¶ title: Van Electrical
description: Electrical design, components, wiring, protection, loads, and validation for the Ford Transit camper conversion.
published: true
date: 2026-05-26T20:49:46.943Z
tags: van, camper, electrical
editor: markdown
dateCreated: 2026-05-17T17:41:24.499Z
¶ Van Electrical
¶ Summary
Document the camper electrical system here: batteries, charging, inverter, distribution, wiring, fuse sizing, loads, diagrams, commissioning tests, and maintenance.
The current van-specific first-power procedure lives on Electrical MVP Installation Instructions.
¶ Page Rules
- Keep electrical architecture, load assumptions, protection rationale, wiring rules, diagrams, and commissioning facts here.
- Keep the ordered MVP installation procedure, install-phase prerequisites, and field-closeout sequencing on Electrical MVP Installation Instructions.
- Keep live order state, receipt status, costs, and installed-location records on Inventory and Purchases.
- Keep active buy candidates and blocked electrical purchase decisions on Purchase Tracker.
- Keep unresolved blockers on Gaps and Questions, with this page holding the technical context behind each blocker.
- When one blocker splits into battery-specific packaging, whole-bay package integration, or roof-zone integration, keep those as separate rows on Gaps and Questions rather than recombining them into one open-work list here.
- Keep summary/status rows here focused on current architecture and technical state. If a note starts reading like a live unresolved-work checklist, move that explicit blocker tracking back to Gaps and Questions.
- Do not keep all-
TBDplaceholder rows in load, component, or BOM tables; add a named row only when the need is source-backed, user-directed, or explicitly marked as a provisional design item.
¶ Planned Architecture
- House battery system:
24V. - Battery source: two
12V 460AhEpoch batteries, planned to be wired in series for a24V 460Ahbank. - Primary distribution strategy: run as many loads as practical from DC, not AC.
- Low-voltage branch strategy: split
12Vdistribution into two zones fed from the24Vhouse system through local DC-DC conversion stages, and use a protected house-24Vfront/cabin distribution node at the Orion output / house side for the two premium laptop USB-C stations only. - Distribution topology: main electrical system in the rear garage on the driver side, with a protected
24Vfeeder crossing to a passenger-side plumbing/heating service zone where a local24V -> 12Vconverter and service subpanel feed Rixen control power, tank heat pads, water pump, valves, the kitchen wall MagSafe phone charger, the kitchen ordinary USB-C station, and other nearby utility loads. Also run a protected24Vfeeder to the roof / center solar-entry zone where a local24V -> 12Vconverter serves a nearby12Vsubpanel for fan, lighting, networking, sensors, the two bedside MagSafe phone chargers, the two dinette MagSafe phone chargers, the dinette ordinary USB-C station, the driver/front ordinary USB-C outlet, and other roof/ceiling loads. Mount the two Orion XS alternator chargers near the driver-seat / CCP2 area if physical fit, ventilation, and service access check out; build a fused house-side24Vdistribution node at the Orion outputs for the driver/front and dinette premium laptop stations. That node is part of the house24Vsystem because it is tied to the house bank through the Orion output trunk; protect it as house distribution and do not treat Ford CCP2 itself as a house-load source. - Inverter strategy: inverter normally off; energize it only when an AC load actually requires it. The van should have only a few strategically placed
120Voutlets. - AC load assumptions: no microwave, no hair dryer, no inverter-powered Rixen electric element, and no planned corded power-tool load. Cooking is now expected to use a
120Vinduction cooktop, with the inverter turned on only during cook time. - Shore-power target:
30Ashore service is the current preferred direction, so shore power can support the Rixen1500Welectric element plus battery charging / pass-through loads more comfortably than a15Ainlet. - Charging outlet strategy: prefer distributed DC-only USB-C PD outlets for phones, laptops, and similar daily devices rather than using
120Voutlets and small AC adapters. - Confirmed outlet placement direction: install sparse
120Voutlets in four zones: garage near the electrical bay, front/cab area, kitchen counter, and near the sliding door. - Confirmed USB-C PD placement direction: install two premium
140Wlaptop-capable DC-only USB-C stations, one at the front near the driver seat and one at the dinette table. For phone charging, use five MagSafe points built from Apple MagSafe Charger2 mpucks, local30WType-C8V-32Vstep-down modules, and user-printed PETG wall brackets: driver-side bedside, passenger-side bedside, kitchen wall, and two dinette positions. Also keep separate lower-power ordinary USB-C stations at the kitchen, dinette, and driver/front areas for non-MagSafe device charging. - Specialty DC charging strategy: where practical, replace recurring AC chargers with purpose-built DC charging from the house system; the e-bike charger is a planned example and remains a custom design item.
- Charging ecosystem: prefer
Victronfor charge controllers and related power electronics. - Solar expansion strategy: add an exterior solar inlet for a future portable panel set that can be deployed away from the van for supplemental charging. This portable array will have a dedicated MPPT/input path separate from the fixed roof array.
- Monitoring ecosystem: user plans to build a custom monitoring/control stack running on an always-on
mini PCnear the roof / center12Vsubpanel in a ventilated cabinet with networking gear and Starlink equipment, rather than using aVictron Cerbo GX.Home Assistantis a likely top-level orchestration layer, but the final stack is not locked yet. As of2026-05-21, Starlink should be treated as a full-time critical-work connectivity load rather than a deploy-only accessory, so the roof / center tech cabinet can no longer be modeled as a minimal occasional-use Starlink rough-in. - Tank monitoring target: current preferred water/waste architecture now implies
fresh + gray + urinemonitoring rather than only fresh/gray. - Water-system mode switching: current preferred direction is
latchingelectrically actuated ball valves controlled by the smart-van stack rather than manual selector valves.
