Date   

Re: drop LiFePo4 batteries vs LiFePo4 cells in a bundled pack #solution

Scott SV Tengah
 

Dean, small detail, but I misspoke - high voltage disconnect occurs at 4v per cell. Further, I only charge to 28.4v, so 3.55V per cell. Victron seems to believe the additional capacity above that voltage level is not worth the stress on the batteries.

I do not use the DVCC but rather simply a VeBUS BMS with the Victron Smart batteries. I installed my system in 2018 so I'm not sure DVCC was available then? 

In any event, here's what I think happens. Please correct me if I'm wrong. The lifepo4 batteries draw as much current as necessary to charge themselves. So as the batteries approach 100% SOC, the batteries naturally take less current. In other words, even when my 200amp chargers are connected to a nearly fully charged Victron Smart lithium battery that is going into top balance mode, the batteries only demand 1-3 amps and I can see, through bluetooth, that the batteries are being balanced. This can continue for hours. But usually if I want to top balance, I'll run the generator for a bit to take the batteries to 90-95% and let the Victron MPPT do the rest. No use in running in the generator to provide 25-50watts of power!

I don't know what is going on behind the scenes, but my ve-bus BMS is connected to my Quattro charger via ethernet. With respect to my other charging sources (Skylla-i 80amp, Victron MPPT and Mastervolt 110amp alternator), the ve-bus BMS, through an on-off signal, turns off charging in a safe manner. I reiterate, for others, that it does not disconnect the batteries from the charging source, but rather turns off the chargers safely.

As aside, for my MV alternator, I have it set at a very low absorption voltage. This is for two reasons (1) prevent holding the batteries at high SOC if I am motoring for a long time (2) let my solar do its work as a I have an aversion to "wasting" solar energy. To be honest, more often than not, I turn off my alternator because we simply don't need that charging source. This is done through an additional manual switch installed inline with the "reg-on" wire.


On Thu, May 5, 2022 at 03:53 AM, Dean Gillies wrote:


Scott,
You mentioned about charging at 200A causing your overvoltage protection to trigger at 3.7V. Does your system use Victron's DVCC?  This allows your BMS to control the charging voltage and current directly, and is particularly important in the situation you mention.  By way of example, my BMS disables my alternator and Mastervolt charger when the SOC reaches 95%. That leaves my Victron MP and MPPT as the only charging sources when the system is above 95%.  The BMS then uses DVCC to exert fine control over the charging voltage and current at the top-end.  When the first cell reaches 3.45V, the total charge current is reduced significantly by the BMS which starts to balance the cells in a controlled manner using DVCC to control the MP and MPPT.  As the cell voltages increase and come into balance then the charging current is ramped down and reaches zero when the cells are all at 3,58V.  Balancing currents are small, in the order of 1A, I don't believe you can effectively balance a LFP battery with a free-running 200A charger.  Maybe your Victron BMS can do more for you?

On the subject of alternator protection, my system turns-off the alternator (Using the RegON signal) whenever the SOC exceeds 95% and turns it on again when it drops below 90%. My Mastervolt charger is also controlled in this way. So my normal operation is to cycle the charging.  If all that fails then my AGM batteries will act as a fail-safe sink as you mentioned.

Dean
SV Stella
A54-154
(Trapani, Sicily)


 
--
Scott 
2007 A54 #69
SV Tengah
http://www.svtengah.com


Re: Stress crack main sheet boom attachment Maramu

Dennis Johns
 

Ours was worse than that.  The single purchase to the middle of the boom resulted in metal fatigue and our boom actually broke in half.  We now have three purchase points on a new boom.  I would recommend you do the same to further distribute the energy.

Dennis Johns
Libertad
Maramu 121

On Thu, May 5, 2022 at 10:31 AM Alex BAIZEAU <alexandre.baizeau@...> wrote:

Hello Everyone, during a routine inspection we notice a couple of stress cracks where the main sheet connects to the boom on our Nirvana boom, Maramu 86.

