![]() The 2013 Newmar coaches include a Power Control Systems EMS. I placed a call to tech support at Magnum Energy, and after 50 minutes of diagnosis the culprit was found. If I unplug the ME-BMK-NS then it works from the ARC50, but of course now I can’t use SOC to start. I could start the generator with the dash switch, my software switch, or from the generator itself, but not from the ARC50. Even turning it to manual run via the ARC50, it will do the cycle. When I finally got the coach back I started playing with the settings and discovered that if the ME-BMK-NS is plugged in (either power or network) then the AGS will not function. That was hard.I hate leaving work undone. In the mean time I had to stop my work, and take the coach to the dealer to get some work done. Then started again, and this loop kept going.įrustrated – I double checked everything. Watched it drain down (helped with microwave) and once it hit 80% the generator fired off. I set the AGS to start at 80% and stop at 90%. Plug in power, and it charges back to 100%. my SOC read accurate, I was able to drain it down to 80% and have it shutdown the inverter. So after getting it all hooked up, I tested and things worked great. The BMK-NS module is installed in the bay closest to the battery, as the sense cable can not be cut or spliced. Just to the left is the temp sensor for the inverter, this came stock. ![]() The above picture shows the battery tray extended, and the bottom right ground is my cable connecting the battery to the shunt. Lots of solder.and then shrink wrap the ends to make it look neat. I made a custom 4/0 gauge wire, and soldered the ends instead of crimping. ![]() The front side of the shunt is where the battery connects. I had to cut a lot of straps, and then reconfigure the straps so there was no metal rub and the tray could still slide. You will see two cables coming off the stud. The back side is the load side, and the original wiring from Newmar is attached there. In the above picture you will see the shunt installed below the two positive wires. For the BMK to do its job properly you need to move all ground wires leaving the battery to the load side of the shunt. ![]() These were connected at different points on the battery. From the factory there was a main 0-gauge ground going to the inverter, and then a bundle of about 8 smaller wires going to the main electric panel. Mine is the all electric, with factory AGM batteries. There are 2 ground bundles connected to the coach. Do this now, as it will not be setup for your battery type.Īfter installing the ARC50, then I installed the shunt. At this point you must reprogram all of your settings. This is the easiest part to swap out, remove 4 screws, unplug RC-50, Plug in ARC50 and install 4 screws. The 2013 Newmar coaches come with the Magnum ME2812 inverter, the ME-AGS-N (auto genstart network version) and the RC-50 remote.įor the features of the BMK, you need the ARC-50. Provide 12v power to BMK-NS, connect the network to the inverter, and install a sense cable between the BMK-NS and the shunt. The typical installation of a BMK is to install the battery shunt between the load and battery ground, install the ME-BMK-NS device. Well it turns out that there is good reason for it, and the upgrade is very involved with the 2013 Newmar coaches. I attempted to get Newmar to install this as a special, and was told no. You can read about it here: ME-BMK Battery Monitor Kit It is a far more reliable way to determine state of charge (SOC). If you are not familiar, this is a Battery monitor kit that acts like a fuel gauge for the battery bank. I have been working on installing the ME-BMK in my coach. Thought I would put some more of my modifications up.
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