· Edition #13

The Busbar

Will Prowse capacity-tests twelve 9-year-old Battle Born batteries from a single gently-used off-grid system — every one measures 26.8–60.2Ah against a 100Ah rating — and tears two down on camera, all while Dragonfly's trade-libel suit against him is still live. Elsewhere: Panbo tests Digital Yacht's $299 veLink Victron-to-NMEA 2000 bridge, Victron ships two new Multi RS variants, and Prowse challenges LiTime over a UL 1973 claim that vanished from a product listing.

Prowse tests twelve 9-year-old Battle Borns: 26.8–60.2Ah from 100Ah packs, then a teardown finds 73% of cells at 0V

In two videos published 9 and 13 July, Will Prowse capacity-tested twelve Battle Born 100Ah batteries bought in December 2017 and run gently indoors their whole life — all twelve measured between 26.8Ah and 60.2Ah — then tore two down and found most of their parallel cells sitting at 0V. The data lands mid-lawsuit: Dragonfly Energy's trade-libel case against Prowse is still active, and none of these results have been independently verified.

The test set is unusually clean by drop-in battery standards: twelve Battle Born 100Ah batteries purchased 12 December 2017, all on one inverter in a single indoor, air-conditioned off-grid system run by one family, each battery never charged or discharged above 15A, never exposed to vibration or temperature extremes. Prowse says all twelve are still inside their warranty period, and has published the raw test data for download.

In the first video (9 July), capacity tests at 99A, 75A, 50A, and 25A returned 26.8–60.2Ah across all twelve packs — against a 100Ah rating and a warranty threshold Prowse cites at 80% retention. Two of the four batteries tested at 99A overheated at a terminal, melting plastic; one case cracked open. Notably, internal-resistance readings looked close to spec on most units — only the capacity test exposed the degradation.

In the follow-up (13 July), titled "Final Battleborn Video," Prowse disassembled two batteries down to their welded parallel cell packs. All eight packs measured 13–70Ah individually. Breaking one pack apart cell by cell, he found 73% of the cylindrical cells at 0V, with the surviving cells delivering roughly half their rated capacity and, on a thermal camera, taking essentially all the current. His hypotheses — factory cell mismatch causing current-sharing problems across the nickel-strip interconnects, plus plastic creep loosening bolted internal connections over time — are his own; he says he'll send units to a laboratory for verification.

The context matters: Dragonfly Energy is suing Prowse for trade libel, alleging his earlier testing was out-of-spec and misleading, and these are the defendant's own published results from a single 12-battery system. Treat them as one documented, downloadable dataset — not a verdict. Owners on DIYSolarForum have begun posting their own capacity results from aged Battle Borns in a thread that is already 11+ pages deep (see Community Pulse).

Panbo tests Digital Yacht's veLink: Victron data on NMEA 2000 displays, no GX device required

Digital Yacht's veLink — a $299 Bluetooth-to-NMEA 2000 bridge announced in January — is now shipping, and Panbo published a hands-on on 15 July. It relays data from up to eight Victron Bluetooth devices onto any NMEA 2000 chartplotter or gauge, replacing a Cerbo GX in mid-size boat systems.

The veLink plugs into a spare NMEA 2000 port, draws its power from the network, and connects over Bluetooth Low Energy to up to eight Victron devices — SmartShunts, SmartSolar MPPTs, Orion XS chargers — pushing their data to whatever multifunction display or gauge is already on the network, with configurable instance numbers and PGN settings. Panbo's verdict positions it against Victron's own Cerbo GX: similar money, but the veLink skips the VE.Direct cabling (roughly $260 for eight devices) and the configuration overhead, at the cost of VRM cloud monitoring and deeper system control. One protocol-level limitation worth knowing: NMEA 2000's standard PGNs can't carry consumed amp-hours or daily solar yield, so those numbers stay in the VictronConnect app even though the devices record them.

Victron ships two Multi RS variants: a no-MPPT 230V model for retrofits and a 19-inch rack version

On 14 July Victron announced the Multi RS 230V — a 48V, 6kVA high-frequency inverter/charger without built-in solar charge controllers — and the Multi RS19 Solar, which packs the same 6kVA plus two independent 3kWp MPPT trackers into a 19-inch rack format. Pricing undisclosed for both.

The Multi RS 230V is the non-solar variant of the Multi RS Solar line: same lightweight high-frequency architecture, but with the MPPTs deleted so it can drop into systems that already have external charge controllers — the retrofit case the integrated models never fit. It runs grid-connected or off-grid, supports operation without batteries on grid, and picks up Dynamic ESS when paired with a GX device. The Multi RS19 Solar takes the opposite path: 6kVA inverter/charger plus two independent 3kWp trackers (65–450V input each), front connections, and Surlok DC terminals in a 19-inch rack chassis aimed at ESS-battery racks. Victron published no pricing or ship dates for either at announcement.