See attached pictures. 


Is it something that has happened to anyone else? I’m wondering if someone already had this fixed and how.



Thanks for your input!

Alex Baizeau

Maramu #207, 1986 


Re: Stress crack main sheet boom attachment Maramu

Ken Smith
 

Alex,

This is new to us 1986 M202 pictures of the main sheet and boom. Similar cracks, inspection here suggest these are in the paint. Still learning my Amel and ours is close in hull number. Is yours in the metal?

Also, What do you use the eye on the boom forward on the main sheet double block for?( there are 3 on the boom, 2 in your pics).

Hope this helps, reach out on any other topics as well.

M202 Bon Edda
Ken Smith
Baltimore MD
Ken363184@...

image0.jpegimage1.jpegimage2.jpeg

On May 5, 2022, at 1:31 PM, Alex BAIZEAU <alexandre.baizeau@...> wrote:



Hello Everyone, during a routine inspection we notice a couple of stress cracks where the main sheet connects to the boom on our Nirvana boom, Maramu 86.

See attached pictures. 


Is it something that has happened to anyone else? I’m wondering if someone already had this fixed and how.

FEF5ED30-5DB0-4A3D-AE4C-922420AFADA6.jpeg1C1C506B-8C84-4A39-ADE0-DC26743C349D.jpeg2C3D9777-8DE0-40BA-8DF7-0A7EF7FC2321.jpeg

Thanks for your input!

Alex Baizeau

Maramu #207, 1986 


Stress crack main sheet boom attachment Maramu

Alex BAIZEAU
 

Hello Everyone, during a routine inspection we notice a couple of stress cracks where the main sheet connects to the boom on our Nirvana boom, Maramu 86.

See attached pictures. 


Is it something that has happened to anyone else? I’m wondering if someone already had this fixed and how.



Thanks for your input!

Alex Baizeau

Maramu #207, 1986 


Added Folder /Type B Spurs Line Cutter for sale (Never Used) #file-notice

main@AmelYachtOwners.groups.io Notification <noreply@...>
 

Marc Augier <marc.augier@...> added folder /Type B Spurs Line Cutter for sale (Never Used)


Re: drop LiFePo4 batteries vs LiFePo4 cells in a bundled pack #solution

Dean Gillies
 

Hi Willem,
We are in Trapani at the moment, but will be in Licata in a few days, will you still be there?
regards,
--
Dean Gillies
SV Stella *****,  Amel 54-154


Re: modified stern railing on 54 to carry line drums

Martin Birkhoff
 

... if mounted the outrigger shows an angle of roundabout 30° to the water surface.

Martin
SY Mago del Sur - 54#40
currently Syracusa, Sicily


Re: AMEL 54 rain as well as winter enclosure

Teun BAAS
 

Hi Aty & Mohammad,

Sorry for late reply - have been very busy with contractors on the boat. Hard to get them to come so when they finally show up better take advantage. 

Hope you guys are well - long time since we met January 2020 at your beautiful home in CA.

I haven’t had a chance to look at your attachment - will do tomorrow.

You are now sailing around Italy?

T


On May 5, 2022, at 20:54, David Dickman via groups.io <jdd91656@...> wrote:


Thank you!

On Tue, May 3, 2022 at 11:58 AM Mohammad Shirloo <mshirloo@...> wrote:

Hi Teun;

 

I hope you’re doing well.

 

Attached please find the original A54 cover manual.

 

Happy Sailing;

 

 

Mohammad and Aty

B&B Kokomo

AMEL 54 #099

 

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> On Behalf Of David Dickman via groups.io
Sent: Tuesday, May 3, 2022 8:39 AM
To: main@amelyachtowners.groups.io
Subject: Re: [AmelYachtOwners] AMEL 54 rain as well as winter enclosure

 

Hi teun,

My manual is pretty sparse buying the boat from third owner. I will look on the web too, but see varied options so not sure which you have. 

