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Hello David. You are correct that the BMS cable for the US2000C is different from what you are currently using. In terms of the BMS cables available from Victron, the US2000 uses a BMS Type B cable while the US2000C uses a BMS type A cable. Functionally, the difference is that the ground wire on the battery side is on pin 2 for the US2000 and is on pin 6 for the US2000C. Please check my response to the email you sent me for a visual diagram.

@@intelligentcontrols Hi Mike, thank you so much responding with such a helpful answer. I responded to you by email but am also responding here as it may be helpful to someone. I was able to successfully build a new cable and it is working flawlessly. All I needed was pins 4/5. Thank you again so much.

Ah! Good eye, Rob. Some of the colors are backward. Thanks for watching.

Hello, the batteries are 100AH each with a 1C rate of 100A. To figure out exactly how many hours your 6 batteries will last, divide 600AH by however many amps you intend to continuously draw. You can also do the same with Watts, each battery is 4800W.

@nobiden3134 , that sounds super frustrating. Get in touch over email and we can probably help you figure out what's going on (question@icmontana.com).

Hi Shaheen, I really don’t know, sorry. You might look for the nearest distributor on Victron’s Where to Buy Map.

Hello, unless you are planning on adding 5 or more units to your system, there is no real need to mess with an LV-HUB for 12 US3000s. For normal configurations, the short answer is that the DIPs never need to be changed from their default positions. If you happen to be connecting to an inverter via RS485 using a 9600 baud rate, then DIP1 on the master battery (they are labeled upside down) needs to be turned on.

Unfortunately they cannot be combined. The new UF5000 batteries are a 16 cell configuration which bumps them slightly higher on the voltage spectrum.

Ha! This system could power a small house, honestly, but it's a really cool system to feature - it's not as common to see 48V systems in mobile applications. This van is going to be used by the University of Montana and the US Forest Service to monitor air quality - it’s really hard to get science instruments out to prescribed burns, etc., so a mobile station offers a quick deployment option in the event of a fire. I'm excited to see the final product - we'll certainly share a link to a little story or case study, I'm sure.

Oh, 100%. We are completely sold on the Victron-Pylontech dream team. Can't stop talking about it. What brands do you like to use?

@@intelligentcontrols -- only the ones that use 16 cells for a 48V battery!

@@rpsmith Interesting, why is that?

@@intelligentcontrols -- The industry standard is 16 cell. However, budget batteries tend to use 15 cells to maximize profits. More is better when it comes to battery voltage!

@@rpsmith If you dig into the spec sheet, I think you'll find that the Pylontechs' overall usable capacity-due to the quality of their proprietary cells-more than makes up for the .32 kW gained by 16-cell competitors.

Thanks for the question! With Pylontech batteries, all you need to do is get the battery connected and in communication, then the BMS will take over to ensure that the new battery comes into balance with its partners. To my knowledge, no other battery readily available in the US has this functionality. Every other battery I have worked with needs to be manually balanced before connection, if you are even able to add a new battery at all. Hats off to Pylontech’s BMS for this.

Hi Sebastian. Good catch, but those float and absorption numbers are based on an older version of the Pylontech batteries. The new Pylontech manual specifies a charge voltage of up to 53.5V.

Hey! Good morning. What you want is a called a VE.Can to CAN-bus BMS cable (icmontana.com/products/ve-can-to-can-bus-bms-cable?variant=42832965664998)

Great, so glad this was helpful!

Hey, no problem at all. The primary advantage comes down to speed. A fuse will blow in about 2 milliseconds, while an MCB takes 20 ms. Additionally, while an MCB might seem to have an advantage with its reusability, if a fuse in one of these systems blows it's generally because there has been some catastrophic failure and having someone reset an MCB without addressing the issue could be dangerous.

@@intelligentcontrols thanks

Hi David, thanks for the question. The cable running from busbar to inverter should be rated for at least as much as the combined value of end runs. So in your example, 360A.

@@intelligentcontrols I thought so, thanks for clearing that up. Are you sure the pylontech cables are rated at 120A? I can't find that anywhere on Pylontechs website. Or is that the industry standard for 25mm cable?

