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Winnebago rolled out their fully operational eRV2 camper van in January of this year. But it’s not available for sale. Instead, Winnebago is using it to gather feedback and to learn what an all-electric RV might look like down the road. Stef and I got our turn to go test-camping in it in March. This video with a brief walk-through and our impressions sums it all up!
Before we get too far into it, it’s important to stress that this iteration of the eRV2 is not for sale, and is mainly an information-gathering exercise for Winnebago. Everyone realizes that an RV with a 108 mile range is going to be limiting for a lot of folks (including us). But leaving that aside, there’s still a lot to be learned from giving it a try, even in these early days of all-electric vehicles. Winnebago has sent out lots and lots of test campers, and all of us have been providing feedback to the mother ship on what all aspects of the experience were like: from the layout of the van itself to how it interacted with public charging stations along our way.
The Floor Plan
Since this RV is not actually available for sale, we didn’t go full-out with the review. But even so, this video will give you a pretty good idea what it’s like. The eRV2 is built on a *non-extended* Ford eTransit van. This means it fits into parking spaces completely, which is important for working with our current landscape of public charging stations. Since the van is rather short, some trade-offs were made in the interior layout.
There’s no sink in the bathroom, for example (though there is one nearby). The galley counter does not feature a cooktop, with the induction cooktop being stored in a drawer when not in use. The refrigerator is a bit smaller than we’re used to in our EKKO, but it works just fine. There’s no specific wardrobe, and there’s no microwave. None of these are deal breakers, and in exchange, you get an extremely maneuverable van. You literally could take this RV anywhere.
One standout in the floor plan was the front workstation behind the driver’s seat. I was working during our week with the eRV2, and I liked working in that space more than I thought I would.
Unlike a “regular” motorhome, the eRV2 does not generate power through an alternator while you drive. This means it doesn’t charge the house batteries while driving. That was probably the biggest difference for us as compared to our EKKO. Both the house and the chassis now required charging.
Fortunately, they can both be charged in similar ways, and the way we found easiest was charging directly at the campsite. With a 50A and a 20A connection, everything could be charged up overnight. DC fast charging was reserved for the chassis batteries. You could (though we didn’t test this) charge the house batteries at a public Level 2 charging station.
Overall, the public charging landscape felt a bit like the Wild West to us – with different procedures and different experiences at each charger we went to. We’re sure that will evolve over time until it reaches the near-ubiquity we have with gas stations today.
This is probably something only I would think about, but I found it interesting to list out all the different electrical systems at work in the eRV2. I run through this in the video, but there are no fewer than six (6!) different voltage/current systems at work.
- The traction battery for the eTransit is a 400 volt DC battery.
- The eTransit has a 12v DC system for things like dash lights, and USB ports. So there’s a DC/DC converter in there somewhere.
- The eTransit also has Ford ProPower on board, which provices 120 volt AC power. So there’s an inverter in the chassis as well.
- The Lithionics house battery is a 48 volt DC battery. Not much runs directly on 48 volts except the air conditioner (which was amazingly efficient).
- The House has a 12 volt system as well for lights, the water pump, and normal RV stuff.
- And finally the House has a 120 volt inverter as well, for running standard outlets, the heater, the water heater, etc.
Keeping all that straight and working properly with each other is an interesting engineering feat. It will be interesting to see where this goes.
I was particularly intrigued by the 48 volt house battery. Lithionics developed a special battery for this use, and so I’m curious as to how the 48 volt architecture will creep into Winnebago’s product line going forward. Their Volta systems were already 48 volts, so this is another interesting option for Winnebago. Many have suspected that 48 volt systems were the wave of the future in RVing, and perhaps this is the start of that.
While we’re just at the beginning of all-electric RVs, there’s a lot that still needs to get worked out. But having this test camping experience was certainly an eye-opener, and we’re excited to see how eRVs will evolve. Feel free to leave comments or questions below!
It seems, like a windshield, that the solar panels that curve over the front could be vulnerable to rocks being kicked up from other vehicles. Or is there a protective coating/covering over the panels? If cracked or chipped, would it render them unusable? Are these curved panels likely to be exclusive to Winnebago? Could the owner replace them or is it to be done at a dealership?
I’m sure you don’t have all the answers, since this is a prototype, just wanted your thoughts.