 

Thanks

David

Galini, 54 #100

 

On Tue, May 3, 2022 at 7:01 AM Teun BAAS <teun@...> wrote:

Hi David,

 

I have no pictures but they should be in the AMEL A54 manual. I might be able to scan those pages.

 

Forgot to mention: I also have the original AMEL sun cover for over the aft deck sun beds. Also including the SS bar for that cover.

 

For somebody outside AUSTRALIA the biggest challenge will be shipping.

 

Best Regards Teun

SV AMELIT  A54  #128

 

HOPE ISLAND MARINA (near BRISBANE) QLD AUSTRALIA

May 3, 2022 21:01:33

 

You can follow AMELIT via this link: https://forecast.predictwind.com/tracking/display/AMELIT

 

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> On Behalf Of David Dickman via groups.io
Sent: Tuesday, May 3, 2022 20:39
To: main@amelyachtowners.groups.io
Subject: Re: [AmelYachtOwners] AMEL 54 rain as well as winter enclosure

 

Hi twin, I might be interested, do you have any photos to help me visualize it?

 

Thanks

David

 

On Mon, May 2, 2022 at 1:11 AM Teun BAAS <teun@...> wrote:

I have for sale the original AMEL 54:

Cockpit rain enclosure - the one right behind the helm seat with the large clear plastic wall. NEVER USED.

Cockpit winter enclosure; including the SS arch behind the Mizzen mast & over the gooseneck as well as the SS bar going over the aft deck - used only this season.

Both systems below HAVE to be attached/zippered to the existing Bimini.

Both systems are right now in: HOPE ISLAND MARINA, QUEENSLAND 4212 AUSTRALIA.

Teun BAAS
SV AMELIT # 128
AUSTRALIA cell: +61 (0)413 869 508 


Re: modified stern railing on 54 to carry line drums

Martin Birkhoff
 

Hello Scott,


during the circumnavigation with our old yacht “Just do it” we used the stern anchor four times: in Nuku Hiva, Marina Parana (river Parana, Argentina), somewhere in Brasil and in Iquique, Chile. In the last case, the anchor line was fixed amidships and the anchor kept the boat off the quay.


On Mago del Sur we use a removable outrigger that we mount in regions where we might need the stern anchor more often. The outrigger is only used for setting or retrieving the anchor. Once the anchor is set, we usually tie the anchor line to the port stern cleat. At the stern cleat we had no shaving problems until now.

I have to add that we use the FX-37 with 8 m 10mm chain first and continue with an anchor line.


Dimensions of the outrigger: total length 40 cm, width 11 cm
the mounting plate has 10 x 11,5 plus 12 x 11,5 cm and is fitted with 4 thread-bolts M10, we reinforced the hull at the base of the mounting pate of course
next to the windlass we glued a small stainless steel plate to avoid shaving on the grp/gelcoat. Details are shown in the attached pics.


There are a lot of areas where you can use a stern anchor. Not only Patagonia. E.g. Sweden, Norway, Greece. A stern anchor can also help to keep the boat level against the swell, to stop it from rolling. It has helped us a lot in the Mediterranean. In many of this areas ou can use the bow anchor and tie the boat with landlines alternatively. 


Re: AMEL 54 rain as well as winter enclosure

David Dickman
 

Thank you!

On Tue, May 3, 2022 at 11:58 AM Mohammad Shirloo <mshirloo@...> wrote:

Hi Teun;

 

I hope you’re doing well.

 

Attached please find the original A54 cover manual.

 

Happy Sailing;

 

 

Mohammad and Aty

B&B Kokomo

AMEL 54 #099

 

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> On Behalf Of David Dickman via groups.io
Sent: Tuesday, May 3, 2022 8:39 AM
To: main@amelyachtowners.groups.io
Subject: Re: [AmelYachtOwners] AMEL 54 rain as well as winter enclosure

 

Hi teun,

My manual is pretty sparse buying the boat from third owner. I will look on the web too, but see varied options so not sure which you have. 