¶ Current Direction
| Area | Current Direction | Technical Context |
|---|---|---|
| Battery bank | Two Epoch 12V 460Ah batteries remain the house-bank baseline, wired in series for a 24V 460Ah system and packaged with the main Victron power gear in the rear driver-side electrical bay. |
User-confirmed battery identity is stable, and the canonical inventory rows are delivered - metadata incomplete. Remaining packaging, restraint, service-access, and protection closure stays on Gaps and Questions. |
| Alternator charging | Use the Ford dual-alternator / CCP2 path with two Victron Orion XS 1400 chargers as the day-one 12V -> 24V alternator-charging direction. Mount them near the driver-seat pedestal if fit, ventilation, and service access hold up. |
Sunrise Ford preview-order evidence is the stronger source for the dual-250A alternator option. The durable choice here is the two-Orion architecture; remaining packaging, protection, and Ford-side control closure stays on Gaps and Questions. |
| Solar charging | Keep the fixed roof array on a Victron 150V MPPT path and treat the current roof array as wired 4S for the 24V bank. Keep portable solar as a separate MPPT/input path. |
The current Rich Solar / Unaka / LeMotech hardware identities remain source-confirmed - receipt unknown. The accepted current array-topology conclusion is now 4S, promoted from design target to working reality after the 2026-06-05 interior cable-end voltage check matched the expected 4S voltage class. Remaining roof-fit and final hardware closure stays on Gaps and Questions. |
| Shore power | Use 30A shore service at the driver-side utility zone in the current exact MVP path Marinco 301EL-B -> Blue Sea 8077 -> Victron MultiPlus-II 24/3000/70-50 120V -> Blue Sea 8027, with Blue Sea 8101 retained only as the documented ELCI alternative. |
Rixen ComfortHot stays shore-power-only by operating policy on MultiPlus AC-out-2. The durable direction is the simple 30A shore baseline; remaining AC open work is physical 8077 placement plus final grounding / neutral-bond closure, not basic device selection. |
| Inverter | Use a Victron MultiPlus-II 24/3000/70-50 120V class inverter/charger, with normal operating mode inverter-off or charger-only except during real AC use such as induction cooking. |
The user has explicitly ruled out microwave, hair dryer, inverter-powered Rixen electric heat, and corded tool loads. Remaining buy-state and package closure belongs on Purchase Tracker and Gaps and Questions. |
| DC distribution | Keep the house system 24V with split 12V conversion zones: passenger-side plumbing/heating service, roof/center electronics, and a dedicated high-current 24V mini-split branch. Keep the front/cabin Orion-output node premium-only for the two laptop stations. |
This is the durable electrical topology choice. The current branch-protection and converter-class directions are now largely defined on this page; the remaining release-for-build work is no longer topology selection, but retirement of the specific dominant finish-line fields still open elsewhere on this page: landing point for the rear bond, package position for the front premium node and first-device GFCI / outlet package, and wire gauge for the MultiPlus, freezer, and mini-split rows. |
| Monitoring | Treat always-on smart-van monitoring as part of the base electrical architecture, with a Beelink EQ14 mini PC near the roof/center 12V subpanel rather than a Victron Cerbo GX, and track fresh + gray + urine tanks from day one. |
The canonical inventory row for the mini PC remains source-confirmed - receipt unknown. Home Assistant is still the likely top-level layer, and Starlink's continuous-work role means the roof/center electronics budget must carry always-on connectivity. Remaining interface/software/alarm closure stays on Gaps and Questions. |
| Connectivity | Treat Starlink plus the roof/center tech cabinet as a continuous electrical load, not an occasional accessory cluster. Keep the Standard Kit, GS308EP, and mini PC as the current tech-cabinet baseline, with the Starlink roof mount tracked separately as delivered hardware with unresolved manufacturer/source metadata. |
The Starlink Standard Kit, Beelink EQ14, and NETGEAR GS308EP remain source-confirmed - receipt unknown; the Starlink Gen 3 magnetic roof mount is now delivered - metadata incomplete. The durable closure here is continuous-load treatment and ventilated roof/center placement; router-proof and final cabinet closure remain open elsewhere. |
| Cameras / external devices | Keep the REVODATA PoE camera set as the current van-camera baseline and exclude the recovered REOLINK sailboat order from the van electrical plan. | The REVODATA set and current roof-entry hardware remain source-confirmed - receipt unknown. The durable owner-page fact is that PoE camera scope is real enough to affect budget and branch planning; remaining placement, recording, and final network architecture closure stays on Gaps and Questions. |
¶ Electrical MVP Definition
This section defines the first-power package for the van. It is intentionally narrower than the final electrical architecture so purchasing and rough-in can stay focused on the hardware that actually gets the van to usable overnight power plus recharge.
The electrical MVP is not "all electrical loads installed." It is the smallest source-backed package that can:
- charge the house bank from shore power
- charge the house bank while driving
- charge the house bank from the fixed roof array
- power the CPAP and a small number of ordinary day-one loads
- prove the core protection, shutdown, and monitoring path before mini-split, plumbing, and finish loads are added
¶ Included In Electrical MVP
| MVP Element | Current Direction | Why It Is In Scope |
|---|---|---|
| House battery bank | Use the two Epoch 12V 460Ah batteries already carried as the planned 24V 460Ah house bank. |
No useful MVP exists without actual house storage. |
| Main battery protection and shutdown | Use the Victron Lynx Class-T Power In M10, Lynx Shunt VE.Can M10, Lynx Distributor M10, Blue Sea 5119 300A Class-T main battery-entry fuse, and Blue Sea 9003e rear-accessible disconnect. |
This is the minimum safe backbone for first energization, charge acceptance, and controlled shutdown. |
| Shore-charge path | Use the current exact MVP shore path Marinco 301EL-B -> Blue Sea 8077 -> Victron MultiPlus-II 24/3000/70-50 120V -> Blue Sea 8027. |
Shore charging is one of the required MVP recovery paths and gives the easiest controlled first commissioning source. |
| Fixed roof-solar path | Use the fixed roof array through the Victron SmartSolar MPPT 150/45 class and the single roof-entry cluster already defined on this page. |
Roof solar is explicitly part of the day-one recharge strategy, not a later convenience add-on. |
| Minimum output path for real use | Keep the current exact MVP ordinary-AC branch live through MultiPlus AC-out-1 and Blue Sea 8027 branch 1: 15A, first-device Leviton GFTR1-W-class GFCI, and the ordinary outlet chain for front/cab + kitchen counter + sliding-door + garage/service convenience use. Add only the minimum temporary or permanent outlet hardware needed to prove that branch safely. |
The first milestone is usable overnight power, not a finished outlet layout. |
| Core state-of-system visibility | Keep the Lynx Shunt VE.Can in the MVP so house-bank current and state can be read during first commissioning, even if the final mini-PC integration stack is still incomplete. | First power without current and charge visibility is avoidable risk. |
¶ Explicitly Deferred Until After Electrical MVP
| Deferred Item | Why It Stays Out Of MVP |
|---|---|
| Mini-split branch final signoff and cable order | The current branch package is already defined at the owner-page level, but final order-safe signoff still waits on delivered-unit current evidence plus actual route-length confirmation. |
| Portable-solar MPPT and exterior portable-solar inlet | Useful, but not required to hit the day-one recharge threshold because fixed roof solar is already in scope. |
Passenger-side and roof/center permanent 24V -> 12V distribution zones |
They belong to the finished architecture, but they are not required to prove first battery, charging, inverter, and roof-solar operation. |
| Premium USB-C laptop stations, five MagSafe phone-charging points, and the three ordinary USB-C outlets | Useful for the final living layout, but they do not gate first overnight CPAP use. |
| Starlink, PoE/networking expansion, and the full roof/center always-on tech cabinet package | Important to the final build, but they should not delay first power unless the user intentionally promotes them into MVP scope. |
| Water-system loads such as tank pads, water pump, valves, and sender rough-in | These belong to the plumbing/service-zone build and can come after the power backbone is proven. |
| Fridge, freezer, mini-PC software stack, and other secondary electrical branches | They depend on the same backbone, but they are not part of the minimum first-power proof. |
¶ MVP Procurement Interpretation
Treat these hardware families as the current electrical MVP procurement core:
- batteries already on hand
- Victron Lynx Class-T Power In M10
- Victron Lynx Shunt VE.Can M10
- Victron Lynx Distributor M10
- Blue Sea
9003e - Victron MultiPlus-II
24/3000/70-50 120V - Victron SmartSolar MPPT
150/45 - Marinco
301EL-B - Blue Sea
8027
Treat these as MVP-adjacent but still intentionally deferred or blocked:
- portable-solar MPPT
100/30 - alternator-charge path using
2xVictron Orion XS 1400 plus its front-node / Ford-side protection package - mini-split branch final-signoff evidence and route-dependent cable order
- permanent
12Vzone converters and subpanels - distributed USB-C outlet hardware
- full monitoring and Starlink cabinet completion
¶ Roof Entry Architecture
User confirmed on 2026-05-23 that the van should use one deliberate roof-entry cluster rather than multiple scattered penetrations.
Current accepted direction:
- Use a single roof penetration in the roughly
2-3 indiameter class. - Cover that penetration with the purchased exterior plastic roof junction box, sealed to the roof with its screwed-down lid accessible for later service.
- Bring cables into the junction box through cable glands mounted in the box walls, then turn the cable runs down through the central roof hole rather than sending each cable through its own dedicated roof hole.
- Day-one required use is only the fixed-roof solar conductors.
