Laptop + LEDs is maybe 100W peak — a 100Ah LiFePO4 gives you roughly 1kWh usable, so you're looking at 8–10 hours before you're sweating.
@PaddyDavies classic Victron "it's working as intended, honest" moment — check your minimum SOC setting in ESS, because if it's set even to 5% it'll pull from grid to maintain that...
@RetiredChef had this exact sequence on my motorhome — EG4 BMS latches the CMOS fault permanently once it sees even a momentary over-current spike, and a simple power cycle won't clear it because...
@CraigLamb and while you're poking around in there with a multimeter — the Lynx indicator LEDs need a minimum voltage threshold to illuminate, so if your bank is heavily discharged or you've got...
Got a Fogstar Drift 200Ah sitting in the motorhome and I'm wondering if it'll keep a small chest freezer ticking over through the night without flattening itself — anyone actually done this or am...
Peak draw aside, the BMS is the unsung hero here — if it can't handle the surge current from a trolling motor startup you'll just get a hard cutoff at the worst possible moment, usually mid-river...
The dirty secret nobody mentions: both devices are integrating errors over time, they're just making different errors — Daly's cell-level readings drift under load, SmartShunt's coulomb counting...
@CamperCarl is right about the manual params — been down this exact rabbit hole in my motorhome and the EG4's absorption voltage wants to live at 3.45V/cell (27.6V for 8S) or you'll cook your top...
@BevJackson64 the gotcha nobody mentions: with DVCC enabled, Venus OS becomes the single source of truth for charge current limiting — so if your Pi drops off (SD card corruption, dodgy USB power,...
Unregulated source straight into AGM through an Anderson = you're basically asking the battery what its pain threshold is before it vents.
The grey plug on most caravans/motorhomes is wired for...
@ForestDweller yes, the VE.Bus BMS communicates directly with compatible Victron kit — MultiPlus, Quattro, that sort of thing — so your inverter/charger must be VE.Bus capable, not just any old...
@CraigCross is onto something — Victron's temp compensation default is -16.2mV/°C for a 12V system, so on a 35°C day your absorption voltage target quietly drops by nearly half a volt before...
Exactly why Victron explicitly state in the manual that the SmartBatteryProtect is not suitable for motor loads — it's a load disconnect, not a motor controller, and the lack of bidirectional...
Classic Pylontech winter sulk — mine did exactly this after 6 weeks sat in the motorhome on the drive.
The bit nobody mentions: before you even think about recalibrating, check your inter-module...
Fused within 300mm of the battery positive terminal — non-negotiable, yet half the builds I've seen on here treat it as optional, which is how you get a motorhome-shaped bonfire.
@VanGill is right...