 

Thanks

David

Galini, 54 #100

 

On Tue, May 3, 2022 at 7:01 AM Teun BAAS <teun@...> wrote:

Hi David,

 

I have no pictures but they should be in the AMEL A54 manual. I might be able to scan those pages.

 

Forgot to mention: I also have the original AMEL sun cover for over the aft deck sun beds. Also including the SS bar for that cover.

 

For somebody outside AUSTRALIA the biggest challenge will be shipping.

 

Best Regards Teun

SV AMELIT  A54  #128

 

HOPE ISLAND MARINA (near BRISBANE) QLD AUSTRALIA

May 3, 2022 21:01:33

 

You can follow AMELIT via this link: https://forecast.predictwind.com/tracking/display/AMELIT

 

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> On Behalf Of David Dickman via groups.io
Sent: Tuesday, May 3, 2022 20:39
To: main@amelyachtowners.groups.io
Subject: Re: [AmelYachtOwners] AMEL 54 rain as well as winter enclosure

 

Hi twin, I might be interested, do you have any photos to help me visualize it?

 

Thanks

David

 

On Mon, May 2, 2022 at 1:11 AM Teun BAAS <teun@...> wrote:

I have for sale the original AMEL 54:

Cockpit rain enclosure - the one right behind the helm seat with the large clear plastic wall. NEVER USED.

Cockpit winter enclosure; including the SS arch behind the Mizzen mast & over the gooseneck as well as the SS bar going over the aft deck - used only this season.

Both systems below HAVE to be attached/zippered to the existing Bimini.

Both systems are right now in: HOPE ISLAND MARINA, QUEENSLAND 4212 AUSTRALIA.

Teun BAAS
SV AMELIT # 128
AUSTRALIA cell: +61 (0)413 869 508 


Re: Amel lost its mast - D1?

ofer magen
 

Hi, 
Can you please specify which changes did you make before leaving? 
Thanks for sharing, 
Ofer Magen 
SY ALBA 
Amel 54 160 

Ofer Magen


Re: drop LiFePo4 batteries vs LiFePo4 cells in a bundled pack #solution

Willem Kroes
 

Hi Mark,

I agree with you that LifePo4-batteries are not 'drop-in replacements' for the traditional lead-acid batteries. But they come close if you can control the charging process of the 230 V charger and from the alternator. Of course the Sterling alternator protection device is also very important and cheap. Even with traditional batteries I would advise to install this device.On Kavanga I installed in 2018 8 x 100 Ah LifePo4 batteries in pairs of two making 400 AH at 24 Volts. A Mastervolt dealer removed the internal controller from a new 70 Amps Prestolite alternator and connected an Alpha Pro external controller connected also to a temp. sensor on the alternators house.He also programmed this controller according to the battery specifications. I programmed the Mastervolt charger myself. Also there was a 24 Volt relay installed between the ignition cable and the starter to activate the alternator.
The batteries I imported myself from China are a little higher than the original ones due to the internal BMS devices. After removing a slice of the wooden bar (at the upper side, so not spoiling the varnished side) all batteries fit well in the compartment.

After more than 4 seasons of use I must say that I went from battery hell into battery heaven.

So, not drop-in replacements, but also not a huge extra investment needed. Of course the cost of the 8 batteries was in 2018 about 3 times the traditional ones.

Willem Kroes
SY Kavanga
SM 2K #351

Now in Licata on Sicily


Re: drop LiFePo4 batteries vs LiFePo4 cells in a bundled pack #solution

Dean Gillies
 

Jose,
That is a well engineered system for your requirements and your experience of drop-in batteries is also good to hear.
  
I made the tongue-in-cheek comment recently that maybe we worry too much about the details, however many cruisers have simply dropped in LiFePO4 and as long as they look after the big issues like the alternator and charging profiles then things seem to be quite reliable. 

There is also additional redundancy in bigger systems like ours. For example in your system, you have 4 strings in parallel, so you need four separate BMS disconnects before you lose power. These would likely not all happen at the same time, but they could be quite close together in time.  Have you thought of any way to know when an individual BMS disconnect has occurred?  I cannot think of a way to know this (unless the battery manufacturer has provided some means).