- Fan wiring is already inside the van and should not drive this roof-entry design.
- Future Starlink, lighting, camera, or other roof-zone additions should be added by drilling new gland holes into the junction-box walls instead of creating a new roof penetration elsewhere.
Working implications:
- The roof-entry cluster should land directly in or immediately adjacent to the roof / center solar-entry / tech-cabinet zone already assumed by this page.
- The remaining roof-entry blocker is placement and interference closure with solar, rack, Starlink, and service access, not whether the project wants one cluster or several separate penetrations.
- Exact hole diameter, gland mix, cable bend radius, and internal strain-relief details still depend on the final day-one solar cable count and the actual box/gland dimensions before drilling.
- Current planned installation method is to bond the box base to the roof with on-hand
3M Window-Weld, then seal the perimeter with on-hand lap sealant. The method and material availability are user-confirmed, but the exact Window-Weld SKU plus the exact lap-sealant product identity are still not recovered from a stronger purchase/source record.
¶ Roof Entry Installation
Use this section for the standing install method for the driver-side roof-entry cluster. Keep dated execution notes on Build Log, not here.
¶ Purpose
Create one serviceable roof-entry cluster above the planned driver-side upper cabinet run so fixed-roof solar conductors can enter on day one and future roof cables can reuse the same enclosure later.
¶ Preconditions
- Final roof-entry location is confirmed from the inside out: roof box above the driver-side cabinet chase, not above a cabinet face frame or a hidden structural obstruction.
- Roof footprint clears the ladder use zone, solar mounts, fan area, and lid-service access.
- Final day-one cable count is known well enough to choose gland count and central-hole size.
- Junction box, glands, on-hand
3M Window-Weld, on-hand lap sealant, and raw-edge corrosion-protection material are all present before the roof cut is made.
¶ Preferred Sequence
- Template the box footprint and the desired cable drop point from the interior cabinet side first, then transfer that location to the roof.
- Dry-fit the box on the roof and verify lid access, gland orientation, ladder access, and cable approach before opening any adhesive.
- Drill a small pilot hole at the intended center and confirm from both sides that the landing point inside the van is still correct.
- Cut the final roof opening only after the pilot confirms the landing point. Keep the opening only as large as needed for the expected cable bundle, chafe protection, and a clean downward turn.
- Deburr the cut edge thoroughly and remove all chips.
- Protect the bare cut steel with a paint-on corrosion-protection coating before the box is bonded down.
- Install and clock the cable glands in the box walls before final box bonding if that makes cable geometry easier to verify.
- Apply a continuous
Window-Weldbond bead under the box base around the footprint. The bond pattern should be perimeter-driven, not just a bead around the roof hole. - Set the box in its final orientation once and compress it enough to establish a continuous bond without starving the bond line.
- After the box is seated and the bond is stable, apply lap sealant around the exterior perimeter as the weathering layer.
- Route the solar cables through the wall glands, turn them down through the shared roof opening, and add internal strain relief and drip discipline inside the cabinet chase.
¶ Bonding And Sealing Notes
- Treat
Window-Weldas the box-to-roof bonding layer. - Treat lap sealant as the exterior weather seal, not as the primary attachment method.
- The main
Window-Weldbead should follow the box footprint near the outer base area, inset enough to avoid excessive squeeze-out. - Do not rely on a thick bead around the central roof opening as the main attachment strategy.
- Keep the central opening area clear enough that squeezed adhesive does not obstruct the cable drop or create a cleanup problem inside the enclosure.
- If the roof crown or local shape prevents the box base from sitting evenly, solve that fit problem before bonding rather than trying to fill a poor fit with excess sealant.
¶ Roof Surface Preparation For The Bond Area
Use this as the standing prep sequence for the painted roof area where the box base will bond and where the outer lap-sealant fillet will land.
- Wash and wipe the planned footprint until it is free of dirt, oil, grease, loose paint, and rust.
- Let the area dry fully before opening either adhesive/sealant.
- Dry-fit the box on the clean roof first and mark the final footprint so the cleaned bond area stays controlled.
- Avoid unnecessary abrasive prep in the bond area. Keep intact factory paint where it is sound instead of grinding broadly to bare steel.
- If prep work does create bare-metal scratches or exposed steel, prime only those repaired spots with an appropriate automotive primer and let it cure before bonding.
- Keep the fresh-cut roof opening edge on its own corrosion-protection path; do not smear that coating casually across the whole adhesive footprint unless compatibility with the final bond stack is verified.
- Do the bonding/sealing work only when the roof surface is dry and ambient conditions are above
40°F.
Why this is the current source-backed sequence:
- Dicor
501LSWdirections say to clean the surface of dirt, loose paint, rust, oil, and grease, then allow the surface to dry before applying sealant. - The 3M
08609Window-Weld data sheet says bonding is not recommended below40°F. - The 3M sheet also says to avoid scraping paint off the bond flange unnecessarily and to prime any bare-metal scratches / repaired areas before bonding.
¶ Raw-Metal Corrosion Protection
The fresh cut roof edge needs corrosion protection before the enclosure is bonded down. Current selected product is Rust-Oleum Stops Rust 1 qt Flat White Clean Metal Primer, SKU 102365, backed by Home Depot order WH32681930 dated 2026-05-23.
Current practical recommendation:
- Use the purchased Rust-Oleum Stops Rust clean-metal primer on the exposed bare steel cut edge and any nearby non-bond bare-metal touch-up areas created by drilling/cutting.
Why this is the current recommendation:
- The product is no longer hypothetical; it is the actual purchased roof-edge corrosion-protection item now tied to a source record.
- The chosen product keeps sourcing practical and off-the-shelf instead of leaving the install blocked on a generic product-class recommendation.
- The use boundary still matters more than the container size: protect the fresh cut steel edge without casually coating the entire future adhesive footprint.
Keep the use boundary tight:
- Use the coating on the fresh cut steel edge and any non-bond bare-metal touch-up areas created by drilling/cutting.
- Do not automatically coat the entire roof bonding footprint under the box unless the final adhesive stack is verified as compatible with that coated surface.
- If a later topcoat is desired on exposed repaired metal outside the bond area, follow the primer's topcoat window instead of leaving a generic primer edge exposed indefinitely.
¶ Inspection Before Closing
- Box footprint fully supported with no obvious rocking.
- Raw steel edge fully covered by corrosion protection.
- Bond bead continuous around the base.
- Lap sealant fully bridges the roof-to-box perimeter transition.
- Lid screws remain accessible after sealant work.
- Cable glands are oriented for future additions, not just the day-one solar pair.
- Interior cabinet landing still leaves room for strain relief, service loops, and future cable additions.