Prowse challenges LiTime over a UL 1973 claim that disappeared from its 320Ah listing after his review

In a 6 July video, Will Prowse showed via the Wayback Machine that LiTime's 320Ah battery listing advertised UL 1973 certification when he bought and reviewed it — and that the claim has since been removed. A certification-database search turned up a LiTime certificate, but not for this model. LiTime had not responded publicly at the time of writing.

Prowse says the UL 1973 line on the product page was part of why he bought the LiTime 320Ah for review; after a viewer noticed it was gone, he confirmed through the Wayback Machine that the listing changed shortly after his video ran. LiTime's Alibaba listing still shows UL 1973, he says, but the certificate linked there doesn't cover this model, and his own database search found a LiTime certificate for a different battery. His challenge is direct: publish the certificate, or explain why it's gone. A DIYSolarForum thread has independently reproduced the archived-listing finding; forum posters also note LiTime's Intertek listing covers UL 2054 — a standard written for small appliance packs, not house batteries — though that reading is forum analysis, not a regulator's. UL 1973 listing matters for insurance and ABYC-adjacent marine installs, and it's a claim buyers pay a premium for.

Venus OS's Shelly integration is half-finished — Off-Grid Garage shows a four-node Node-RED fix

Victron's native Shelly integration in Venus OS discovers newer-generation Shelly smart switches but only lets them act as AC loads — there's no PV-inverter role, and Gen 1 devices don't show up at all. In a 12 July video, Andy from Off-Grid Garage demonstrates a four-node Node-RED flow that makes any power-monitoring Shelly appear as a proper PV inverter in the Victron system.

The gap matters for anyone AC-coupling a non-Victron microinverter or grid-tie inverter into a Victron system: without a meter the GX device recognizes, that solar production is invisible to the energy calculations and the dashboard numbers stop adding up. Venus OS's built-in integration finds Plus/Pro-generation Shellys and shows voltage, current, power, and energy — but the only assignable role is AC load, even though the same devices appear as "AC meter" in the device list. Andy's workaround polls the Shelly's local API from Node-RED (pre-installed on every GX device) and publishes the readings as a PV-inverter service, working across Shelly generations 1 through 4 with any PM model. Forum chatter suggests Victron may finish the job in a future Venus release, but that's unconfirmed.

The Background · Standards Explainer

Voltage lies and internal resistance flatters: why the capacity test is the only one that tells the truth

The most useful detail in this week's Battle Born dataset isn't the melted terminals — it's the mismatch between the tests. Most of the twelve batteries came close to passing their datasheet internal-resistance figures. All twelve then delivered between 27% and 60% of rated capacity. If the owners had checked their bank the way most people check a bank — resting voltage, an IR meter, the BMS app's state-of-charge — everything would have looked broadly fine.

The reason is what each measurement actually sees. Resting voltage on LiFePO4 is nearly flat between roughly 20% and 90% state of charge; a battery that has lost half its capacity still sits at a healthy-looking 13.2–13.3V. Internal resistance measures the conduction path — terminals, welds, interconnects, electrolyte interface. It's excellent at catching a corroded terminal or a failing weld, which is why an IR meter is worth owning. But it says very little about how much usable lithium inventory remains, especially in packs built from many small cylindrical cells in parallel. Dead cells in a parallel group don't announce themselves: the group's voltage is held up by its surviving neighbours, the BMS sees four balanced groups, and the app reports a happy battery. The inventory is simply gone — which is how a pack can show near-spec IR, a full 14.6V charge termination, and then deliver 27Ah.

How to run one

A capacity test needs three things: a genuinely full battery, a controlled discharge, and something that counts amp-hours. Charge to the manufacturer's specified absorption voltage (typically 14.4–14.6V for a 12V drop-in) and hold until current tapers to the datasheet's end-of-charge threshold — a partial charge invalidates the whole test. Then discharge at a steady, moderate rate the datasheet actually rates the battery for, down to the low-voltage cutoff, counting amp-hours with a shunt monitor or a standalone capacity tester; usable units start around $30–80. The number you get is the battery's real capacity, full stop. A smooth, gradual discharge curve down to cutoff — like the curves in Prowse's published data — is the signature of a genuine result; a flat curve with a sudden cliff suggests a connection or BMS problem instead, which is a different (and often fixable) failure.

Two cautions. First, test at moderate current before trying anything ambitious: several of the batteries in this week's dataset overheated at their terminals under a 99A load, and an aged pack with internal damage is exactly the pack you don't want to find that out about indoors. Old batteries under high load belong outside, fused, and watched. Second, know your warranty threshold before you start. Most LiFePO4 makers warrant 70–80% capacity retention over the warranty term — Prowse cites 80% for the batteries he tested — and a logged capacity test is precisely the evidence a warranty claim needs. It's also the evidence a seller can't argue with: not how the battery looks, not what the app says, but how many amp-hours actually came out.

