GBaxter
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Re: Magnum Hybrid Inverter and ground fault
The inverter does have a ground to neutral relay which connects ground and neutral during "inverting" mode and disconnects ground and neutral when transferring to shore power. This neutral to ground relay is required by UL458 which is the listing for mobile inverters used in RV, Marine, Truck and any mobile application where the inverter is connected via a "cord". This relay has been in inverters since the 1980s and when installed correctly will not trip a GFCI that they are plugged into. When installing the inverter the input neutral needs to be separated through the inverter so there is a neutral IN and a neutral OUT. Gary453Views0likes0CommentsRe: Magnum ME 2012 Inverter Charger not providing 120VAC
Paul127, It sounds like when you have the inverter "ON" you have 120v power in the coach but if the inverter is "OFF" no power on the output side of the inverter and NO charging. The next thing to check is with a ac volt meter you should have 120v at the input of the inverter on NEU IN and HOT IN 1. If there is no power there you have to go back to the panel and see where you lost power. You will need to remove the side cover on the inverter to access the terminals. If there is power then the transfer relay board inside the inverter is bad. The board senses ac input and will close the relay which passes power to the loads and also powers the charger. The AC Board is replaceable. Gary706Views0likes0CommentsRe: AGS issues
Yep so what you have is a newer remote on an older AGS module. The newer remote feature of RV/Other works because it is all programmed in the remote itself. It says "no comm" from the AGS module because the older AGS module cannot talk back to the remote it is all one way communication. Look at the module itself I bet you have knobs and it is starting from the setting the knobs are indicating. Newer remote and newer AGS have two way communication. BTW the RV/Other was a change a few years back by RVIA who writes the standards for the RV OEMs (you have a sticker on the side of the coach with the RVIA emblem). The reason was they didn't want a tech to stop the generator outside for service and then have the gen start from the AGS setting. So now if the AGS starts AND stops the gen everything is still ENABLED and in AGS mode. If the generator is STOPPED manually from any station then the AGS MUST default to OFF for safety. The most common call is that the AGS started as it should but then someone manually stopped from the dash switch and now the AGS says OFF, yep just like intended. Setting to OTHER in the menu allows this feature to be bypassed and the AGS will always be ENABLED no matter how the generator was STOPPED. Gary484Views0likes0CommentsRe: AGS issues
Are you sure you have an ME-AGS-N? The -N didn't come out until 2008. The original ME-AGS has 5 knobs for adjustments and all the settings are done from there not in the remote. The -N does not have any knobs as all the adjustments are made from the remote. I am thinking the remote may have been replaced with a newer version that can communicate to a -N model but the old ME-AGS is still connected so it will display "no comm". If you can start the gen from the test menu in the ME-RC then it is sending data but may not be able to receive. Use the TECH button and check the rev of the remote. If it is v1.6 or higher it was most likely changed from the original in 2005. Gary483Views0likes0CommentsRe: magnum energy board failure
If it is just the display on the remote, unplug the remote from either the remote or at the inverter. Wait a minute and plug back in probably will fix the issue. The plug is a standard phone jack and usually easiest to access at the inverter in the bay. The remote cable will have a blue tag marked remote plugged into the blue labeled port. Gary182Views0likes0CommentsRe: 2014 Phaeton 42' LH voltage drop
Actually everything sounds normal to me. Confirming that the DC amps rises to 120A means the charger is drawing 20A AC from the shore power which answers the question of why the AC voltage drops slightly. Remember you are measuring the shore power voltage as the inverter is in pass through mode not inverter voltage. On the DC side I can also see why the lights dim because the when the chassis/house battery solenoid closes the chassis battery is pulling down the house battery voltage. Any time you connect two sets of batteries the voltage will try to equalize between the banks which is what is happening here, the DC voltage is dropping by .5 volts. Probably nothing wrong with the chassis battery it's just they are resting at 13.0 and the house batteries are under Float charger at 13.5 so as soon as they are connected they seek to equalize their voltage at 13.0 until the charger can ramp up and bring both sets to the Float voltage. I would say nothing is wrong working as designed. BTW there is no need to try to do anything at the inverter the button on the Magnum remote turns the inverter on/off same as the one on the front. The issue with the button on the inverter itself is the LED indication. When in charge mode it only indicates charger operation so you really can't tell if the inverter is ON or OFF. If shore power is disconnected then the LED on the inverter indicates inverter On/Off. Just use the remote buttons and LED and it will be much easier. Last item the inverter is NOT connected to the ignition in any way. I service the Tiffin plant so I can tell you for sure. Gary467Views0likes0CommentsRe: 2014 Phaeton 42' LH voltage drop
This sounds like a DC issue. I would guess that when the key is turned ON the chassis/house battery solenoid closes which is causing the DC voltage to drop which in turn dims the DC lights. The AC voltage probably drops because the inverter/charger is ramping up the charge rate when the chassis battery is connected which is a load on the AC side. 3 volts is nothing to worry about on the AC side and may be normal if there is a load like the charger applied. I would check the Magnum panel and see what the DC amp reading is and if it goes up with the key on. Also check the DC voltage on the panel and see what it does. Gary467Views0likes0CommentsRe: Inverter and Shore Power ??
Chris is right leaving the inverter ON (Xantrex, Magnum etc.) is really just ENABLED. While plugged into shore or running the generator the ac power is "passing through" the inverter which means it simply comes in on the input and passes directly to the output. It is not filtered or manipulated in any way so leaving it ENABLED only leaves it ready to start inverting if ac input power is lost. So to answer the original question you can leave the inverter ON/ENABLED all the time it won't make difference as far as longevity to the components. Gary645Views0likes0CommentsRe: Inverter and Shore Power ??
The OP shows a 2005 Mountain Air which did come with an inverter/charger so I believe the question is about the inverter portion. As mentioned already in previous posts you can leave the inverter on all the time if you want but realize if shore power goes off it will switch to using batteries. I would leave it ON all the time if I had a residential refer otherwise use it like a light switch, on when you need it off when you don't to save battery power. If the question is about the charger you can leave that on all the time also it should not overcharge the batteries even in storage. Gary645Views0likes0CommentsRe: go power and samlex inverters
just my 2c on why all the more expensive units are combo inverter/chargers. Basically the Outback, Magnum and Victron are all bi-directional units in that they use all the same components to invert and charge. The only difference in which mode they are in is which position the internal transfer relay is in. So basically you are getting either a free charger or free inverter. Yes they are more expensive but like another post said people live off these units 24/7, they are field repairable and will last a long time. Gary356Views0likes0Comments
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