¶ Factory Electrical / Upfitter Equipment
These items came from the Ford factory-order documents, not from the aftermarket purchase log. They matter because they define the starting electrical interface points available before the camper build wiring begins.
| Factory Item | Source | Relevance to Camper Build |
|---|---|---|
| Upfitter wiring provisions | Ford Build & Price PDF | The saved selected-options PDF lists Modified Vehicle Wiring System, Dual AGM Batteries, and Auxiliary Fuse Panel with High Spec Interface Connector. It does not separately show a 67C package label in the extracted text reviewed on 2026-05-20. |
| Auxiliary fuse panel with high-spec interface connector | Sunrise Ford preview order; Ford Build & Price PDF | OEM connection point for aftermarket circuits, controls, and relay interfaces. |
| Modified vehicle wiring system | Sunrise Ford preview order; Ford Build & Price PDF | Factory wiring-prep option intended to support upfit equipment integration. |
Dual alternators (250 AMP) |
Sunrise Ford preview-order image; Ford technical specifications | Dealer preview/order image sent 2025-02-20 lists DUAL ALTERNATORS (250 AMP) as a selected option. Ford technical specifications list the available dual-250A alternator configuration. |
Dual AGM batteries (70 amp-hr each) |
Ford Build & Price PDF | Confirms the van was ordered with the factory dual-battery arrangement rather than a single starter battery. |
Power outlet (110V / 400W) |
Sunrise Ford preview order | This is the factory mini inverter / outlet package. It is useful for light OEM AC convenience loads, but it does not replace the planned house inverter. |
¶ Design Notes from the Factory Option Set
- The user intends to keep the aftermarket inverter normally off and rely on DC wherever practical; the factory
110V / 400Woutlet remains a separate OEM convenience feature, not part of the main house-power architecture. - The confirmed dual-
250Aalternator configuration strengthens the case for a meaningful alternator-charging path, but the final Victron DC-DC charger still needs to be sized conservatively around actual alternator behavior, cable length, heat, Ford load-shedding guidance, and upfitter connection limits. - The factory auxiliary fuse / interface hardware has a source-backed location from the Ford BEMM: the Auxiliary Fuse Panel is behind the glove box and slightly outboard behind the removable cup holder. Ford also notes a cloned standard interface connector packaged higher in the driver-seat pedestal. Use that as the planning basis instead of treating the location as unknown.
- The factory
110V / 400Woutlet location is source-bounded by the 2025 Transit owner manual: the110-120Voutlet can be located on both sides of the passenger seats. The same source gives the operating limit as400Win Park and300Win Drive. Treat it as an OEM convenience outlet only. - The factory dual AGM system is part of the chassis/vehicle electrical side. It does not change the planned
24VEpoch house bank architecture. - Ford BEMM guidance for alternator charging starts from the Customer Connection Points at the driver-seat pedestal, not from cutting into alternator wiring. The BEMM explicitly warns not to cut alternator wires and notes the alternator is LIN controlled with no conventional B+ engine-start signal line.
- Ford BEMM notes CCP1 as a
60Afused point and CCP2 as a175Apoint when equipped. It also says CCPs are always at the driver-seat pedestal under a protected cover, and that vehicles with twin batteries or certain SVO options have CCP2. Because this van is source-confirmed with dual AGM batteries and auxiliary fuse / high-spec interface equipment, treat CCP2 as the source-backed planning baseline. The remaining step is installation inspection/access, not a design research gap. - Ford BEMM treats auxiliary loads over
60Aas needing load-shedding / battery-guard coordination, and points higher-current engine-run loads toward CCP2 / load-shedding controls. This means DC-DC charging size is not just an alternator-output question; it also depends on Ford load-shedding, Third Party High Power mode, wire route, heat, and chassis-battery protection. - Community research on Ford Transit camper builds generally aligns with using CCP2 for larger DC-DC charging when present, and treats the smart alternator / SRC behavior as a reason to use a real DC-DC charger rather than a simple isolator. Community guidance remains secondary to the BEMM and source-backed Ford option record.
¶ Current Sizing Direction
Keep this table for durable electrical direction and technical closure context. Track live unresolved blocker state on Gaps and Questions, not here.
| Area | Current Direction | Technical Closure Context |
|---|---|---|
| Shore power | Use 30A shore service on the driver-side utility zone in the current exact hardware stack Marinco 301EL-B -> Blue Sea 8077 -> Victron MultiPlus-II 24/3000/70-50 120V -> Blue Sea 8027. Shore pass-through remains important, but inverter capacity is now justified by 120V induction cooking rather than by shore-charge speed. |
The remaining AC-side work is physical 8077 placement, final ordinary-outlet grouping, and final grounding/neutral implementation, not the top-level hardware stack. |
| Inverter / charger | Current exact direction is Victron MultiPlus-II 24/3000/70-50 120V. This matches the 24V bank, 30A shore input, sparse 120V outlet plan, and 120V induction cooking with inverter enabled only during cook time. The 70A shore charger is useful but not the deciding reason; the deciding reason is inverter headroom for a normal 120V induction cooktop. |
Preserve manual verification of the exact current Victron 120V SKU and keep the single-120V assumption unless a real split-phase / 240V requirement appears. |
¶ Shore-Power Inlet Cutout
The official Marinco 301EL-B installation instructions call for a 2-7/8 in diameter hole saw for the main body cutout, plus 1/8 in pilot holes for the four mounting screws.
Why this is the standing size basis:
- The local official Marinco installation sheet for
301EL-Bsays to "cut opening in hull using2-7/8 indiameter hole saw." - The same sheet also says to use the inlet as the template for the four mounting holes, then drill those with a
1/8 inbit. - The Marinco spec sheet separately confirms the mount-hole pattern as
0.16 inholes on a2.43 insquare pattern, which is consistent with using the inlet itself as the final fastener template after the main cutout is made.
| Roof solar MPPT | Current exact direction is VictronSmartSolar MPPT 150/45. This gives output-current and array-growth margin for the current1000Wroof array while supporting both preferred4Sand fallback2S2Ptopology. | Final part closure depends on whether the existing Unaka wiring can stay usable as4Sor needs rework for actual roof layout and shading behavior. |
| Portable solar input | Rough-in baseline: exterior inlet next to the driver-side shore-power inlet, dedicated wires/conduit to the electrical cabinet, dedicated PV disconnect/protection, and reserved controller space for a VictronSmartSolar MPPT 100/30. Victron source specs give the100/30a100VPV limit,30Acharge current,35APV short-circuit-current limit, and880Wnominal PV power on a24Vbattery, which covers the current400Wportable target and preserves practical600Wmargin if the final panel voltage/current fits. | Keep exterior connector choice, polarity convention, weather protection, and portable-panel SKU tied to the final portable-solar package rather than treating them as settled architecture. |
| Alternator DC-DC charger | Current exact direction is two VictronOrion XS 1400chargers from day one, mounted near the driver-seat / CCP2 area if fit, ventilation, and service access check out. Victron specs support mixed12V/24Voperation,9-35Vinput,10-35Vadjustable output,1-50Ainput/output current settings, smart-alternator engine detection, remote on/off, VE.Direct, and1400Wat28V x 50A. In a12V -> 24VTransit use case, one unit's50Ainput limit maps to roughly the600-700Wclass; two units allow about100AFord-side input and roughly45-50Ainto the24Vhouse bank during bulk charging, depending on voltage, temperature, and configured limits. | Final install still depends on CCP2 protection/routing, Ford-side mode-control behavior, output-node protection, and thermal mounting details, but the day-one two-Orion direction is the durable architecture choice. |
| 24V-to-12V conversion | Current exact direction is localized conversion rather than a large12Vbackbone. The accepted architecture is split zones: a passenger-side plumbing/heating service converter and subpanel for Rixen, tank heat pads, water pump, valves, the kitchen wall MagSafe charger, the kitchen ordinary USB-C station, fridge, freezer, and utility loads; plus a roof/center converter and subpanel for fan, lighting, sensors, networking, Starlink/tech-cabinet loads, the four bedside/dinette MagSafe chargers, the dinette ordinary USB-C station, and the one driver/front ordinary USB-C outlet. Premium laptop charging stays on protected24Vbranches. | Preserve the split-zone architecture while final ventilation allowance, local jumper geometry, and any later deliberate panel-growth changes stay tied to the completed load tables and the accepted Starlink/tech-cabinet continuous-load assumption. |
¶ Rear Electrical Cabinet Current Package - 2026-05-21
This section reflects the current rear electrical-bay package direction, not just an early cabinet sketch. Device identity, protection roles, and the main rear-bay landing paths are now largely defined; the remaining hold is the smaller release-for-build capture set called out elsewhere on this page: landing point closure for the rear bond, package position closure for the front premium node and first-device GFCI / outlet package, and wire gauge closure for the MultiPlus, freezer, and mini-split rows, plus the downstream route-length, cut-list, and hardware-execution details those captures unlock.
