Which Battery Tester?

[THAW]

If ... you agree with the gurus that say the 2 batteries work together almost all the time, ... The only thing the aux battery does by itself is carry the cabin load for milliseconds on startup.

If I followed the Gladiator forum thread correctly, the guru over there is saying the AUX (ESS) battery carries the system electronics ("cabin") load by itself for a few milliseconds before cold start (the test), and also for the entire ESS/warm start (the purpose of the system, stabilizing voltage for the electronics during ESS restarts).

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[andy29847]

If I followed the Gladiator forum thread correctly, the guru over there is saying the AUX (ESS) battery carries the system electronics ("cabin") load by itself for a few milliseconds before cold start (the test), and also for the entire ESS/warm start (the purpose of the system, stabilizing voltage for the electronics during ESS restarts).

HA! You made me read through that thread again. It is not easy to separate the wheat from the chaff. I'm not sure the issue is settled. I'm going with post 100 rthat says this:

"Two solid indicators of what's going on. Documents, and evidence through volt meters, all muddied by a scope picture - which will be showing a combination of things happening -
dip due to increased load,
and
dip due to the common ground potential changing after the load of the main is removed

Back to the answer -
No the batteries are NOT isolated during an ESS stop event
Yes, they remain connected until the starter sequence is started
and yes, the PCM can do all of that in proper order.
The batteries are isolated for a quick voltage check of the aux battery during a cold/push button start,
that's it." - shadowspapa

 

[Terrymo]

LOL. The thread was intended to get advice on battery and load testers. Somehow if the word battery is written or implied, a couple of people will answer and then all the battery talk regulars will show up, and things devolve into arguing about ESS events. I guess it’s no different than the 100 page oil threads.

 

[andy29847]

LOL. The thread was intenddd to get advice on battery and load testers. Somehow if the word battery is written or implied, a couple of people will answer and then all the battery talk regulars will show up, and things devolve into arguing about ESS events. I guess it’s no different than the 100 page oil threads.

Guilty - sorry.

 

[Terrymo]

Guilty - sorry.

At least it’s civil…so,far. Not everyone has arrived yet

 

[Mguy]

At least it’s civil…so,far. Not everyone has arrived yet

I'm done, I promise.

 

[THAW]

HA! You made me read through that thread again. It is not easy to separate the wheat from the chaff. I'm not sure the issue is settled. I'm going with post 100 rthat says this:

The post 100 guy confuses a few things. The OP is the one who explains it best.

 

[WranglerMan]

I use the Motpower one and it gives me more info than a regular volt meter and I used it when I installed new batteries to give me a baseline

 

[roaniecowpony]

At least it’s civil…so,far. Not everyone has arrived yet

And nobody said "oil" yet. On S#!t

 

[Terrymo]

And nobody said "oil" yet. On S#!t

Also guilty—-and sorry.

 

[Ear Responsible]

Having/using both a load tester and an electronic tester seems like an excellent strategy.

That was my conclusion and here are the two devices I have

 

[58Willys]

I have a Schumaker BT 100 load tester. It not as good as a carbon pile tester; but works well to determine general battery health 95% of the time. Reasonably priced, good value, very useful tool.

https://www.schumacherelectric.com/...bgaUmBc-uboaYDdnUe-XIEXGVr0ORB1__f2VMuZUfJKFx

 

[AndySpill]

1) Is there something better than a load tester/is there something it misses that perhaps other (digital) testers might pick up on? I was always inclined that the converse was the case.

2) Is it possible that different model years/flashed versions of dual AGM battery JTs and JLs don't necessarily separate/do separate their batteries, or for that matter behave in the same manner for things like ESS events and other conditions? TSB 18-092-19, for example, was reported to have early 2018's still crank with a dead Aux battery as the case in successor JL/JT dual AGM battery models.

3) I had read that Jerry @Jebiruph, who got most of this discussion off the ground years ago, found some things hard wired to the main battery, ESS event or not, like the power steering pump. If so, wouldn't similar voltage drops between both batteries during ESS events, as definitive proof of their connection during such events (as per the JT forum post) only come by comparing results when N1 and N2 were hard wired and/or by relieving the main battery of such load bearing responsibilities during ESS events and comparing results to when this wasn't the case?

 

[AndySpill]

@andy29847 referenced a post from the sister JT board https://www.jeepgladiatorforum.com/...eries-really-isolated-during-ess-stops.87524/ where the OP @flanders claimed the dual AGM battery JLs/JTs don't separate their batteries during ESS events.

Maybe I missed it. Was as explanation provided for how this dual AGM implementation of the vehicle has been shown to turn off ESS after 6 events under a cold crank when the batteries are manually physically connected, say with a fused jumper between N1 and N2, but not when configured as per the factory?

To restate, I've understood that the batteries holding similar voltages, as would occur if connected during ESS events was the metric used, after 6 ESS events after engine cold crank, to turn ESS off until the next cold crank.

Does @flanders dispute this 6 ESS cycle shut off or pose other explanations for how the vehicle decides to turn ESS off until the next cold crank?

 

[andy29847]

@andy29847 referenced a post from the sister JT board https://www.jeepgladiatorforum.com/...eries-really-isolated-during-ess-stops.87524/ where the OP @flanders claimed the dual AGM battery JLs/JTs don't separate their batteries during ESS events.

Maybe I missed it. Was as explanation provided for how this dual AGM implementation of the vehicle has been shown to turn off ESS after 6 events under a cold crank when the batteries are manually physically connected, say with a fused jumper between N1 and N2, but not when configured as per the factory?

To restate, I've understood that the batteries holding similar voltages, as would occur if connected during ESS events was the metric used, after 6 ESS events after engine cold crank, to turn ESS off until the next cold crank.

Does @flanders dispute this 6 ESS cycle shut off or pose other explanations for how the vehicle decides to turn ESS off until the next cold crank?

Why don't you take your questions back to where you got them. IIRC, Shadowpapa is one of the members who has identified the actions cause by identical voltages for 6 straight shutoffs.

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