Community Pulse

What the forums are talking about this week

The companion thread to this week's lead, "12X Battleborn Batteries w/ 9 Years of Service" on DIYSolarForum, is where the story develops next: owners are posting their own capacity tests on aged Battle Borns (results in the 45–78Ah range so far on 100Ah packs), and one poster who tried rebalancing recovered cells reports the capacity doesn't come back. Worth watching as a growing — if self-selected — field dataset.

On r/vandwellers, a builder asks whether BougeRV's Yuma 200W CIGS thin-film panels are "all they're cracked up to be" (17 July) — the flexible-panel trade-offs thread: CIGS shade tolerance and curved-roof conformity versus lower efficiency per square foot and open questions about adhesive-mount longevity in heat. And a plain "Brand of Batteries? What has worked good? What hasn't?" thread (18 July) is collecting exactly the kind of long-term anecdata the lead story is about — unusually well-timed reading this week.

On the Bench

YouTube picks: builds, teardowns, firmware walkthroughs, and reviews

Connecting the Smart Shunt to a 1000A Busbar!
Build Walk-through
Off-Grid Garage · July 2026
Andy integrates a Victron SmartShunt into a 1000A busbar installation for the 35kWh battery-shelf project — practical detail on shunt placement, cable lugs, and keeping measurement accuracy when the busbar carries multiple parallel packs.
Gobel Power Project X: Get your own 35kWh Battery Shelf! But it needs some work...
Build Walk-through
Off-Grid Garage · July 2026
First build of Gobel Power's Project X DIY kit — a transparent 51.2V battery enclosure around a 300A JK Inverter-BMS, breaker, and Class T fuse. Andy's 'needs some work' verdict covers the rough edges honestly: hardware fitment, documentation gaps, and what you're really signing up for with a kit battery at this scale.
Caveman Crimping VS Electric Crimper! 300 amp Test Part 5
Tutorial
DIY Solar Power with Will Prowse · July 2026
Part 5 of the crimper series puts hammer-and-vice 'caveman' crimps up against an electric crimper on large-gauge lugs, load-tested at 300A. Useful data for anyone deciding whether a proper crimping tool is worth it before wiring a high-current bank.

Product Radar

New and notable components announced or launched this week

Multi RS 230V — Victron Energy
Inverter

48V, 6kVA high-frequency inverter/charger without built-in MPPTs — the non-solar Multi RS variant, aimed at retrofits with existing external charge controllers; grid or off-grid, Dynamic ESS with a GX device.

Not disclosed Announced 14 July 2026
The MPPT-less variant the Multi RS line has been missing since launch.
Multi RS19 Solar — Victron Energy
Inverter

6kVA 48V inverter/charger with two independent 3kWp MPPT trackers (65–450V each) in a 19-inch rack chassis with front connections and Surlok DC terminals.

Not disclosed Announced 14 July 2026
veLink — Digital Yacht
Marine

Bluetooth-to-NMEA 2000 bridge that relays data from up to eight Victron BLE devices (shunts, MPPTs, chargers) onto any NMEA 2000 display; powered by the network, configurable instances and PGNs.

$299 (street ~$285) Available now
NMEA 2000 PGNs can't carry consumed amp-hours or solar yield — those stay in the Victron app.
Project X LiFePO4 DIY Kit — Gobel Power
Battery

Transparent 51.2V battery-enclosure DIY kit around a 300A JK Inverter-BMS, circuit breaker, and Class T fuse; versions for 280/314Ah cells ($500) and EVE MB56 628Ah cells ($600), cells not included.

$500 / $600 (kit only, ex. cells and freight) Available now, ships from China
Off-Grid Garage's first build (see On the Bench) found fitment and documentation rough edges — a kit for builders, not a turnkey product.
F5000LFP — Pecron
Battery

5,120Wh LiFePO4 power station with 3,600W output at 120V or 7,200W at 240V split-phase, 6,400W solar input across dual MPPTs, 0ms UPS switchover, expandable to 35.8kWh.

$1,999 Available now Find on Amazon →
One of the cheapest routes to 240V split-phase backup at this capacity — cycle-life and support track record are the open questions at this price.

Recalls & Safety

Official notices, firmware safety fixes, and reported failures

Safety

Jayco recalls 387 toy haulers and fifth wheels over inverters installed without a ground

Jayco is recalling 205 2026 Seismic fifth-wheel toy haulers (NHTSA campaign #26V426) and 182 2026 Heartland Cyclone travel trailers and fifth wheels (#26V427) because the inverter may have been installed without a grounding connection. An ungrounded electrical system can overheat, creating a fire risk, and raises the risk of electrical shock. Dealers will install a ground wire free of charge; owner notification letters were mailed 10 July. Jayco's recall number is 9901660, customer service 1-800-283-8267.