Motion+ NG BUNDLE DEALS

Type A and Type B are wired differently and are not interchangeable. Type B: Pylontech US2000/US3000 (original), UP2500, and Energy Eco Semi-Solid State 48V. Type A: Pylontech US2000C/US3000C/UP5000/US5000/US5000B/Force-L, Fusion Lithium, and BYD. Unsure? Ask us before ordering.

The rule of thumb: aim for a MINIMUM of 10% of your battery bank's amp-hour capacity. A 100Ah battery wants at least a 10A charger; a 200Ah bank at least 20A. For AGM and GEL, 10-20% is the sweet spot — enough to charge properly without stressing the battery (check your battery's manual for its maximum). Lithium can accept much faster charging — often 50% of capacity or more — so for lithium, size the charger to how fast you want to be recharged, up to the battery's stated maximum charge current. One more thing people forget: if you'll run loads while charging (fridge, lights), add those amps on top, otherwise the loads eat the charge. Examples: 100Ah AGM — 10-20A charger. 200Ah AGM — 20-30A. 100Ah lithium — 15-30A charges in 3-6 hours, and it will happily take 50A if you want it faster.

Usually yes — and because lithium gives you 80-100% usable capacity versus roughly 50% for AGM, a 100Ah lithium replaces about 200Ah of AGM at a third of the weight. Three checks before you swap: (1) Every charge source needs a lithium profile — your 240V charger, MPPT and inverter/charger must be set (or settable) to a LiFePO4 program; old fixed-voltage chargers can't do it. (2) Alternator charging must go through a DC-DC charger — never connect an alternator straight to lithium. Lithium's very low internal resistance lets it pull maximum current continuously, which can cook an alternator, and modern smart alternators don't hold the right voltage anyway. (3) The BMS can disconnect the battery instantly to protect itself, so the system must tolerate that — another reason the DC-DC charger belongs in the circuit. We can check your exact setup from a photo of your battery compartment.

LiFePO4 batteries want a very different profile to lead-acid: typical absorption 14.2-14.6V (12V models), float around 13.5V or none at all, NO equalisation ever, and charging disabled below about 5C battery temperature. In VictronConnect, start from the built-in LiFePO4 preset, then apply the exact figures from your battery's datasheet. Energy Eco figures: EE12-135-BT — charge voltage 14.4V, standard charge 27A, fast charge up to 67.5A. EE12-240-BT — charge voltage 14.4V, standard 48A, fast up to 120A. Both: never charge below 0C (the BMS blocks it), discharge cut-off 10V. EE48-5.12KWH battery — charge voltage 57.6V, standard 20A, maximum 50A per module; it talks to the inverter directly over CAN or RS485 so the battery controls its own charging. Fusion Lithium (V-LFP series, figures for V-LFP-12-100): charge 14.4-14.8V, recommended float 13.8V, recommended charge current 50A (minimum 10A, maximum 100A), charge between 0-45C — and per Fusion, they charge happily on a standard 3-stage AGM smart charger, which is what makes them such an easy drop-in. Other models: figures on each product's datasheet. Or skip the setup entirely: add the Custom Programming Upgrade and your gear arrives set for your exact batteries.

Voltage is a poor fuel gauge — and for lithium it's nearly useless, because a LiFePO4 battery sits at almost the same voltage (around 13.2-13.3V) from 90% full down to 20%. By the time the voltage visibly drops, you're nearly empty. A shunt-based monitor (SmartShunt or BMV) counts every amp-hour in and out, giving you a true state-of-charge percentage, time-remaining, and history. Voltage-only monitoring is fine as a simple low-battery alarm; if you actually want to know how much power you have left, fit a shunt. Install note: the shunt sits in the NEGATIVE cable, last component before the battery, with every load and charge source connected on the far side of it — anything wired battery-side of the shunt is invisible to the monitor.