Yes, 120A - pylontech specifies so in the manual.

@@intelligentcontrols thanks again for the info. Can you please clear a couple of things up for me? Is the 120A at continuous running? Also the manual for my us5000's states a recommended discharge current of 80A and peak of 100A but the sticker on the side of the battery states nominal 50A and maximum 100A. I have 2 us5000 batteries. Should I set my inverter to discharge at a maximum of 100A or 160A (well 120A until I upgrade my cables)? Many thanks

@@sukmy1i sorry for the delayed reply.. The cables are rated for 120A continuous and the batteries can handle 100A. The thing is, if you are running at the absolute maximum to meet your loads, then that is really just a signal to size up your system. Your car can likely go 120mph, but if you drove it around all day at that speed then your service life is going way down. If your loads are not a deciding factor and can be whatever you allow them to be, then I would take the number of batteries you have and multiply them by 50A. Then size your number of cables so that a single pair of end runs never has more than 100A going through it. That will give you a nice middle ground for your max discharge current that won't overtax your system. If your needs are more than that, you can make it work up but I would start looking to add more capacity.

Thank you, Viktor!

Hey, thank you and good Q! You could totally buy a Cerbo GX and a touchscreen and just use it as a really expensive battery monitor. It would also give you remote access. You would also need a BMS cable, and you could even get a Cerbo-S, which would be a bit lower cost. And then, when you’re inverter dies you can get a Victron inverter and live the dream. :)

@@intelligentcontrols Thank you very much, very kind... so should I buy a cerbo -S (this works with wifii), a monitor and a cable BMS RS485 cable? Thanks again

@@user-ml8gg6xv7w What you would buy is called a Victron VE.Can to CAN-bus BMS type A Cable

Hi Cristian, thanks for the question. In a Victron system with a Pylontech battery, it’s an automatic setting. If there’s a BMS and it detects a BMS, it toggles it to "Controlled by BMS." Different batteries communicate differently (or don't communicate at all), introducing complications - and that’s where battery choice really matters. But in this setup, when reconnected (the coms cable is connected and if the DVCC is turned ON), the MPPT will automatically switch to controlled by BMS.

Hey, thanks for the question. You can mix the US3000 and US2000 batteries. When combining them, just make sure that one of the US3000s is acting as the master battery.

That's why you can use multiple cables. If you are pulling more than 100A off of three batteries, all you need is another cable kit.

Hi @flyingpeterf, good point. 1) The alternator controller that we’re thinking about with this example, is something small like an Orion or the new XS DC-DC charger which can be isolated without damaging the alternator. If you're using a Zeus or a Wakespeed (100s of amps), then you do need to be conscious of not isolating your alternator under full load - that’s where the alternator controller should be protecting the alternator. 2) The heater has two modes. The first is a “soft off” mode, where the heater will only auto-activate at around -20C to prevent the cells from becoming too cold to discharge. The second is the “On Mode'' which can be activated via the Bluetooth app or by inserting the heater plug into the I/O port. In this mode, the heater kicks on at around 4C to keep the cells within discharge temperature. So, the idea is that the battery will never get too cold to prevent itself from discharging, which means that you should always have the ability to warm it up from self-consumption. However, if the battery is just sitting unused in a cabin, there is no real need to have it maintaining >4C and wasting power. Hope this helps!

Hi Nick, since the bottleneck in this system is the MultiPlus, there is no need to increase the cable runs with a storage upgrade. Ultimately, the batteries will do less work, and the cabling and inverter will work the same.

Anthony, thanks so much for sharing your experience. That's one of our favorite features of the Pylontech US series as well. That ability to add another battery, or two (or ten - of any size!) to a Pylontech bank is a feature that is just awesome for our customers, both small systems for homeowners and large industrial systems alike. It suits the modular mentality of the Victron systems incredibly well, and it speaks to the quality of the communications within the Pylontech bank.

Hi there, this firmware update is unique to the Cerbo GX and the GlobalLink. I am not aware of another product that offers similar functionality with older GX devices. The Cerbo is a really powerful communications hub with lots of potential for advanced controls and product integrations like this one, thus Victron's focus on the Cerbo during this collaboration with Ruuvi.