Scott,
You mentioned about charging at 200A causing your overvoltage protection to trigger at 3.7V. Does your system use Victron's DVCC?  This allows your BMS to control the charging voltage and current directly, and is particularly important in the situation you mention.  By way of example, my BMS disables my alternator and Mastervolt charger when the SOC reaches 95%. That leaves my Victron MP and MPPT as the only charging sources when the system is above 95%.  The BMS then uses DVCC to exert fine control over the charging voltage and current at the top-end.  When the first cell reaches 3.45V, the total charge current is reduced significantly by the BMS which starts to balance the cells in a controlled manner using DVCC to control the MP and MPPT.  As the cell voltages increase and come into balance then the charging current is ramped down and reaches zero when the cells are all at 3,58V.  Balancing currents are small, in the order of 1A, I don't believe you can effectively balance a LFP battery with a free-running 200A charger.  Maybe your Victron BMS can do more for you?

On the subject of alternator protection, my system turns-off the alternator (Using the RegON signal) whenever the SOC exceeds 95% and turns it on again when it drops below 90%. My Mastervolt charger is also controlled in this way. So my normal operation is to cycle the charging.  If all that fails then my AGM batteries will act as a fail-safe sink as you mentioned.

Dean
SV Stella
A54-154
(Trapani, Sicily)


Re: drop LiFePo4 batteries vs LiFePo4 cells in a bundled pack #solution

Mark Erdos
 

Scott,

Learning so much here. Thanks! How does the BMS disconnect only the load side? Did you install new battery switches or relays that can isolate load and charge circuits to the batteries that are monitored by the BMS? Also, if the BMS shuts down the load side, doesn't this make the entire boat blackout or is it a BMS on each battery isolating load and charge circuits? If the latter, I don't understand how the circuits can be isolated when the load and charge are connected to the same battery.

Jeremy,

Thanks for the information on the Sterling switch. I had no idea that existed. It should be standard installation on any vessel with a high-output alternator.

One thing that is certain here. These batteries are not "drop in replacements" as many manufacturers suggest.


With best regards,

 

Mark

 

Skipper

Sailing Vessel - Cream Puff - SM2K - #275

Currently cruising - French Polynesia

www.creampuff.us


On 5/3/2022 9:44 AM, Scott SV Tengah wrote:
That's a very valid concern and one that needs to be addressed in system design.

And it has been addressed:

(1) Dean does it through having a secondary, always connected small AGM bank. 

(2) For my Victron based system, if the BMS decided to disconnect, it ONLY disconnects the load side. The battery bank is still connected to the alternator and the energy continues to flow. If the BMS decides that the batteries can't take any more charge, it doesn't disconnect, it turns off the charging systems. 

I don't know enough about Mastervolt, but I'm guessing it's addressed. I cannot speak to other systems.

With lithium, I strongly believe that people need to understand how their systems work. Same with their Genoa furler that has circuit breakers/thermal switches. Same with every system on our boats.

On Tue, May 3, 2022 at 02:44 PM, Mark Erdos wrote:

 

If a high output alternator is suddenly disconnected from the battery bank with the engine running, that electric energy has to go somewhere. Watch how quickly a fire ensues. I would imagine, if one is using the bow thruster the engine is most certainly running.

 

With best regards,

 

Mark

 

Skipper

Sailing Vessel - Cream Puff - SM2K - #275

Currently cruising - French Polynesia

www.creampuff.us

 

On 5/2/2022 10:05 PM, Alan Leslie wrote:
Thanks Scott...great post....

Everyone has different requirements (and ability to pay!) ... so everything relevant needs to be considered....those Victron batteries are VERY expensive !
n=1 studies are often not useful ...on my previous boat I had AGMs that lasted 10 years, I have an Amel friend who has his set of AGMs now for 9 years, Ours are 6 years and still performing.....because they have been well managed.
But I don't think that's the point.

