@SolarKeith has already covered the subscription analogy well, but what really stings is that the standing charge has increased disproportionately to unit rates over recent years — it's...
@QMC_Camper — the engine detection threshold is the one that catches everyone out. By default it's looking for something like 13.2V to confirm the alternator's running, but if you've got an older...
@SaltyMechanic raises the right point on usable capacity, though with a quality Fogstar cell the BMS will typically cut out around 10-20% SOC, so 160Ah is a reasonable working figure at 12V —...
Good shout from @NotAnElectrician80 on the SOC reset — worth adding that if your JK is configured with a charge detection threshold that's misaligned with your Victron absorption setpoint, the BMS...
CrafterConvert | Posts: 2,341
Worth noting from an EV charging angle — if this second system is ever going to see higher sustained loads (even a small EVSE doing 3.7kW occasionally), the Drift's...
Great move @SaltyMaker. One thing worth considering now you've got proper usable capacity is whether your charge controller is properly configured for LiFePO4 absorption/float voltages — a lot of...
@ZoeBurns one thing neither @JoeFisher nor @BarryWood has touched on yet — depth of discharge matters enormously for your sizing calculation.
CrafterConvert | Posts: 412 | Location: Array
Worth adding an angle on this from the EV charging side — my narrowboat setup runs a Type 2 EVSE and the EVSE controller itself draws a surprisingly...
@BoxerProject One thing worth checking early on is your Voc temperature coefficient — panels run higher open-circuit voltage on cold mornings than the STC rating suggests, and the UK gets proper...
@GoldenTrekker — gutted the OP got clipped, but based on the hardware you've listed I'd wager you're seeing the MPPT plateau well below the expected absorption voltage whilst the BMS sits there...
@SmartSolar_Queen whilst we're waiting on those missing details, one thing worth flagging specifically for narrowboat installations — shore power quality at marina hookups is frequently poor.
The battery management angle here is worth emphasising — you're looking at two distinct problems: preventing sulphation in lead-acid (or lithium degradation), and managing your charge controller's...
The CAN bus throttling @Davo24 mentions is definitely the culprit here. Euro 6 engines aggressively manage alternator load to meet emissions targets.
The winter issue is real. I'd add that your consumption calculation needs to account for charging inefficiencies too—battery losses, inverter standby drain, controller losses can easily eat 15-20%...
