K4309

I'm sorry but isn't this comparison chart a nonsense? For life cycles, they are assessing FLA, AGM and Gel to 80% DoD, but for Li they say "70% capacity remaining", which is 30%DOD, isn't it? Then they use those numbers to present the 'Real Cost per cycle @80% DoD' as more than half as much for Li. Accept it's not 80% DoD, its 30%. If you run any of those other battery technologies to 30% DoD they will last for ages as well. It makes the comparison a complete nonsense.

I don't have the knowledge to answer your question, re if you can safely parallel you lithium. I would argue that you either have the new Li connected solely to solar, or, if there is a way to switching it to the alternator, you need to install the full requirements to protect the alternator. If you are in a situation where you need to parallel your house and start, you are already vulnerable to system issues. If you blow your alternator, your engine wont run, or will only run on the remaining start battery power. To recap, as soon as the Li is fully charged, the BMS shuts it off*. I

Doesn't Mercs still have an anchoring ban?

Noting that you can anchor anywhere in the CAN on the grounds of safety. I've not seen any guidelines on that, and I wouldn't just go anchoring in Bowling Alley or Whangaparapara willy nilly, but the skipper has sole responsibility and discretion as to what is safe and not for their vessel. If you as skipper deem you need to anchor in the CAN anchoring ban on safety grounds, you can.

Maybe. A lot of punters shop on price. You would need to be fairly well educated on batteries to shop on charge acceptance. When I was looking at batteries earlier in the year I found it very very hard to find technical specifications for batteries I was looking at. The likes of Burnsco and Smart Marine certainly didn't provide that information. Some of the more specialised battery suppliers did, but most of the time I had to go and find the manufacturers specs and link it back to the exact model of battery being offered. That took a lot of time and faffing. I don't recall seein

If you don't want to use alternator charging, installing Lithium is dramatically easier. You don't have to worry about an uncontrolled load dump blowing up the alternator when the Lithium BMS cuts off at full charge. Others on here have more knowledge than me, but I think you can connect solar via an MPPT basically straight to the Lithium BMS. I'm sure a gizmo or two would be handy, but all the argofets, DC-DC charging, parallel lead acid and what not are not needed, as they are to protect the alternator in a load dump. If you want 70amp/hrs for daily consumption, your 330W of solar

Absolutely agree with this. The reason I'm banging on about Lead-Carbon is (in my perception) that the marine media, social media and marketing have established a narrative that Lithium is the latest and greatest, the extension being that it is the only option to consider. As we can see by this thread (and may similar threads) there are limitations to Lithium. There are applications / situations where Lead-Carbon will be better, cheaper, safer and less complicated. Especially when someone's AGM's have died (again) and they are looking for a better option. So I guess I'm banging on ab

How big / what sort of boat do you have mcp? For me, that is a mind boggling amount of power, but for context, my boat is a 40 yr old 37fter with a 35 Hp engine. But I have mates with a 57fter who enjoy a water maker, air con, 3 fridges and freezers and of course hot and cold running water etc. Oh and espresso machine, of course Whilst I know it is not technically difficult to set up a system to charge at 1C, my question was around how often people actually need to charge at 1C. They 'why' bit. My assumption is that charging at 0.5C would really be here nor there for most systems /

Crikey, understanding the rules for a proper LiFePo installation sounds like a ball-ache. Who said Lead-Carbon wasn't comparable to LiFePo? Need to add 'understanding which regulations are applicable' to the list of benefits for Lead-Carbon.

There is a map in the CAN, I can't copy / paste it for some reason, you can anchor in all of Fitzroy. Check this link Exotic Caulerpa Aotea and Ahuahu Controlled Area Notice 2023 (mpi.govt.nz)

Basically the only change is that netting, trawling and dredging is banned. But with any luck the average punter will be too thick to read the rules, everyone will think Barrier is closed, and I will get the place to myself.

STOP THE PRESS!!!!!! You can still anchor in Fitzroy AND, You can still go fishing, spearfishing and a bunch of other stuff. When is a CAN not a CAN? Exotic Caulerpa Aotea and Ahuahu Controlled Area Notice 2023 (mpi.govt.nz) 6 Notice of controls for Great Barrier Island Zone (Zone A) For the purposes of the controls imposed below, Zone A is referred to as “the Great Barrier Island Zone”. (1) No person may remove any sea organisms (such as fish, seaweed, crayfish, or shellfish) from the Great Barrier Island Zone except by the following methods: (a) Line fishing fro

Oh well, I was already in a grumpy mood today. Port Abercrombie is going to get a hiding isn't it?