I’m like 80+ percent positive that those were flexible panels in some kind of curved mounting. The flexible panels would be less prone to rock chip damage than hard glass ones. And if they were flexible panels, I would expect that they might be user-replaceable.
But you’d have to pay attention to the wiring when you did it. Since they’re charging a 48v battery, I can just about guarantee that at least some of them are wired in series.
One big drawback to an eRV at this time is that it’s pretty much confined to traveling where adequate electricity is readily available. That pretty much rules out boondocking or any campgrounds without hookups (which means a lot of the National Park system will be impractical).
Second, I understand the all electric concept, but electric resistance heating is a huge power draw. You risk draining the house battery on a cold night. What’s really going to become necessary is a compact inverter heat pump.
Third, I also understand whey there are separate chassis and coach batteries at this time. But I rather hope that is just an early compromise and that eventually it will be a combined system. That would greatly increase the flexibility of deciding where to prioritize electric usage (increased driving range or increased off grid camping).
I agree with you on the first two points, for sure.
On the third, I think it will take a little (a lot?) more time before the one-battery thing comes to pass. Mainly because this is all up to the chassis manufacturers as to what they allow. And those manufacturers, for good reason, need to stay on top of what’s going on with their “engine”.
Ford Pro Power is a good start, but they need to allow for (a lot) more draw. But does that mean Ford needs to build in a 6000 VA inverter? Or allow for inverter swaps?
In any case, I certainly agree that being able to DC Fast Charge your house battery would be pretty neat.
I just read that mfgrs have started putting small heat pumps in EV cars to reduce the amount of electricity needed to heat the car and the battery. It’s intended to increase the range in cold weather. Not sure if the technology could lead to compact heat pumps that could be used to heat/cool and RV, but it may be a step in the right direction.
Agreed – it’s a good start.
Now when they come up with a mini-split heat pump that mounts horizontally on the roof… then we’ll really be in business!
Any idea who makes the 48V air conditioner? I know Coleman-Mach made a short lived model that was apparently less efficient than their standard 120VAC models. I assume being 48VDC it had some kind of variable inverter drive. I could see it running at 700W in an area like San Diego where it’s not calling for a full 13.5K BTU load.
Apparently the derating in the NEC for a campground over 36 spots is 41%. So a campground with 40 50A (12000VA) pedestals would be legal to design their feeders at 196,800VA. Most campgrounds don’t seem to perform any proactive electrical maintenance. The outlets in the pedestals are often a bit corroded and loose to me, and that would make continuous high wattage draws a bit more dangerous. I imagine a future eTransit will come with a full 10+KW Level2 charger to increase the load on that side.
Nice to see Winnebago with the J1772 charger for the house side!! I think the one photo shows the dual 2500W chargers. I was just looking at building a 6400W charger running dual Meanwell DBU-3200 chargers.
I didn’t get a brand name on the air conditioner – sorry. I know it wasn’t a Coleman-Mach though!
James and Steph, thanks so much for this super interesting video!
Question about the solar. I’m *assuming* that those 500w (expandable to 900w did you say?) shunt exclusively down to the 48v house battery. Did you notice if there was an option to redirect to the chassis battery? I know the charge, even at 900w, would be de minimus, but I can easily imagine an emergency situation where you really needed to buy yourself 5-10 miles of range.
Or perhaps what I really want to ask: Did you notice if there was an option to transfer charge from the coach to chassis battery and vice versa? Even if (when) Ford and MB double/triple the size of their battery packs, I think I’d want that option.
Yes. (And you did hear right that they have 400w of extra panels to plug in.)
They only provide power to the house electrical system and its 48v battery – there’s not a convenient way to route that to the chassis.
One *could* plug the Ford 20A 120v charger into an inverted outlet in the house, and use that to charge the chassis from the house. It would be really really really slow (and inefficient), but if you were stranded a mile away from a proper outlet, and had the time, it might get you there eventually.
I suspect these limitations have more to do with Ford, and the controls they have placed around charging their battery. I think Winnebago would take advantage of any capability Ford provides there in the future.
The best analogies you gave were “it’s the Wild West out there” and “imagine it was 1904 and you were looking for gas”.
Time and again, people are ridiculing electric vehicles, but everything they use today was based on technology that was primitive in its own day. As you mentioned in the video, phones were great big honkers in the early days, and now they can fit in a pocket. Sixties technology got Apollo 11 to the moon and back, which has grown into the incredible tech we have today, far outreaching anything previous generations thought possible.
