox.

I can also see the Willys trim owners might benefit more from the power box than the Sahara crowd.

The way Stellantis pigeon hole the Wrangler options across the trims is completely asinine.

 

[EVTruckin]

To add insult to Stellantis powerbox deception, the delete is -$250 Canadian dollars, so not only they screw people on the feature, they didn't even compensate them adequately for not including it in the vehicle.

The powerbox is $225 (USD) from Jeep. The bidirectional IDCM may not be much more than the uni-direction IDCM, so while $250 seems like a small amount, it might not be that much less than cost. A massive loss of functionality though - especially for me with 3 off-grid camps.

Of course buying and installing an bidirectional IDCM after the fact would be an order of magnitude more expensive.

 

[Bzinsky]

I have learned about the unfortunate lack of vehicle-to-load capability in Sport S/Willys trims, supposedly due to supply chain issues for the bi-directional IDCM (integrated dual charging module). Rather it continues to use the uni-directional module from 2023 models.

That has me wondering. Is the IDCM the only module or are there other PHEV components in the 2024 Sport S/Willys trims that are carry over from 2023 that have been replaced with newer versions in the Rubicon.

If the IDCM is the only difference, maybe it will be possible to replace it with the bi-directional unit at some point and enable vehicle-to-load capability.

As expected, my dealer is blissfully unaware of such details.

Anyone know the answer or have a contact at Jeep than can enlighten us?

Why not just use an inverter instead

 

[EVTruckin]

Why not just use an inverter instead

No generator mode without the powerbox.

We want this to power our hunt camp AND be able to hit the trails under electric only mode.

We can save the battery charge on the way there for the first day but what about powering the camp and more days of electric driving?

Our plan was to run the Jeep in generator mode while at the camp which would restore some of the charge for the next day's trail riding.

 

[Bzinsky]

No generator mode without the powerbox.

We want this to power our hunt camp AND be able to hit the trails under electric only mode.

We can save the battery charge on the way there for the first day but what about powering the camp and more days of electric driving?

Our plan was to run the Jeep in generator mode while at the camp which would restore some of the charge for the next day's trail riding.

Wouldn’t e-save do the same thing?

 

[evo8904]

Why not just use an inverter instead

I have a 1000 watt inverter in my 2023. Zero issues! I’ve noticed that once the 12v battery drops down to around 11.8 then the EV battery boost it back up. I’ve left my portable fridge going for 12 hours without issue.

 

[Bzinsky]

I have a 1000 watt inverter in my 2023. Zero issues! I’ve noticed that once the 12v battery drops down to around 11.8 then the EV battery boost it back up. I’ve left my portable fridge going for 12 hours without issue.

As far as I can tell the only differences between power box and a 2000w inverter is
-50%ish more power output with powerbox (2000w is already A LOT for camping)
-little more efficient since
Powerbox = 400vdc -> 110vAC
Inverter = 400vdc -> 12vdc -> 110vA

powerbox is definitely better, but not enough that it would be a big deal to me if I didn’t get one and couldn’t upgrade

 

[evo8904]

As far as I can tell the only differences between power box and a 2000w inverter is
-50%ish more power output with powerbox (2000w is already A LOT for camping)
-little more efficient since
Powerbox = 400vdc -> 110vAC
Inverter = 400vdc -> 12vdc -> 110vA

powerbox is definitely better, but not enough that it would be a big deal to me if I didn’t get one and couldn’t upgrade

2000w is definitely a lot for camping. Usually if I need a lot of power for extended periods of time, I bring my champion 2500 propane generator.

 

[Jtphoto]

I have a 1000 watt inverter in my 2023. Zero issues! I’ve noticed that once the 12v battery drops down to around 11.8 then the EV battery boost it back up. I’ve left my portable fridge going for 12 hours without issue.

So do you think a System like RedArc is less efficient then running power off the Jeep. Or One would think a small Honda generator would be even more efficient then running the Jeep engine.

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