Hi there, asked Ken your question. His reply: "Although there is no problem with mounting the MultiPlus II on the ceiling, I prefer to keep it lower in the space and vertical for better cooling. I would consider adding a thermostatically controlled fan in the compartment to help circular cool air to the inverter, possibly tied to the factory battery vent inlet."

Thanks so much for sharing this Philip. This is exactly the kind of system design philosophy that we are trying to share over here in the States. I can't think of any other critical home system that gets day-to-day use that gets constantly run on the bleeding edge of maximum performance, some level of redundancy is always key. It sounds like you have some great systems!

Hi there. Yes, you can definitely use a BlueSmart IP65 charger while the battery is in the vehicle. The clamps accessory works excellently to attach directly to the battery studs. The M6/M8 Eyelets accessory is also a great way to more permanently mount a charging point so you can use the quick connect any time you’d like to hook up the charger to the +/- of the system. The Power supply mode provides a constant voltage with amperage up to the maximum amperage you have chosen (usually either full amperage, or half). You could, in theory, use that mode to charge a battery, but you’d not benefit from any of the sophisticated charge curves the unit is capable of. So while you could do so, I would highly encourage using the charger functionality as it is designed to charge a battery and then safely keep it at a full charge. All parameters are adjustable within the Victron Connect app on a smartphone, which allows for detailed control. If you haven’t yet downloaded Victron Connect on a smartphone or laptop, I suggest doing so. There is a “demo” section where you can open up a demo of the software for nearly any Bluetooth capable Victron device that can be controlled via smartphone to see what the settings are/what they can be.

Hi Practicas, thanks for sharing your perspective. Pylontech is a global brand, sold into many different markets and applications, and distributors certainly vary in their ability to support their customers. We value your experience. All we know is our experience and the experience of our customers and partners in Europe who have used Pylontech for many more years than we have. What brand of battery do you feel is a better choice? We’re always looking to learn what people like and why. Have you had experience with Victron batteries? The Smart Lithiums are great and use prismatic cells. The NG SmartLithiums are coming out soon, and we’re looking forward to getting our hands on them.

Yes

Hi Sergey, we haven’t tried it because we haven’t had them/sold them. Pylontech has made many batteries that we haven’t had access to or experience with in the United States.

Hello Charbel, what inverter are you using?

@@intelligentcontrols Hello, I use an inverter voltronic axpert max duplex 11kw

@@CharbelAbouJaoudeh-ug2or I'm sorry, we don't have any experience with that brand. Best to reach out to them to see what's possible.

Hi Charbel, thanks for the question. I believe you and Mike are already troubleshooting this via email, correct?

Hi there, the batteries are capable of handling 100A a piece, but the 75-80A mark is a better sweet spot for increased battery life. I recommend multiplying the number of batteries you are using by that 75A and then having that set as your discharge limit. If you size the battery bank appropriately, there should be no issue with your application.

@@intelligentcontrols Thanks a lot. The SUN-12K-SG04LP3-EU is compatibel? I have two compatibilty-lists from pylontech, in one of them it is not listed. One last question - the us5000 is LiFePo4, NOT LiIon, right?

@@nanookpictures, Correct, this is an LiFePO4 - a very safe, stable battery chemistry. US5000s have been used for many years, particularly in Europe and Australia, in residential settings (temp-controlled garages, indoor living spaces, etc.). This integration with Victron is now into its 8th year at least. Have a look at the 2023 compatibility list: cdn.shopify.com/s/files/1/0628/8041/5974/files/Pylontech_Compatible_List_V2.08_ESS-2023.pdf?v=1715796562. I don't see it listed - happy to help you confirm with Pylontech if you'd like to shoot me an email at question@icmontana.com

Hey, thanks for putting me onto this; they are super cool. I’m going to do a deep dive on these and report back. - Mike

Dealers can’t do this.