Electric everything is coming… maybe not soon enough for us to get an electric RV, but most definitely in time for our grandchildren to ask.. “what’s gasoline?”.
Be seeing you!
Yes, technology will improve but that doesn’t mean applications for it will go the way we think they will. Like it’s been over half a century since we sent a manned mission to the moon. The first EV actually predates the first gas engines and there’s been a long history of vehicles that either ran on electricity or used it in some capacity.
So the potential has always been there but it remains a question of whether or not that will be the direction we will actually go in the long run. Even if fossil fuel is phased out, doesn’t mean we won’t just switch to another fuel like hydrogen, for example.
Regardless, the main issue is a matter of not just technology but resources, which remains the biggest question that has yet to be answered with how will we generate the power that all these EV’s will require to run?
Great review of an interesting prototype! It will be interesting to follow the developments in the E-RV industry. As a 10 year EV owner I can agree with you that EVs are a delight to drive and own. Normal vehicle maintenance is far less expensive and time intrusive.
On a recent trip to Norway, I saw eSprinters being used as work and delivery vehicles.
The EV charging infrastructure in CA is years ahead of what exists in the central part of the country. It will be a few years before an E-RV becomes a viable solution. Interesting developments none the less.
I’m certain that the charging infrastructure is one of the reasons Winnebago chose California as one of the locations for EV test camping…
Hello from Spain ,it was super interesting and well done the video ,for me ,many things to digest,understand and a very new concept ,as far as i now, this is the first all ectrical camper i see ,i will start to share some info in my youtube channel on tecnical and pratical matters of motorhomes in spanish (i am italian but i live in spain and work with motorhomes as hiring and sell )thanks a lot for the review ,as you said this is the future ,here in europe there are many electric cars but vans quite few ,at list in south europe nations ,my considaration is that 100 miles it a little bit low mileage …for an electric charge ,maybe 200 miles would be the best or a very fast low cost charging system even better ,the really interesting part is the back part of the motorhome like fridge air condition ecetera
I agree that the 100 mile range is rather limiting. We live in the Western US, and the distances between cities are large. We could not even make a trip to the next town without needing to stop and recharge. The range will improve over time.
It will be interesting to see how the back “house” part of the RV evolves with electric vehicles and public charging infrastructure.
Range is truly an issue, but it will be getting better, and even Ford says later this year, they will be releasing almost three times the range, closer to 300 miles, which is acceptable for most people today.
I was just explaining your review to Rachel, and more Qs, from her:
Did Mel come along?
What was your daily schedule? Go for a ride in the AM, drive 108 miles to the next campground? or charge once or twice to get there?
Your solar looks somewhat directional, if that’s what I see on the front of the van. You need to think about pointing the van south?
Mel didn’t make the trip – out of consideration for the test campers who would come after us.
Our schedule was highly worked around… work. Couldn’t really be driving when I was on conference calls – that kind of thing. We never truly found a “routine”, although, stopping for lunch at a public charging station seemed to suit us OK. Fortunately, all the ones we used were in strip malls.
Yes, the solar is a bit directional. There is some flat on the roof, but sun from behind will definitely not be as effective as sun from in front. If you’re counting on the solar, then paying attention to how you park would make sense.
So many Qs:
Do you know what “panels” they used for the solar. Flexible something? Two of them, 250W each? I think they look great, in your picts.
Boy, I have so many Qs about this build, I might be bothering you for weeks:
So are the grey tanks protected from freezing?
How many gallons of water can you take on?
How does the water heater work (for the showers)?
I don’t know the brand of the panels. There are the flexible, curved ones you see on the front, and then a couple more flat ones on the roof. Probably each about 100W.
The grey tank was inside somewhere. I saw no external tanks. Most of the underbelly of the van was taken up by the large traction battery.
The fresh tank was about 30 gallons, and the water heater was a small residential 120v electric water heater. I think that and the heater are the two biggest appliance improvements that need to be sought out to make all-electric practical for a lot of users.
I actually saw my first e-transit a month back, at the supermarket. I asked the guy unloading bread out the back what the “e” stood for, and he said, “I have no idea”. Whatever.
Wonder if you could use the AC to heat, as a heat pump. Haf to blow the hot air down I guess, but more efficient than resistance heating.