¶ Source-backed constraints
- Victron's MultiPlus-II 120V manual says the
24/3000/70model should use a300ADC fuse andAWG 1/0copper DC cabling for0-5 mruns, with2x AWG 1/0for5-10 mruns. It also calls for90 Ccopper DC cable, a battery disconnect rated at least for the DC fuse current, and short battery-to-inverter cable runs. Treat300A Class-Tas the current exact main battery-string fuse direction unless the final battery manual, cable route, or engineered protection review forces a different rating. - The same MultiPlus-II manual requires a dry, well-ventilated location close to the batteries, at least
10 cmcooling clearance around the unit, and service-panel access after installation. It also says not to mount the inverter/charger directly above batteries. - The MultiPlus-II 120V
3kAC side uses50Arated AC input and50AAC-out-1 terminals withAWG 6minimum wire gauge at those terminal ratings, but this build's shore inlet target is30A, so the shore input breaker and wire should be downsized to the actual shore service rather than blindly using50A. - Victron's Lynx Distributor is rated
1000Acontinuous for12/24/48Vsystems and has four fused DC positions designed for MEGA fuses. For12Vand24Vsystems, Victron says to use36V-rated MEGA fuses and to match fuse ratings to the maximum voltage/current and cable ampacity of each circuit. - Victron's Lynx Class-T Power In is rated
1000Acontinuous, uses M10 bus connections, and can connect/fuse up to two lithium battery strings with separately purchased Class-T fuses. Victron lists compatible Class-T fuse families in the225A,250A,300A,350A, and400Arange. - Victron's Lynx Shunt VE.Can M10 has an internal main-fuse position, but the M10 model also includes a busbar insert so the main fuse can be placed outside the shunt. If the Class-T Power In is used as the battery-string fuse, the shunt stage should be reviewed as a monitoring/bus stage rather than assuming a second main fuse is required there.
- Victron describes the Lynx Shunt VE.Can M10 as part of the Lynx Distribution system with positive and negative busbars, a battery monitor, and a fuse holder. It communicates over VE.Can, supports
12V,24V, and48Vsystems, is rated1000Acontinuous, and includes RJ10 power/data connection support for Lynx Distributor status. - Victron's Lynx Shunt VE.Can communication path is VE.Can / GX-device oriented, with NMEA 2000 support through a VE.Can to NMEA 2000 cable. Because this build is not using a Cerbo GX as the main controller, the custom mini-PC monitoring stack should plan for a CAN / NMEA 2000 / VE.Can integration path rather than assuming VE.Direct.
- Victron says the Lynx Smart BMS is only for Victron lithium batteries. Because this build uses Epoch batteries with their own internal BMS, do not specify a Lynx Smart BMS for this bank unless the battery platform changes.
- Blue Sea Systems lists the
9003ee-Series single-circuit ON/OFF battery switch at350Acontinuous,600Afor5 min,32V DCmaximum,3/8 in - 16 / M10terminal studs, and4/0 AWGcable size to meet rating. That gives margin over the300AClass-T working fuse target. The smaller6006m-Series switch is also source-rated300Acontinuous, but that is exactly equal to the fuse target and gives less margin. - Victron's SmartSolar MPPT
150/45manual lists45Amaximum battery current,1300Wnominal PV power on a24Vbattery,150Vmaximum PV open-circuit voltage, and a required battery-side fuse range of50Ato63A. - Victron's SmartSolar MPPT
100/30manual lists30Arated charge current,880Wnominal PV power on a24Vbattery,100Vmaximum PV open-circuit voltage, and a required battery-side fuse range of35Ato40A. - Victron's Orion XS 1400 manual lists an external battery protection fuse range of
60Ato70A, with minimum cable gauge6 AWGfor runs under5 mand4 AWGfor5-10 m. - Epoch's official
12460A-Huser manual is now indexed locally and gives the current exact battery basis used on this page:200Amax charge current,200Amax discharge current,400A @ 10speak charge/discharge,4max series,4max parallel,M8terminals at20-35 Nm, upright-only orientation, and Bluetooth / CAN bus / RS485 communications. Treat200Aas the current official manual-backed series-string charge-current ceiling. The same official resources set also exposes the safety sheet, but still does not expose a separate12460A-Hdata sheet. - Victron's Orion-Tr Smart non-isolated product line includes a
24/12-30A360Wconverter/charger class with Bluetooth monitoring/programming, remote on/off,12Vand24Vsystem support, and models that can be paralleled. This was a good working class before ordinary USB-C sockets moved onto the roof/center panel; now it is a lower-bound reference and the final roof/center converter must be sized from the completed load table. - Victron's high-power non-isolated Orion DC-DC converter line includes
24/12-25A,24/12-40A, and24/12-70Amodels. The owner page now treats the24/12-70Aclass as the current exact service-converter direction for the passenger-side utility zone, not merely an upper working target, because the accepted service load package is already above the smaller Smart-class lower-bound reference once Rixen, tank pads, pump, valves, kitchen DC, and the dedicated refrigeration branches are carried together. - U.S. Solid's JFMSV motorized ball-valve manual says the valve opens/closes through the yellow control wire, de-energizes once open or closed, supports
9-24V AC/DC, is IP65, and lists5Wmaximum power for the SS304 model family. Treat the two water selector valves as low-current transient loads, not a converter-sizing driver. - Maxxair's Maxxfan Deluxe installation manual says the fan requires a minimum
12V DC,5Aservice. - Unaka's listing for the source-confirmed Fiamma
98655-914LED Awning Case Light Kit says it needs a switched12V DC,1Aconnection, with12Wpower usage. - Blue Sea Systems' ST Blade 12-circuit fuse block class is rated
100Aper block and30Aper circuit. Treat this as the current12Vbranch fuse-block direction for both passenger-side service and roof/center zones, pending final enclosure and circuit-count review. - Remco's
55AQUAJET-ARVtechnical data sheet lists a12V DCvariable-speed fresh-water pump with5.3 GPMmaximum flow,65 PSIshutoff pressure,3/4 inquick-attach female ports,10Amaximum current,14 AWGleads, and a10Aincluded fuse on the aftermarket ARV version. Treat it as the current water-pump direction. - Apple's fast-charge support page says the 16-inch MacBook Pro M3 Pro fast-charge reference is Apple's
140WUSB-C power adapter with the USB-C to MagSafe 3 cable. Treat140W USB-C PD 3.1 EPRas the target for the user's 16-inch M3 Pro laptop station. - Coolgear's
CG-PD140EPRChargeIT Mini is the current exact DC-only laptop-module direction. Source data lists12-24V DCinput, a2-pinterminal-block power connector, one screw-lock USB-C charging port, USB PD 3.1 EPR support, and output profiles up to28V x 5A/140W. - Community-derived research from van / USB-C / DIY-solar discussions, including r/VanLife, r/vandwellers, r/UsbCHardware, and DIY Solar Forum, points toward quality fused