Hi Tom. When comparing Brinkley to the general RV market, this was a major win for any aftermarket upgrades. Some RV power systems are perfectly adequate but can be a real mess to do an upgrade to - both by the dealer or by an owner after purchase. Brinkley has thankfully built a system that is organized and detailed and has a much higher level of quality in their execution than we see in most other options. While Ken is a very skilled installer, in his own words, ‘Brinkley made this process very easy,’ and it's something that a technician experienced in Victron equipment could manage but yes, you do have to go out and find them. We love the idea of some options from the factory, and have certainly started that conversation. For those who already have a Brinkley or are looking to purchase a new or used Brinkley now, we hope this can be an encouragement that doing something similar is possible. Ken even offers equipment and guidance if you want to do such an upgrade yourself.

Hi @cathalc9720, the maximum distance is determined more by the cabling and amperage of your system than any manufacturer specification. Ideally, it will be closer to the inverter/charger as that will simplify cabling if you have communications between the battery and the charger and allow for lower gauge (and/or fewer) positive and negative power cables. Some states have specific rules, so be sure to update yourself depending on your location. NEC recommendations generally indicate that the storage bank and the inverter be within sight of each other to allow you to have a single disconnect rather than a disconnect at each the battery and inverter/charger. If you have further questions related to your specific installation, please feel free to get in touch with us here: icmontana.com/pages/get-in-touch. We'd be happy to answer any questions we can.

Hey Martyn. The Pylontech cabling system can handle the full 100A continuous current capacity of each battery in a stack. The end runs combined with the shorty connectors allow you to dial in to exactly whatever amperage you are intending the system to handle. When all the batteries are connected via the communication jumper cables, the master BMS identifies how many slave batteries are in the system and then requests the appropriate current limits from the Cerbo GX via DVCC. Check out this video for a deeper dive into the cabling system czcams.com/video/7RXtUzvPJ-Q/video.html

This article is a nice intro to DVCC as well: icmontana.com/blogs/technical-articles/victron-s-dvcc-function-explained

Hi Jason, happy to help. The first thing to be aware of is that your inverter needs to have a lithium charge setting. Using a lead acid charge curve can and will damage the batteries. Look for that setting in your manual. If it doesn’t have it, your inverter may not be compatible with lithium batteries. Once the lithium charge setting is enabled, you can manually enter your setting points to operate the batteries without communication. Here are the settings: Absorption voltage, 52 Volts. Float voltage, 51 Volts. Low Voltage Shutdown, 44 Volts. Absorption time, 1 hr.

Hi Philip, thanks for the comment! I'm glad you’re having a good experience with the batteries. The system you’re describing sounds really cool.

Good observation but this is ultimately a non-issue. The batteries are thoroughly tested and have UL1973 and 9540A certification. Beyond that these are LiFePo4 batteries that have a greatly reduced base risk of a thermal event just due to their chemistry makeup. When the batteries enter a fault state they individually isolate themselves with internal MOSFETs. The main purpose of the isolation switch is not to protect the user from the batteries but rather to disconnect the cabinet of batteries from the larger system so that in a multi-cabinet system you can do maintenance without having to turn everything else off.

@@intelligentcontrolsthanks for the reply, regardless of certification achieved the fire risk is not zero, not to mention there are other reasons you might want quick and unobstructed access to the isolator, it’s a design failure for me but if I had to use the cabinet I’d just install a more safely accessible isolator if it were my installation.

Hey Jonathan. My goal here is to reduce some unfortunately common confusion. A hurdle we face is getting people to understand that LiFePO4 batteries are not the same as other Lithium Ion chemistries that have a widespread reputation for explosions and fires. Seeing as Lithium Iron sounds pretty close to Lithium Ion, I have found it helpful to just refer to them as Lithium Fero Phosphate, as most people don't get caught in the weeds on the proper periodic nomenclature.

I bet you never thought at why Iron is indicated as "Fe" in the periodic table.

We now need to get rid of any proprietary protocol of communication between battery and inverter and set a standard.

Hey Jimmy, there is both a CAN port and an RS485 port. The BMS is configured to be capable of communicating via either of these protocols. The CAN protocol is the most straightforward and is the recommended method for compatible inverters. The RS485 can require some DIP settings but works as well and provides a wide range of compatibility.