So, did I hear correctly, no direct AC in the rig from the campground? So to use your range, you need to de-invert and re-invert the power. What a waste.
I think I saw a look at what’s under the hood; it looked more busy than what I would have expected. Not a tesla frunk for sure.
Your old composting toilet would work perfectly in there I bet.
How was the air noise compared to your EKCO?
And lastly, how did you like the transverse sleeping. That’s how we set up our transit.
Interesting questions. I think a heat pump would be a great idea. But they would need to source a 48v heat pump – and I suppose there aren’t too many of them out there yet. The 48v air conditioner was one of the highlights of the thing for me, so I don’t want to see that go away. I’m sure as soon as a 48v heat pump is available, they’ll use it. Besides being efficient, that air conditioner was rather quiet.
The 120v inverter in the rig is a Victron Multiplus 2 (I got a glimpse of it). That has the ability to pass through AC, so I’d assume that’s what it does.
I didn’t particularly enjoy having to climb over Stef to get in and out of bed, so transverse sleeping is not for us. I prefer our twins in the EKKO.
Re sleeping, I know exactly how to remedy that problem…esp since there is more head room toward the front of the bed.
The Jackery would be useful for cold weather camping when the house battery bank is cold-soaked and too cold to charge. Several Travato “L”owners, with the Winnebago installed lithium ion (LiFePO4) battery bank, experienced this phenomenon of not being able to charge their cold-soaked house battery bank during this past winter.
The Lithionics batteries in the house have heaters. The Travato uses a system from Volta (not Lithionics).
I’d have to be pretty negligent (or determined) to run the house battery down to the point where the heaters don’t help.
In my opinion, the best reason to bring along something like the Jackery in a lithium powered RV is to be able to have power in places your RV can’t go. Sidelines at a soccer game. Down on the beach. In a kayak. Those kinds of uses.
Excellent review of the Winnebago All-Electric eRV2! Far and away the best I’ve seen thus far. What are the operating (charging and discharging) and storage temperature ranges for the batteries? I don’t recall any mention of battery heaters in the article. What impact does cold weather, let’s say 32 degrees F and 0 degrees F, have on the 108 mile range? The defroster, cabin heater, seat heater and reduction of effective battery capacity could be an issue. We camp extensively during 0 to 32 degree F temperatures (and warmer) in our conventional Travato (2016 G). We avoid situations in which we need need to run the roof A/C and if we do need the roof A/C, we make sure we have access to shore power (obviously sine our 2016 G cannot operate the A/C from our house battery bank).
We didn’t dig into the temperature extremes too much (because we had the vehicle during a chilly and mild week). But I don’t believe Winnebago has done anything to the chassis that’s not provided by Ford. So whatever Ford says about temperature and range, I’d have to just defer to that, since we didn’t have enough experience to find out any different. As far as the WGO/Lithionics system, I believe that has battery heaters. We occasionally camp with our Lithionics batteries in below zero conditions without issue.
If you needed to run the air conditioning for extended periods, then any RV – this eRV2 included – will probably be better off plugged in. All batteries will eventually run down if you’re cranking the air. But it sounds like you avoid those situations in your own camping. 🙂
You two are a good objective EV pilot review team! This EV RV seems exciting, especially since it’s shiny and new. Just curious what Winnebago’s stance is regarding EV battery safety.
There problems with these batteries: overheating and flammability, short life spans and underperformance, toxicity and logistics challenges, such as proper disposal and transportation.
Suppose the lithium-ion battery short circuits, which can happen from causes including a battery cell puncture or heat exposure during an accident. What safety measures are being considered to ensure EV battery safety?
My other concerns relate to EMFs. If you have EMF sensitivity (i.e headaches), it may be best to avoid, for now anyway.
Thanks for the cliff notes review!
Well, in this RV, Winnebago purchases the vehicle from Ford, and then outfits inside of it. So as far as the traction battery goes, we’d need to ask Ford any questions about battery safety. I’m confident the eTransit passes all relevant highway safety standards.
As far as the house batteries, the Lithionics 48v battery is a LiFePO4 battery, which is the safest Lithium chemistry currently available. We have their LiFePO4 batteries inside our own EKKO right now, and have no safety concerns at all. The Winnebago house system includes circuit breakers and other safety features, and is most likely (I didn’t check, but I would bet so) UL listed for safety.
