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Youse guys that picture yourself as gurus, no more bickering or snarky comments (please). My view looking back through the thread is that everybody contributed and everybody wrote some things that turned out wrong. Looking at J Serria’s (U Da Man!) recent scope tests, I would conclude that...

I'm an old, retired guy temporarily stuck at home. This thread has been fun for me. I've had a JT since 2020 and a JLU since 2022. I love my Jeeps, but sometimes I have wished the tech was more like my 2004 TJ. This is especially true about the battery system. As I read through this thread...

The initial cold start test were 2 channels, N1 and N2. Then someone added in the PCR circuit - 3 channels. The someone added in the starter circuit - 4 channels. All but one of the tests were cold start test. Below is a 4-channel test I accept as valid. I added some labels on J Serria's...

We have had several posts on this issue. One of us is not understanding the other. My perspective is that you keep referring to a cold start. My concerns are about an ESS stop/start. The one trace we have on an ESS stop/start is similar to the cold start except for the prestart test and the...

What I would like to know is when the 2 batteries are joined back together on an ESS stop/start. What makes me ask the question is the differences between N1 and N2 on the ESS stop/start trace (the only one we have) after the start. That difference is not seen on numerous traces that we have...

The issue is that once the 2 batteries are joined together via the PCR, the only measurement available is an average of the 2 batteries. I been doing some left field thinking trying to clarify the usefulness of the Jeep 2 battery system. I accept that one purpose is to shield the cab...

I'm OK if you turn out to be right. I just want to know the facts. Our group here has already put to rest some of the legend about the Jeep battery system. Let's finish the job. FWIW, Jerry has a portable 2 lead oscilloscope. It's new to him. As soon as he gets comfortable with the scope...

Thanks for the reply. I don't have a scope so I am trying to reason things out with the help of you and others. I see that the x-scale is constantly 2.0 volts. I also see the time scale changing. If I recall correctly, I've seen 20ms, 25ms, 50ms, and 250ms. The varying scales change the...

Thanks for the info you are providing. I'd like to point out that the traces look different from photo to photo because the scale setti9ng of the meter is changing.

Your last 2 posts have said the same thing. I feel like you are not understanding what I am asking about. Let me try again: On all the cold start traces, N1 and N2 merge together immediately after the PCR closes. On the one ESS stop/Start trace that we have, the N1 and N2 lines do not merge...

On the cold start trace, the lines merge after the PCR is closed. The lines are not merging on the ESS start trace.

There is a lot of info regarding several subjects in this thread. I'm struggling to finalize conclusions, and I may be missing somethings. The mystery that currently remains for me is the actions during an ESS stop/start. As far as I know, we only have one trace for that circumstance. That...

I believe that this is a cold start. Thanks for putting everything together. I put some labels on your photo. Let me know if I got something wrong. I'll fix it.

I'm curious about what happens on an ESS stop/start. Does the aux battery carry the cab electronics for the stop or just for the start? When are the batteries separated and then combined? Regarding your calculations, you are seeing current flow between N1 and N2 in the 100ms period...

A valid point regarding the vulnerability of electronics, but even with just one battery, the Avenger light on a Jeep will alert a driver that the battery is getting weak. Besides that, I've have yet to hear a case where low battery power caused damage to cab equipment. I suspect there are...

Still sifting through my thoughts. I trying to fit what I see on the scope reading with the information found in this thread. The batteries are not disconnected at the beginning of an ESS stop. They stay together until the start message hits the system. Then the PCR opens the connection...

I think some of us are waiting hopefully for J Serria and his bigger better scope to show us actual measurements from an ESS start. Currently, all we have is the screenshot that Flanders shared that only shows the voltage from the main and aux batteries. We really need to see the circuit...

If I understand, you are saying that the difference between N1 and N2 on an ESS restart is due to cab electronics already being powered up (as opposed to a cold start where electronics are off), i.e., lower load. Also, the difference is made more prominent because of the points of measurement...

This is how I am reading the test that J Serria made. This is a cold start.

Even with ESS disabled, the Jeep system will test the battery at start. When the battery falls below programed levels (~12.4vDC), you will get a warning (Avenger) light. When this first happens, the light will go out after the battery is charged (normal driving). The battery should be good...