12Vaccessory sockets with replaceable USB-C charger inserts for general phone/tablet outlets because USB-C charger standards keep moving and cheap flush-mount PD modules have inconsistent user reports. Treat this as a planning preference rather than an official electrical specification; final socket and charger inserts still need product-page ratings before purchase. - User-confirmed phone-charging direction on
2026-05-24: use five MagSafe locations for the living area, with one on each side of the bed, one on the kitchen wall, and two at the dinette. Keep the separate front-seat ordinary USB-C outlet beside the premium high-power station unless a later trim pass deliberately removes it. - User confirmed on
2026-05-24that the kitchen wall charger belongs on the passenger-side plumbing/heating service12Vsubpanel, not on the roof/center panel. - Coolgear's
CG-CCJPD30x2dual USB-C charging board remains a plausible custom flush phone-side module if a finished premium-station faceplate needs board-level ports:12-24V DCinput,2-pinterminal block, and two USB-C PD/PPS ports at30Weach /60Wtotal. It is no longer the default companion purchase now that adjacent lower-power outlet locations are planned at the driver-seat and dinette premium stations. - Powerwerx's
OutletPlate2is a useful house-style mounting path for lower-power DC USB-C outlets: it fits a standard 1-gang blue electrical switch/outlet box and provides two1-1/8 inholes for compatible panel-mount USB outputs, Powerpole modules, or a12Vaccessory socket. - Powerwerx's
PanelCIG12Vaccessory socket is the current socket direction for the replaceable-insert path. Source data lists15Acurrent rating, a standard1-1/8 inmounting hole, and1-7/8 inrear housing depth with quick-disconnect tabs. - Scosche's
CPDCC60/ PowerVolt PD60 is the current mainstream replaceable USB-C charger-insert direction. Source data lists two USB-C ports,30Wper port, and use from a vehicle12Vpower outlet. Treat it as a12Vinsert unless a final package/label proves broader input support. - Powerwerx's
PanelUSB-DualQC4remains a house-style hardwired fallback for lower-power DC USB-C outlets where a fixed wall-plate look matters. Source data lists9-31V DCinput, two USB-C ports, top port up to65W, bottom port up to45Wwith24Vinput or36Wwith12Vinput,1-1/8 inpanel mounting, and a recommended7.5Ainput fuse. - Powerwerx's
PanelUSB-100Wis a higher-output single-port option for locations that may charge a smaller laptop but do not need the full 16-inch MacBook140Wtarget. Source data lists9-31V DCinput, single USB-C output up to100W,1-1/8 inpanel mounting, and a recommended10Ainput fuse. - Scanstrut's
SC-USB-F3Flip Pro Max is a polished/weather-resistant lower-power option. Source data lists10-32V DCinput, two USB-C ports,36Woutput on a12Vsystem or up to60Won a24Vsystem, max6Ainput current with a10Arecommended fuse,32 mm / 1.25 inhole-saw installation, and IPX4 front protection with the cover closed.
¶ Working topology
Current preferred physical assumption: keep the two Epoch batteries and the main Victron power electronics together in the rear driver-side garage electrical bay.
Current preferred DC backbone: use the Victron Lynx modular system for the main cabinet.
Power path, conceptually:
Epoch 12V 460Ah battery #1 + #2 in seriescreates the24V 460Ahhouse bank.- Bank positive and negative enter a
Lynx Class-T Power In M10as the battery-string protection and cabinet entry point. Current exact battery-entry fuse direction is Blue Sea5119300AClass-T, driven by the MultiPlus-II24/3000/70manual and the current owner-page branch package. The remaining release-for-build blocker here is not fuse identity; it is the shared rear-baywire gauge/ cable-length closeout that follows the final battery-to-Lynx path. - The fused positive path passes through the main DC service disconnect. Current exact switch direction is Blue Sea Systems
9003ee-Series. Place the operator handle very close to the rear doors, away from water-service hardware, so an emergency shutdown can be reached from the back of the van after opening the rear door. - The Lynx battery side feeds a
Lynx Shunt VE.Can M10with its fuse dummy / busbar insert installed for whole-bank current measurement. This is now the selected shunt path as of2026-05-21; do not carry a SmartShunt alternative in the main cabinet BOM unless the monitoring stack later proves VE.Can/CAN ingestion impractical. - The system side now uses
2xLynx Distributor M10modules on the right side of the Lynx stack. Victron's current Distributor documentation gives each module4fused positive branch outputs,4negative return connections, and1dedicated ground connection. - Current exact discharge branches from the first Distributor:
- MultiPlus-II
24/3000/70-50 120Vat300A - dedicated mini-split branch at
60A - passenger-side
24V -> 12Vservice feeder at60A - roof/center
24V -> 12Vfeeder at40A
- MultiPlus-II
- Current exact charge-source branches from the second Distributor are:
- roof SmartSolar MPPT
150/45at60A - shared front alternator-charge return from the front
2127node at60A - portable SmartSolar MPPT
100/30reserve at40A - one spare charge-source / later-expansion position intentionally left open
- roof SmartSolar MPPT
- The matching charge-source negatives should use the second Distributor's negative-return positions. Keep the premium front-node laptop branches local to the front
2127/7720package rather than spending rear Lynx positions on those endpoint circuits. - Use the first Distributor's dedicated ground connection for the single main DC chassis bond. Leave the second Distributor ground position unused unless a later source-backed package change still preserves the one-bond-only rule.
- The Blue Sea
7748, Blue Sea7721, and the external Blue Sea2104/2718hardware are no longer part of the accepted backbone. Current direction is to return that Blue Sea charge-combiner / busbar package and use the second Lynx Distributor instead. - Do not rely on the battery BMS as the normal charge-current limiter. Charger settings and conductor/fuse sizing should keep normal operation below the battery limit.
The current exact disconnect device remains Blue Sea 9003e in the protected positive path downstream of the Class-T stage. The no-busbar revision does not by itself close the final direct-coupled-versus-short-protected-loop geometry around that switch, so keep that jumper geometry on the open capture list instead of reintroducing standalone external busbars as a required backbone element.
¶ Electrical MVP Main DC Trace
This is the current exact trace for the energized electrical MVP house-24V backbone. It is intentionally narrower than the full architecture: it covers the battery bank, the main positive/negative spine, the MultiPlus DC feed, the fixed-roof MPPT battery-side output path, and the single main DC bond. It does not treat the deferred alternator path, portable-solar path, passenger-side permanent 12V zone, roof/center permanent 12V zone, or mini-split energization as part of the MVP trace.
Use Electrical Landing Map for the exact cable-end register. This section is the ordered trace; the landing map remains the canonical stud/lug owner.