Did you test the 108 mile claimed range? There is a gentleman on YouTube who has a 148 Transit High Roof for his plumbing business and his tests show the range is actually a bit better (His record is 300 miles but he drove @ 20 mph to achieve that.) I’ve been debating converting the same model Transit to a camper van and thought I could try putting in a big house battery system and use that to charge the vehicle battery in an emergency. Did you ever try charging the van off the 48 volt systems inverter? I must admit I was impressed with Winnebago provisioning that 48 volt system and that they managed to cram 800 watts of solar on that roof!
Forgive for going on so long here, but I’ve been really interested in this concept. Great point that you made on the vehicle length when it comes to charging. I thought the upcoming eSprinter was going make an eRV possible but it’s going to be on the 170” wheelbase which will make it 22-23 feet long and that is going to be a problem to charge at public locations.
We didn’t make the opportunity to test the range in an absolute sense. In all honesty, if it were ours, we’d probably count on 95-100 miles, depending on conditions. Too many variables to think about here!
We could have turned on the inverter on the house battery, and used that to charge the EV, no problem. But that’s Level 1 charging, and very very slow. It might get you a mile or two if you died just before an EV charging station, but it’s not anything I would count on in a real or significant way.
And you’re right, a 170 wheelbase Sprinter would have been problematic at the public charging stations we saw.
Really great report on your experiences with the ERV. Love the bag cell phone analogy. Resistance heat and hot water is really going to be a deal breaker long term. Must be a lot of potential for the development of air source heat pumps in the RV industry!
If that 48 volt air conditioner was a heat pump… then we’re talking (because it was crazy efficient).
Right! Make that thing go both ways!
It seems to me that the EV industry desperately needs to get some standardisation in the charging infrastructure. Imagine if you had to trail round looking for the petrol station that sold the exact formulation of fuel for your car, through the correct nozzle, and then download half-a-dozen apps to pay for it?
There’s plenty of room for competition, but the plugs and the payment process has to be standard – preferably across the entire area you’re likely to drive to. So, North America in your case and (at least) all of Europe over here. And why need they be different?
I agree! I think this is something that will come with time. Perhaps it will be regulation driven, like USB-C in Europe, or perhaps it will be an economic driver when EVs reach some kind of saturation point. Things will be a LOT easier when that comes to pass…
About the 12 volt system on the etransit. It actually has jump points for a reason. Pretty much every ev actually has a conventual lead acid automotive starter battery somewhere and it has to be functional to turn on the car. For safety reasons there is a big honking relay built into the battery pack. When the ev is off the high voltage battery is disconnected. The 12 volt battery is needed to boot up the car and close the relay on the high voltage pack. People have actually found themselves needing a jumpstart on their ev as dumb as that sounds because their 12 volt battery died for one reason or another and there isn’t a way to get power out of the main battery without it.
(And it kind of makes sense, too.)
Super fun o hear u all talk about this eRV! I absolutely want my next RV to be electric. Just now self Converting a Transit 148” Ext HR and would love it to be electric some day. Maybe Tesla Semi’s??
I made a spin around desk with dual monitors that is sort of a Murphy desk…just close the front and it is hidden.
A fellow tinkerer. Thanks for stopping by!
Great video, is the a/c on the electric Winnebago a 12 v model or 120 v? Do you know the brand. I am looking into getting 12 v a/c for my Ekko and like the efficiency.
That one is actually a 48 volt air conditioner. Super efficient!
I’ve always been a strong supporter of EVs. I do not presently own one only because where we live and drive an EV is too marginal in range.
I have followed battery development for a while now and believe that within a couple of years we’ll be seeing very different battery technology used in most EVs. That may well address both the range and recharge time issues.
Just as support systems for ICE vehicles developed along with acceptance of those autos a hundred years ago support systems for EVs will develope as the market place demands. At first we lacked a fuel supply system, roads, service, etc. That all grew up with the demand for early autos.
As for service on EVs. that’s a tricky issue I think. Those power systems are not simple and required special training. Thus right now that must be done by factory authorized locations. Not too different than getting MB Sprinters worked on. As time passes and more people are driving EVs I think that by demand alone there will have to many more more authorized repair locations. SO in short I think this will be self correcting issue. Today’s auto shops are not going to invest very much into EV service based on the percentage of market share of EVs.