Yes, Agree with your points. When I say 'no sulphation' it is just a faster way of typing a post than saying 'sulphation due to psoc is minimized'. The point being they are far more resilient to sulphation at PSoC than LA / AGM But the cost comparison shifts the decision scales markedly. $900 compared with $3,000 or more. On IT's comments about Lead-Carbon not comparing to LiFePo, yes, I understand LiFePo are far more advanced, again they are also far more expensive. Question @Island Time, how many people actually charge or have alternators big enough to charge LiFePo at 1C? It

I've never heard of Firefly, and can't understand the economics of shipping one off battery purchases around the world. I went Kijo lead-carbon. Couple of supplies in Auckland, Best Batteries and iVent. I went with iVent, based in East Tamaki. Ivent Solutions Limited Got 300 A/hr for $900. No sulphation so tolerant of Partial State of Charge. i.e. you can leave them half charged, which is very common on boats with a mix of alternator and solar. Can charge at up to 0.3C, but recommended between 0.1C-0.2C. Compared with not being able to go over 0.1C for AGM. So for my 300 A/

Do those argofets have diodes in them? Is the much of a voltage drop over them? And do you need to adjust your alternator output voltage to account for the voltage drop? (assume that is easy if you have a smart regulator). I was looking at argofets but was told they were a bit old tech and the voltage drop was sub-optimal. Noting that old tech is normally bomb-proof tech in my view. Nothing wrong with it if you understand it.

I agree with this. A safe Li install is expensive. You can get almost all the benefits of Li with lead-carbon at between 1/4 and 1/2 the cost, and with a like for like swap out of your existing AGM's, zero risk and zero new system hardware. Lead-carbon tolerate Partial state of charge (no sulphation) can be charged fast (up to 30%of C), can give big discharge load if you want to run coffee makers or microwaves. They are heavier than Li, but most of these installs are going into floating caravans, I don't see weight as a factor. Depending on your brand and repeated DoD, Lead-carbon h

Just to clarify Guest, how do you manage the load dump from the BMS onto the alternator? Are your Li parallel with your AGM start?

The video most definitely does not follow accepted practice. Whilst I skipped through it looking for the techo / charging detail, it did not provide any. CD's summary far exceeds any info in the video. In engineering (or almost anything) there is the old saying of what happens in theory and what happens in reality. The theory sounds great, but the reality of having two different batteries with completely different chemicals and charging profiles, both aging and deteriating at different rates... There are just waaayyyy too many variables to make this work safely in reality. That, and

I investigated LiFePo recently. Ended up going with Lead Carbon. The benefits of Lead Carbon match all of the positive attributes of LiFePo, are 1/4 to 1/2 the cost and avoid all the risk of uncontrolled load dumps blowing your alternator (as well as other aspects of a simplified like-for-like install). This guy talks with his hands a lot, has lots and lots to say but no actual detail. I don't understand how his proposed system works. It comes down to the charging and discharging voltages, which he didn't mention. He just showed a picture of Batman and Robin. Apparently they are complimen

How long do you need to pull the vacuum for? Like just a one off pull a vacuum then hold it, or do you pull a constant vacuum for hours? You can get a food vacuum packer from the Warehouse for $80. Could almost fit a foil for a 3.7 in the standard vacuum tube, pull the vacuum, seal the bag and leave it while the epoxy sets. PS, I know this sounds far too simple, and you needs lots of tubes, sticky back and peel ply to make it look techo enough. I'm more interested in what the general process is.

Wow. That brings about some civil liberty issues. Going around closing every public space around the harbour for a private commercial event is not on. I've no problem paying good money to sit in the grandstands with good views of the racing, but stopping Wilfred and Wilma having a picnic (or some other completely unrelated recreation) on the reserve on the same day as the racing is not on. Not to mention the logistical issues too.

The issue is the sea chest. Ideal for smuggling drugs in, but also very good and conveying invassive organisms. Last I checked, yachts don't have sea chests. But every other international ship does. You can't tell me recreational boaties introduced and spread caulerpa on our anchors, when there is a known problem with sea chests on every ship coming into the Gulf. From Wiki: Ship's reservoir/filter[edit] The sea chest provides an intake reservoir from which piping systems draw raw water. Most sea chests are protected by removable gratings, and contain baffle plates to dampen the

Does anyone know the design displacement of a Whiting 40? Asking for a friend, needs to be under 10t to allow hauling at our club. Noting that if cruising weight is over 10t it could be unloaded to get down to the permitted weight (i.e. drop water tanks). Any actually design data would be ideal, but general estimates helpful.

Don't forget they have permanently cancelled the Birkenhead ferry due to lack of skippers. That is in addition to several other ferry routes either permanently cancelled or dramatically reduced frequency, including Gulf Harbour, all due to lack of skippers. So saying SailGP would have disrupted the ferries is a nonsense. The ferries are disrupted anyway. I think the problem is BP still own that land, and Council are trying to roger BP over the clean-up / decon. I suspect BP are just saying 'right back at you Auckland Council. I think it is a 'behind closed doors' pissing match betwee