First principles: series increases voltage, parallel increases capacity — and beyond that, the battery's BMS decides, so this is per-model, not a general yes. Universal rules first: only ever combine identical batteries — same model, same capacity, same age, and charge them to the same voltage before connecting. The approved limits per Energy Eco model: EE12-135-BT and EE12-240-BT — up to 6 in parallel AND up to 4 in series, so you can build 12V, 24V, 36V or 48V banks from either. EE48-5.12KWH battery — up to 16 in parallel (81.9kWh of storage), series NOT supported: it is a 48V building block, you add capacity sideways, never stack voltage. Fusion Lithium V-LFP-12-100: up to 4 in series and up to 20 in parallel — one of the most flexible BMSs on the market (check each model's own sheet, limits can vary across the range). Tell us your target voltage and capacity and we'll confirm the combination before you buy.

Under AS/NZS 3001.2:2022, batteries installed in caravans and motorhomes must be certified to IEC 62619. Every Energy Eco lithium battery — the EE12 series (135Ah and 240Ah) and the EE48-5.12 series — is certified to IEC 62619 at BOTH cell and pack level. The EE12 series additionally carries UL1642 and IEC 62133 (cell), UN38.3 (cell and pack), CE (pack) and RoHS. Certification at cell AND pack level is the part that matters — many batteries on the market only certify the cells and quietly skip the pack. Ask us for the certificates for any battery you're considering — we supply them with the quote.

Two ratings matter, and most people only check one. The current rating protects the cable as normal — but lithium batteries can deliver enormous short-circuit currents, far beyond lead-acid, so Victron's Wiring Unlimited also requires the fuse's INTERRUPT rating (breaking capacity) to be equal to or greater than the battery bank's maximum prospective short-circuit current. A fuse with too low an interrupt rating can fail catastrophically instead of breaking the fault. That's why Class T fuses (up to 200kA interrupt) are the go-to for lithium banks, while a standard MEGA fuse (1,000-2,500A interrupt) is only suitable for small systems. Every lithium installation needs at least one fuse in the DC line that meets this — tell us your bank and we'll spec the right fuse and holder.

No. Whether lead-acid or lithium, only ever combine identical batteries — same brand, model, capacity and age — and charge them to the same voltage before connecting. Mismatched batteries have different internal resistance, so one battery does more of the work, discharges harder, charges harder, and fails early, taking the bank's performance with it. For lead-acid banks, Victron also recommends no more than 3-4 paralleled strings, with wiring arranged so every battery has an equal cable path (busbars or diagonal connection) — otherwise the battery closest to the load quietly wears out first.

EE12 series (135Ah and 240Ah): 5-year FULL REPLACEMENT warranty — it fails within 5 years under normal use, we replace it. EE48-5.12 battery series: 10-year limited warranty with a performance guarantee of at least 80% of original usable capacity for the first 5 years and at least 70% out to 10 years. The key condition on the EE48-5.12 warranty — straight from the document — is that the battery must be charged with equipment running the correct charging profile; wrong charger settings void it, which is exactly why we offer the Custom Programming Upgrade and pre-set every system we sell. Claims need your invoice, serial number and fault description within 30 days of discovering the issue. All in addition to your Australian Consumer Law rights.

Two parts: the EE48-5.12 battery modules, and the matching rack sold alongside them. The rack ships as a KIT you assemble — it does not come pre-built: place the floor base, drop each 43kg module in with four rack brackets per layer (front and back brackets differ — the supplied illustrated guide shows which), join the layers with the lock clasps, fix each battery with M6 screws, then fit the side busbars and their clear protection covers with M8 screws. Set each module's parallel ID on the DIP switches, connect modules in parallel one at a time to the busbar, and run CAN or RS485 to the inverter. Expand any time up to 16 modules (81.9kWh) — series stacking is not supported. The rack is designed for stationary installs; it CAN go into a moving vehicle or vessel, but that requires custom alterations — L-shaped brackets and the like fabricated to suit — so talk to us before speccing it mobile. As with all battery systems, installation is for a licensed electrician or suitably qualified person.