108 miles is a dealbreaker for a lot of the RVers. I”m glad you like it though.
I can’t wait for your review of how it does in Winter in the Northern Climates. How about a basic challenge … drive I-90 in Montana end to end in Winter? It’s only 552 miles. Report back how that works for you. Joking because it would probably take you a week, but you might not even make it. There aren’t hardly any RV parks open in Winter, very few EV charging locations, and with overcast skies, you wouldn’t be able to charge the house batteries very well either.
Seriously though, someone has to try out this technology, but I think we are talking about decades before it can replace gasoline/diesel RVs.
Hybrid with EV house batteries would be a much better choice without resorting to a 108 mile range. Get Winnebago to build one of those!
I’ve often wondered why everyone (except Toyota) seemed to blow right past hybrids and straight to EVs…
For an RV, it makes a whole lot of sense.
I agree that a hybrid RV could make much more sense at this time than waiting for battery technology and the charging infrastructure to develop. In a manner of speaking, The combination of an electric traction motor in conjunction with an ICE could provide the much needed additional torque for some modestly powered RV’s. Also note that many RV’s are essentially already hybrids, at least for the house electrical systems, given that the house battery bank can be charged from the traction engine (alternator), the onboard generator or shore power. Throw in solar for good measure.
Jim, this is based on Ford’s first version of the electric Transit that has a very, very small chassis battery. The vehicle was designed for the “last mile” problem for delivery vehicles, and as such is just fine at the +/- 100 mile range.
There is plenty of room under the chassis to double or triple the size of that battery. We can assume that Winnebago undertook this exercise to fire test the different systems, not to build a prototype for a 100-mile RV that no one would ever buy.
I agree with you however that there’s a market window for a hybrid RV, but unfortunately we don’t see any of the big chassis providers (Ford, Mercedes, Stellantis) working on one. Missed opportunity if you ask me.
I am going to preface this by saying I am actually on a team that is building a hyper electric engine (HPE). That being said, this is the same thing I said directly to the Board of Directors. I am 100% NOT BUYING an electric vehicle until it can get serviced at a local garage/shop and they can order factory parts.
If that is not the case the auto/rv manufacturer had 100% of the leverage and can demand you pay whatever they say. Until then I’ll keep burning dead dinosaurs and if push come to shove make a wiz bang wood gas powered truck.
I don’t know what EVs will do to the “right to repair”.
Anyone have any particular insight here?
I’m looking forward to these becoming available. Both range and charging speed will need to increase for these to be viable. I drive an EV and I equate the regenerative braking feel as driving a stick shift and putting it into third gear then lifting off the accelerator. As far as charging as you know the 50 amp in the campground is still only 120vac, so charging the drive battery will be painfully slow at a campground. According to Andrew Ditton, a UK RV journalist campgrounds there charge an extra daily fee to charge up your EV. Does Winnebago discourage leaving the coach charger plugged in if you’re in a campground with 120vac and just using it to charge the battery? Thanks. As always very informative. Also curious as to what you two would change if the coach was yours.
You perfectly described the feeling of regenerative braking! Why didn’t I think of that?
50 Amp campground chargers are indeed 240 volts. At least all the ones I’ve ever seen are (it’s a 4 prong plug). I suppose there could be a 120v 50 A charger out there somewhere, and that would be pretty slow, as you point out. But the standard 50 A charger is indeed 240v, with a matching double-breaker.
Winnebago didn’t offer any guidance on leaving the charger plugged in or not, but I don’t see where that could do any real harm. The rigs they had at Sun Outdoor were all generally left plugged in.
And we’re completely happy with our EKKO. We’re not looking to change rigs anytime soon!
I believe you are, in a sense, both correct regarding campground RV AC line voltages: The 50 Amp service consists of two 120 VAC conductors, with the 60 Hz AC wave forms 180 degrees out-of-phase. While the voltage between these two conductors is 240 VAC, essentially all RV’s that are powered from the 50 Amp service treat it as two 50 Amp 120 VAC sources, as opposed to a 240 VAC source.
Thanks for all your research. Would something like a Jackery Power Station fit into this system as a back up?
You could certainly bring along a Jackery or similar solution… but I think you’d find it completely redundant and just extra weight.
The house system installed here does everything that those power stations do – just on a larger and more efficient scale.