My concerns, still, are around this sudden disconnect business, and now, about how you deal with periods away from the boat.

I can see now that it is possible to have very high short duration discharges from LiFePO4 batteries, as needed for the bowthruster, but we had better be sure we have enough peak A availability so that the battery BMS doesn't suddenly decide its had enough and disconnect at the worst possible moment.

When Covid struck, we had left the boat in a marina connected to shore power with a battery charger on and the frig and freezer running, fully expecting to be back in a few weeks.
A year later I came back and everything was OK.

How would that work with Lithium?

I understand they don't like to be kept charged and actually prefer to be disconnected -  so would it make sense then to have say one or two AGM batteries (with their own charger) just to keep the boat going and disconnect the Lithium when parked for an indeterminate time? 

Another option might be, for us, we have a 100A Victron Skylla battery charger which has a Power Supply mode - maybe disconnect the battery bank and put the Skylla in Power Supply mode when leaving the boat??

I really like the potential that LiFePO4 batteries offer but my concerns, as everyone now knows, are wide ranging....and developing daily....but not necessarily in the negative!

Cheers
Alan
Elyse SM437

 --
Scott 
2007 A54 #69
SV Tengah
http://www.svtengah.com


Re: drop LiFePo4 batteries vs LiFePo4 cells in a bundled pack #solution

Jose Venegas
 

Very nice posts on the topic

I am in total agreement with most of the advantages of converting to lithium and I recognize that people like Scott have put a lot of thought into doing it with bundled packs.  However, I feel that a good drop LiFeBo4 battery like the Battle-Borne brand has solved many, if not all, of the problems solved by well-designed systems with cells in bundled packs through complex design and sophisticated programming of the BMS.

Specifically, it is worth pointing out that each Battle-Borne battery comes with its own BMS and is protected against over and undercharge.  In addition, because these batteries are connected in series-parallel configurations (for the 12Volt) and in parallel configuration (for the 24 Volt), each battery responds to its voltage and current individual conditions.  

Because each of the batteries in a bank is slightly different from the others, as the battery bank is being charged, or discharged, not all the batteries shut down at the same time.  For example, as the charging voltage approaches its max pre-programmed value, the battery bank current drops progressively from the max charging current to zero within a few minutes as each one of the batteries reaches its maximum degree of charge.  This feature avoids the major inductive voltage that occurs when the full battery bank is shut down instantaneously by a single BMS.  The combined behavior of the many BMSs in a bank also makes the need of adding an acid battery to the bank to protect against the problem created by a single BMS.

I believe that, aside from the extra cost and lower energy density of the drop batteries compared with the cells bundled packs, the drop batteries allow for a simpler system design and I would argue that they can be a very good alternative when converting to lithium.

 

I installed my 400 ah Battle-Borne bank more than 2 years ago and have had no problem with them.  Other better-known boats living off the grid such as Delos and Sophisticated Lady, have used these batteries for much longer times without reporting any problems either.

 

Below is the list of changes I did to Ipanema’s electrical system to make sure the new batteries were safely installed and protected.  Some of these changes were dictated by the specific needs of cruising in 60 Hz territory.  The philosophy was to minimize the changes in the original electrical circuits and keep the design and operation of the system safe and as simple as possible.

 

1)    I had already installed two solar panel arrays in parallel with individual solar controllers that I set with Lithium battery settings.

2)    I had previously installed two Mastervolt battery chargers, 60 amp, and 100 amp, replacing the ones that came with the boat and had failed.  This installation was very simple and did not require any new wiring. Both chargers work with 50 or 60 Hz and, although when I bought them I was not planning to switch to lithium, they could easily be set for charging Lithium Batteries.  I think that based on cost I could have replaced the chargers with inverter-chargers if I had thought of switching to lithium then.  However, retrospectively I realize that it turned out simpler and more efficient to keep the inverter separate from the chargers, particularly on cruising grounds where the AC can be 50 or 60 Hz, as will be clear below.

