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Battery system for my 67 foot sailboat. It has approx 2kWh of capacity. The bus bars are included with the CALB 230 cells.

While I am a relative novice in this field, I would argue that load sharing across multiple inverters will allow individual inverters to last longer before failure (service life). As well, if one fails (regardless of inverter/ brand), then you still have power across two or one inverter (if two fail), compared to no power at all. If a single high power inverter fails, you are dead in the water (in perhaps mission critical applications). In addition there are size and weight concerns if you are installing a single high power inverter yourself vs. multiple smaller, lighter, more compact inverters.

Hi there. At the beginning of the project my plan was to go with a mixed chemistry design approach, similar to what you mentioned you have done for your boat. I spent many hours working with the professional engineer that has designed the system on whether to use all LiFePO4. As we evaluated the design goals of the system, including power capability, safety, back up and redundancy and a slew of other design considerations, the use of these CALB 230 cells is a good fit for this application. I was able to max out the amount of kWHs available to the boat and along with the ability to parallel the two systems together without having to use different battery charging and management techniques actually makes for a simpler and more robust design. Hope this explanation helps.

I will spend time measuring the roundtrip efficiencies.

Thanks for the reply, but I do not understand your point.

@@Sailing_Meltemi Resistive loads are the easy way to test and present a very unrealistic load. Unless you are using resistive heating only on your inverter (WOFTAM) then not proving much. Put real-life load simulation that means the use of reactive loads. You know, the ones that show the difference between high-frequency and low frequency inverters and the real currents needed to feed them.

@@bentheguru4986 Thanks, I learned something new today!

​@@bentheguru4986Grüße ich nutze Victron Multi RS Solar und fahre mit einem Gesantwirkungsgrad von 93%. Bei 5kW Lasten liegt der Multi RS bei 95% Wirkungsgrad.

Thanks 👍

This system is for my sailboat with a substantial number of 24v devices on the boat including a 20hp bow thruster that draws 950amps when running.

Well that makes total sense!!! :D@@Sailing_Meltemi

Thank you 😊

Hi there. All of these Victron and REC-BMS components will be installed in my boat. I have a few hundred dollars into wiring and circuit breaker boxes to be able to tie into the grid in the hangar that will not be reused. Plus, some of the test equipment was purchased to make it easier to test and generate the data I needed.

Great feedback and good to know.

Victron baut selbst in Zukunft mehr HF Hybridwechselrichter mit Mppt's, Multi RS, Multi RS19 usw.

Great point. However, the person that talked me into buying my own unit has one that is much more accurate measuring DC voltage at low levels than mine. Something has changed in their design.

@@Sailing_Meltemi I only just got mine. I'm hoping I have the new design.

@@TuffHtKingswood I told that the older design is better.

@@Sailing_Meltemi Damn I misread that. I'll have to check against another reliable meter.

Yes, I changed the speed on the REC-BMS to 250 kbs and everything appears to be working as expected. I used the REC WiFi module to access the REC-BMS. The only trick is that you need to reboot the REC-BMS after changing the CAN bus speed.

Thanks, I should have checked the REC BMS Can speed sooner, but it I missed that step. The REC BMS WiFi interface does not make it easy to spot.

Good luck on your project.

@@Sailing_Meltemi Thanks! I have been wanting to upgrade my house bank for some time, but have been a bit less than enthused by the "drop in" solution as it is not very elegant. I narrowed it down to the WS500 (which on my sailboat is the primary non grid charging source) with victron equipment. I had been looking at some of the victron communication capable batteries, but they did not appear to integrate as tightly as I'd like. The Rec BMS solution makes it an elegant centrally controlled system: as it should be! Thanks for posting your video.

Thanks for the reply. I had not realized this. I sent the unit back and Fluke admitted to a design problem with the 378/377, but would not say exactly what it was. They ended up taking a new unit, sending it through their mfg/repair process and returning the brand new unit to me.

Bill - if you hold the camera horizontally, we could see all 3 meters side by side rather than 1 at a time. Darwin didn't favor that variant of human evolution with 2 eyes in a vertical column as opposed to side by side. I'm the idiot who specified Bill get the fluke 377 for accurate (100's of As) large current measurements I could trust. I tested my (old) 377 against an HP 6.5 digit DVM that is NIST cal'ed 2023 and *my* 377 is dead nuts on, to 0.1V which is as close as it gets. Admittedly, it's for indication measurements, but there is something different in his just recently made 377 than my several years old 377. Since we're just looking at stable DC values, a low pass filter shouldn't affect them. It's concerning that if the meter can't measure it's easiest (most meter-native) function of x1 DCV, low range - then how far off will the scaled measurements (ex x100 DCV) be?

@@Sailing_MeltemiI wonder what it was, glad I seen this video I want to purchase one soon

@@Sailing_Meltemidon’t give that news I just bought one.