| Trace segment | Current exact connection order | Current wire / cable direction | Current protection / switching | Current stud / terminal direction | Current status / notes |
|---|---|---|---|---|---|
| Battery series link | Epoch battery #1 M8 terminal -> series jumper -> Epoch battery #2 M8 terminal |
1/0 AWG |
none; this is the series link that creates the 24V bank from 2x 12V batteries |
M8 / 5/16 in ring lug at both battery ends |
exact now |
| Main battery positive entry | positive battery M8 terminal -> Victron Lynx Class-T Power In M10 battery entry |
1/0 AWG main-spine direction, keep 2/0 open |
Blue Sea 5119 300A Class-T main battery-entry fuse in the Lynx Class-T stage |
battery end M8 / 5/16 in; Lynx Class-T external cable landing M10 / 3/8 in |
exact now |
| Main positive protected path | positive battery M8 terminal -> Victron Lynx Class-T Power In battery entry -> Blue Sea 5119 300A Class-T stage -> Blue Sea 9003e -> system-side Lynx positive bus / Distributor feed |
1/0 AWG main-spine direction, keep 2/0 open |
Blue Sea 5119 300A Class-T at the battery entry plus Blue Sea 9003e as the manual whole-house positive disconnect |
battery end M8 / 5/16 in; Lynx Class-T external cable landing M10 / 3/8 in; 9003e studs 3/8 in; exact post-switch jumper geometry remains open |
exact now on device / fuse direction; exact protected-positive jumper geometry around the switch remains the current execution hold |
| Main battery negative entry | negative battery M8 terminal -> Lynx Shunt VE.Can battery side -> Lynx Shunt system side |
1/0 AWG main-spine direction, keep 2/0 open |
no separate fuse in the negative spine; whole-bank measurement occurs at the Lynx Shunt | battery end M8 / 5/16 in; current accepted planning assumption is M10 / 3/8 in at the external shunt interconnection side |
exact now except the shunt-manual residual source conflict already preserved on Electrical Landing Map |
| System-side Lynx handoff into fused house distribution | system-side Lynx positive bus -> Lynx Distributor main feed / fused-branch stage | current owner-page direction keeps this in the same main-spine cable family and treats it as direct-coupled Lynx bus work unless the final disconnect package forces a short protected loop | no additional breaker ahead of the Distributor beyond the 300A Class-T main and the 9003e disconnect; the Distributor is the branch-fuse stage |
current exact branch landings remain M8 / 5/16 in at the Distributor; final direct-coupled versus looped-positive execution is still open |
architecture exact now; final jumper geometry remains tied to the disconnect package |
| MultiPlus DC branch | Lynx Distributor fused MultiPlus branch -> Victron MultiPlus-II positive DC input, with matching negative return from Lynx Distributor negative connection -> MultiPlus negative DC input | 1/0 AWG minimum for the current short-run cabinet direction; keep 2x 1/0 AWG open if the final path leaves Victron's short-run band |
Lynx Distributor 300A MEGA branch fuse; the same positive/negative pair carries both inverter discharge current and charger return current when shore charging is active |
positive branch end M8 / 5/16 in at the Distributor and M8 / 5/16 in at the MultiPlus; negative return is M8 / 5/16 in at the Distributor and M8 / 5/16 in at the MultiPlus |
exact now on device / fuse / landing; still open mainly on final cable-length signoff |
| Roof MPPT battery-side positive output | Victron SmartSolar 150/45 battery-positive screw terminal -> second Lynx Distributor fused charge-source branch |
6 AWG |
current exact owner-page direction is one dedicated second-Lynx-Distributor 60A charge-source branch for the selected roof MPPT |
MPPT end is bare conductor at the SmartSolar screw terminal; Lynx branch landing uses the Distributor branch-cable M8 / 5/16 in family |
exact now |
| Roof MPPT battery-side negative output | Victron SmartSolar 150/45 battery-negative screw terminal -> second Lynx Distributor negative-return connection |
6 AWG |
no separate fuse on the negative side | MPPT end is bare conductor at the SmartSolar screw terminal; Lynx negative-return landing uses the Distributor negative-connection M8 / 5/16 in family |
exact now |
| Main DC negative-to-chassis bond | Lynx Distributor dedicated ground connection -> main DC bond jumper -> Ford rear driver-side GP29-31 ground-point family, or dedicated fixed-body fallback in the same cavity |
1/0 AWG minimum |
no fuse; this is the single main DC chassis bond for the MVP rear-bay grounding zone | Distributor ground connection uses M8 / 5/16 in cable-lug family; current working vehicle-side lug-hole family is 1/4 in, pending exact stud capture |
exact method is closed; exact Ford stud within GP29-31 remains the current landing-point hold |
Present but not energized in the electrical MVP if those positions are physically populated now:
- Lynx Distributor branch position reserved for the mini-split at
60A. - Lynx Distributor branch position reserved for the passenger-side service feeder at
60A. - Lynx Distributor branch position reserved for the roof/center feeder at
40A. - Second Lynx Distributor branch position reserved for the shared front alternator-charge return at
60A. - Second Lynx Distributor branch position reserved for the future portable MPPT at
40A. - Second Lynx Distributor fourth branch intentionally spare.
Those reserved branch positions are part of the accepted cabinet package, but they are not required to be energized for electrical MVP completion.
¶ Cabinet placement rules
- Put batteries low in the rear driver-side bay with positive terminal protection, physical restraint, and service access to each battery's Bluetooth/BMS status and terminals.
- Mount the MultiPlus-II close to the batteries but not directly above them. Keep the manual-required
10 cmventilation clearance and access to the bottom service panel. - Place the Lynx modules where battery cables enter cleanly, covers can be removed, and MEGA/Class-T fuses can be replaced without unloading the whole garage.
- Place the main DC disconnect handle near the rear-door side of the cabinet, not near the water-service zone. The handle can require rear-door access, but should not require unloading the garage or removing electrical covers.
- Reserve physical space for a fused charger combiner / sub-bus near the Lynx Distributor. One Lynx Distributor has only four fused positions, so treating every MPPT and Orion output as a direct Lynx branch would exhaust the distributor immediately.
- Keep a protected path between the driver-seat pedestal / CCP2 area and the rear driver electrical bay for the Orion XS output trunk / house-side charging connection. With the Orions mounted near CCP2, the Ford-side
12Vinput stays short and the longer run should be house-side24V. - Reserve cabinet DIN/breaker/controller space for the roof MPPT, later portable MPPT, PV disconnects, AC panel, and a small low-current DC service panel.
- Split
12Vdistribution into passenger-side plumbing/heating service and roof/center zones. Plumbing/heating loads and the kitchen wall MagSafe charger should not be fed from the roof/center subpanel unless a later physical layout makes that demonstrably cleaner. - Treat the roof / center tech cabinet as a real day-one electronics zone for always-on mini-PC, networking, and Starlink support. Do not buy extra PoE/NVR budget solely for future camera scope, but do carry continuous connectivity load in the converter and ventilation plan.
¶ Technical closure context
Keep the matching blocker rows on Gaps and Questions. This list is only for the electrical facts that still need source-backed or engineering closure on this page.
- Keep the indexed official Epoch
12460A-Huser manual as the current battery basis for maximum series use, charge current, discharge current, terminal torque, orientation, and communications behavior, and still recover a separate official12460A-Hdata sheet if Epoch eventually publishes one. - Define the mini-PC monitoring interface for the Lynx Shunt VE.Can: likely CAN / NMEA 2000 / VE.Can hardware, software support, termination, and whether any Victron GX-class bridge is still useful as an interface appliance rather than the top-level controller.
- Verify the current exact
300AClass-T direction and350A+disconnect direction against the final Epoch manual, actual positive/negative cable length, conductor temperature rating, terminal hardware, and disconnect placement before purchase/installation. - Decide whether the Class-T Power In and Lynx Shunt can remain directly coupled with the chosen disconnect placement, or whether the positive path needs a short protected cable loop through the disconnect before returning to the Lynx row.
- Confirm the current exact Lynx Distributor branch-fuse set against the final routed cable lengths and conductor bands rather than re-opening the branch map itself. Current exact owner-page directions are MultiPlus
300A, mini-split60A, passenger-side feeder60A, and roof/center feeder40A. - Confirm the current exact second-Lynx-Distributor charge-source package against final route lengths and source ceiling assumptions rather than re-opening the basic hardware family. Current exact owner-page direction is one native charge-source Distributor position each for roof MPPT
60A, shared front alternator-charge return60A, portable MPPT reserve40A, and one spare. - Keep the passenger-side plumbing/heating service converter on the Victron Orion
24/12-70Aclass current exact direction unless a later accepted load-control decision deliberately constrains the zone ceiling. Remaining open work is local jumper length, ventilation, and service-face execution, not basic converter class. - Keep the roof/center converter on the Victron Orion
24/12-70Acurrent exact direction while continuing to treat the zone as an about-50Areal load class for local output-fuse sizing and cabinet allowance. Remaining open work is ventilation, jumper length, and any later accepted panel-growth or branch-consolidation change, not basic converter class selection. - Keep the front/cabin charging node on the current exact protected house-side
24Vmethod: Blue Sea2127positive/negative bus pair with2xBlue Sea7720protected30Apremium branches at the Orion output side. Remaining open work is trim/enclosure method, cooling/spacing, and shared return/feed route length, not the bus/protection concept itself. CCP2 remains chassis-side alternator input, not the source for house loads. - Use Blue Sea ST Blade 12-circuit fuse-block class as the current exact 12V branch-distribution hardware direction for both zones. Confirm final count, cover/enclosure, negative-bus arrangement, and whether any high-current 12V load should bypass the blade-fuse block.