3)    I had previously installed a 350 wat Superwind generator that came with a voltage controller preventing it to generate more than 18.8 volts.  This is the max safe voltage recommended by Battleborn and is rarely reached for a long time.

4)    The first thing I installed was the new Victron Smart Battery Monitor 712

5)    My boat came from the factory with a 60 amp 24 volts alternator which also has its output limited to 28.8 volts. 

6)    Although I installed a Sterling Alternator protector I don’t think that it is needed with drop Battery banks since they have each its own MBS and never turn off simultaneously.  I also installed a temperature sensor with an alarm that I monitor when using the engine for long periods of time starting with discharged batteries.  So far temp has never been above 60 C.

7)    I installed a 5 KW Victron Phenix inverter (24V-220vac, 50 Hz) in the space adjacent to the nav station and battery box.  Although at a very short distance from the batteries, the inverter required heavy gauge cables with appropriate circuit breakers and switched by the main DC switches to the batteries.  I did not have to change the cables between the switches and the batteries as they can handle well the 500 amps used by the bow thruster. This inverter allows running at the same time the water maker and two air-con, or the two washers, or the water heater or my Nespresso machine, or any combination of them. For example, I can run the watermaker from the inverter for one hour (240 liters) and then turn the generator to run the water maker and the battery chargers for another hour making a total of 480 liters with one hour of generator working close to max power and end up with a fully charged battery bank.

8)    The power output of the inverter required a single and much smaller 3 wire 30 amp cable that was passed to the engine compartment to connect to the main AC input of the boat. This was done by adding one extra outlet to the US-version white box with two outlets: one for the 220 V and the other for the 115 V transformed to 220V.  This connection gives power to all the AC outlets and appliances of the boat. The operation of this system is quite simple.  You just connect the plug leading to the full AC system to the outlet of your choice depending on whether you have shore power or want to use the inverter output. A similar system could be accomplished with a proper rotary switch.   By the way, independent of which outlet you are connected to, the automatic relay switch by AMEL still works and will disconnect the AC input power to the boat and connect instead the power from the generator.  The only problem with this system was that if you use the inverter before and then run the generator and charge the batteries when you turn off the generator, the batteries will continue to be charged, but this time by inverter output from the batteries themselves, creating an infinite loop and all kinds of alarms on the inverter (not good).  A simple solution was to add one NC relay to the line powering each of the battery chargers that were activated (opened) if the inverter power was connected.  A full AC and DC circuits diagram was posted earlier

9)    The previous owner had installed in the same place I installed the 5 Kw inverter, a 2 KW 50 Hz inverter that I kept as a backup and, connected to an extension cord, it can give 220 volt 50 Hz current to either of the 3 frequency sensitive appliances (washers and microwave).

10) I also installed the Victron CERBO GX that allows me full monitoring via the internet of temperatures, voltages, and currents and, in the future, to turn on and off the generator automatically (Project in progress)

11)  I have been full-time cruising in the Caribbean since 2019 and tend to spend about 50% of our time on marinas with the rest of the time off the grid.  To make sure that the batteries are not overcharged when the boat is left connected to shore power for long periods of time, I used the programable relay from the Smart Battery Monitor Victron 712 to control the AC input to the 60 amp battery charger. The relay is programmed so that shore power automatically charges the batteries up to 80% and stays off until the batteries reach 30% capacity.  With this system, while in a marina, I can leave my fans, refrigerators, and freezers running with the lithium batteries without worrying about over-draining or over-charging them.

12) While off the grid, in the tropic dry season I have enough solar and wind power to avoid using the generator that I only run once per week to exercise it while making water and washing clothes

 

In summary, the use of Drop Batteries by Battleborn, allowed me to make the conversion to lithium minimizing the changes in original AMEL AC circuits and creating a system that is safe, easy to use, and reduced to a minimum our need of burning fuel using the generator.

