Originally Posted by mjt57
Sorry if this is covered elsewhere but I couldn't find anything.
I discovered this in another forum.
News â€“ REDARC Electronics
It's about fitting a DC/DC voltage regulating device to vehicles with new types of alternators. The Jeep Grand Cherokee is amongst these. this is to power or to charge second batteries or auxilary batteries. In this case, I'm refering to the installation of cabling to run an Anderson plug to power a caravan's battery/electrical system.
I've not read about anyone here doing this.
All I've read so far is that people connect a set of cables to their battery and have it switched via an "ignition" controlled relay.
I'd like to hear from people about this issue.
I reckon this has been discussed earlier in this thread, and certainly in the "fitting a 2nd battery threads". Have a search around.
These issues have been around a while, and were predicted to cause problems right from the start with the WK2 JGC.
Our 2012 was one of the early CRD's and I was a bit concerned, so (as described in my earlier post) I installed a Piranha isolator (to protect the starting battery), then ran an Anderson extension lead to my aux battery in the back. At the time i fitted a 30a DC-DC converter to the top of the battery box and charged the aux battery via that. I used a deep cycle as an aux so the batteries were the same.
Because the system is flexible, from time to time I also charged the van batteries from the Jeep using another Anderson extension cable, and relocating the DC converter, connecting it direct to those batteries. They are also deep cycle so I don't mess with charger settings.
I could also charge the aux battery with the DC converter feeding from the van solar and batteries if we were parked up for any length of time.
Use of an Anderson plug on all connections allows a multitude of connection possibilities.
All worked great, then recently I started to bypass the DC converter and connect straight to the aux battery with the main battery supply, worked just as well, and actually charged the aux battery faster so it was an improvement if we were only doing a short run.
So in our case it could be said for the 2012 the DC converter wasn't necessary.
Purists may argue that the aux battery potentially wasn't charged to full capacity by connecting direct, but I have had no issues with system life, and I'm happy with how it works. If the aux gets a bit down after a couple of days parked up running the Engel, then it gets charged - however it suits at the time.
With the 2015 CRD i don't know yet if the charging system will do the same job, but I have the DC-DC converter already part of the system should it be required.