Jose Gabriel Venegas
Ipanema SM2K 278
Currently at the Club de Pesca
Cartagena, Colombia


Re: anods unusual wearout

Dominique Sery
 

Hello Scott, hello everyone,
When I bought my 54 there was no galvanic isolator installed, the anodes were quickly destroyed...  Since I installed one (Victron 32A) I no longer need to change the anodes every year. When I installed the galvanic isolator, I took the opportunity to measure the voltage between the quay ground and the boat ground (yellow-green wires), in a port in Greece. It was 500 mV. The Victron isolator cuts 600 mV according to the instructions. I was able to check it. And since then everything is fine. The galvanic isolator is much cheaper than an isolation transformer and should be considered by those who plug in regularly, it is very easy to install.
Dominique
A54#16


Super Maramu refrigeration insulation

michael winand
 

Hi, I am interested to know if anyone has re insulated their settee freezer, I feel that the original foam insulated box is not performing much
. I have not done a test on heat transfer, but feel that it could be improved. 
 I would like opinions on what you have fitted to your one and if you are happy with this improvement?
I am looking to upgrade my ones with CRYOGEL, 
This comes in 10mm thick sheet rolls and should be able to achieve r30 to r40 around the boxes.  
One of these jobs that would be comparable to a new hull bottom job, I think !!
Michael Nebo sm251 


Re: anods unusual wearout

Scott SV Tengah
 

#69 did not have it installed. One of many reasons why I don't plug in much. ☺️


On Wed, May 4, 2022, 12:34 Bill Kinney <cruisingconsulting@...> wrote:
Scott,

In the absence of a galvanic isolator or isolation transformer, stray currents can flow from boat to boat in a marina.  It would be unusual, but certainly not impossible, that they could dissolve anodes in a 2 months.  Every 54 I have been on has had a galvanic isolator, but I don't know if they were original equipment, or after-market modifications.

Bill Kinney
SM160, Harmonie
Simpson Bay, Sint Marteen


--
Scott 
2007 A54 #69
SV Tengah
http://www.svtengah.com


Re: modified stern railing on 54 to carry line drums

 

We used the stern anchor in those two places on our circle around the world:
The Galapagos and Hiva Oa in the Marquesas, and both due to restricted space and wanting to point the bow to the ocean swell. We had a 15kg Spade with 4 or 5 meters of 10mm chain connected to a nylon 3-strand rode.

Bill

CW Bill Rouse Amel Owners Yacht School
720 Winnie, Galveston Island, Texas 77550 
   

On Wed, May 4, 2022 at 1:46 PM Peter Forbes <ppsforbes@...> wrote:
Scott,

We used our stern anchor in 2 places - the Galapagos and Hiva Oa in the Marquesas. Both due anchorages with restricted space and lots of boats which also had stern anchors. Other than that never used - but I guess if you need it once it is enough to carry one.

Peter Forbes
CARANGO 
Amel 54 035
Lymington UK
07836 209730

On 4 May 2022, at 18:48, Scott SV Tengah <Scott.nguyen@...> wrote:

Thanks Martin. We finally had to use a stern anchor after 4 years cruising. We deployed the port anchor (Delta, believe 31kg!) as a stern anchor using the dinghy. Not a pleasant experience and we have not yet tried to retrieve it. By the way, the rode is attached to the stern cleat but chafes on the stainless rub rail and on the hull as the boat moves around. Have you solved this?

I am considering getting a dedicated Fortress stern anchor, but wondering how much I will use it. Other than Patagonia, where do you anticipate needing it?

--
Scott 
2007 A54 #69
SV Tengah
http://www.svtengah.com


Re: anods unusual wearout

Bill Kinney
 

Scott,

In the absence of a galvanic isolator or isolation transformer, stray currents can flow from boat to boat in a marina.  It would be unusual, but certainly not impossible, that they could dissolve anodes in a 2 months.  Every 54 I have been on has had a galvanic isolator, but I don't know if they were original equipment, or after-market modifications.

Bill Kinney
SM160, Harmonie
Simpson Bay, Sint Marteen

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