- Decide where the manual DC service disconnect sits relative to the Class-T Power In and Lynx modules. It must be rated for at least the selected main DC fuse current if it is serving the MultiPlus-II/main bank disconnect role.
- Define the negative-to-chassis bond point, conductor size, corrosion protection, and whether AC equipment grounding and DC chassis bonding share a nearby common grounding stud.
- Confirm whether the two 12V Epoch batteries in series need periodic midpoint checks, a midpoint monitor, or any manufacturer-recommended balancing practice beyond their internal BMS/Bluetooth monitoring.
¶ Victron Charger Coordination
- Multiple Victron
SmartSolarMPPTs can be paired in aVE.Smart Networkfor synchronized charging. Victron describes this as making multiple SmartSolar chargers charge the battery as if they were one large charger, with synchronized charge-stage transitions and no extra hardware beyond Bluetooth Smart networking. - This means the roof MPPT and later portable-solar MPPT can coordinate charge state when both are active, even though they remain electrically separate PV inputs.
- Each MPPT still regulates its own output current based on its own PV array, wiring, and configured current limit. Victron does not provide a single network-wide maximum charge-current setting through
VE.Smart Networking; use a GX/DVCC-based design if a system-wide current ceiling becomes necessary. - Use identical battery charge settings on all SmartSolar chargers in the same VE.Smart network because the master is elected automatically and is not user-selectable.
VE.Smart Networkingcan also share battery voltage, temperature, and current sense data from compatible devices such as a SmartShunt, BMV, or Smart Battery Sense. This is useful for keeping the separate roof and portable controllers aligned to the actual house-bank voltage.- Victron notes that Orion XS DC-DC chargers can use VE.Smart sense data, but they do not support synchronized charging. Treat alternator charging coordination separately from SmartSolar-to-SmartSolar synchronization.
¶ First-Pass Electrical One-Line
This is still a planning diagram, not a fabrication drawing, but it no longer represents a blank electrical architecture. The owner page now carries exact current device, fuse/breaker, wire-family, landing-point, and package-position directions for most core rows. The remaining non-final work is narrower: the seven named finish-line captures on this page and on Measurements, plus any route-length-dependent conductor or jumper closeout they still control.
Editable source: /van/artifacts/diagrams/electrical-one-line.d2. Vector render: /van/artifacts/diagrams/electrical-one-line.svg.
Render command:
~/.local/bin/d2 --layout elk artifacts/diagrams/electrical-one-line.d2 artifacts/diagrams/electrical-one-line.png
¶ One-Line Notes
- The diagram still compresses the system and does not replace the exact branch schedule, package-position register, or final field-capture tables below.
- Exact current device / fuse / wire / landing / package directions now live on this owner page; the diagram is mainly for topology review and cabinet/package comprehension.
- The roof and portable MPPTs stay electrically separate on the PV side, but can coordinate charging over
VE.Smart Networking. - The two Orion XS 1400 chargers should be treated as two independently protected DC-DC chargers, not one undifferentiated large charger.
- The AC panel is fed by the MultiPlus-II output / transfer path. Rixen ComfortHot is connected to the AC panel but is shore-power-only by operating policy.
- The
24V -> 12Vconverter should be sized for actual roof / center tech-cabinet and ceiling-zone loads, including permanent Starlink operation. Camera/NVR growth can still remain provisional until that scope is accepted.
¶ Detailed Electrical Planning Diagram
This is the current fuller planning diagram for the electrical system. It attempts to show explicit positive and negative conductor paths, major protection devices, main branch groups, and the currently unresolved safety/bonding points that still block a true final schematic.
Source notes: Electrical Detailed Planning Diagram Notes
Editable source: /van/artifacts/diagrams/electrical-detailed-planning.d2. Vector render: /van/artifacts/diagrams/electrical-detailed-planning.svg.
Current review takeaway:
- The architecture is now detailed enough to show every major intended component family and the intended positive/negative/current-flow relationships between them.
- The design is now tighter on the AC side: the current non-ELCI direction is an upstream
30Adouble-pole shore-main device ahead of the MultiPlus, followed by the Blue Sea8027as the downstream load panel. The second-Lynx-Distributor charge-source package, front-node protection method,8027branch map, and GFCI topology are now defined at the current exact-direction level on the owner page. The remaining AC/DC closeout work is the seven named finish-line captures rather than broad architecture uncertainty: rearGP29-31bond landing, front premium-node package position, MultiPlus DC cable path,301EL-B -> 8077 -> MultiPlusAC geometry, first-device GFCI / ordinary-outlet layout, freezer route/service-loop/connector capture, and mini-split delivered-unit proof plus route capture. - The mini-split branch is now defined at the branch-package level even though final signoff is still missing. The current owner-page direction is Lynx
60Abranch protection, Blue Sea718460Alocal disconnect, dedicated negative return, and6 AWGminimum with4 AWGheld open pending delivered-unit current proof and route confirmation. - The old internal
300Aversus175-200AMultiPlus branch-fuse conflict is now tightened: Victron's own installation table for the24/3000/70points to a300ADC fuse with1/0 AWGfor0-5m, and Victron Lynx/MultiPlus example drawings also show300AMEGA protection at Lynx Distributor positions feeding MultiPlus units. Any lower downstream branch-fuse idea should now be treated as a separate optimization study, not the default source-backed direction.
¶ Branch-By-Branch Wiring Schedule
This is the current conductor-level planning schedule derived from the accepted architecture and the detailed planning diagram. It is still a planning schedule, not a final release-for-build wire list.
Where a row remains open, Current unresolved basis should be read the same way as the rest of this owner page: name the dominant remaining finish-line field directly when that field is still the real blocker, and leave broader cut-list or route-execution wording only where the five-field branch definition is already exact.
| Branch / circuit | Source side | Positive / hot conductor path | Negative / neutral return path | Ground / bond path | Overcurrent / disconnect path | Current wire family direction | Current unresolved basis |
|---|---|---|---|---|---|---|---|
| Main house battery spine | Epoch 24V bank |
battery positive -> Lynx Class-T Power In -> Blue Sea 9003e -> system-side Lynx positive bus / Distributor feed |
battery negative -> Lynx Shunt -> system side of the Lynx stack | Lynx Distributor dedicated ground connection -> single intentional DC bond jumper -> Ford rear driver-side GP29-31 ground-point cluster first choice, with dedicated fixed-body stud fallback in the same cavity if the final lug package does not fit the cluster cleanly |
300A Class-T main target plus Blue Sea 9003e class disconnect |
1/0 AWG minimum, keep 2/0 open if route or surge margin pushes up |
The dominant remaining open items on this row are now the final chassis-bond landing hardware / corrosion-treatment package at the Ford-side attachment point and the exact protected-positive jumper geometry around the disconnect. |
| MultiPlus DC feed | protected house positive / Lynx Distributor | Lynx Distributor MultiPlus branch -> MultiPlus positive DC input | Lynx Distributor negative connection -> MultiPlus negative DC input | AC equipment ground and chassis-bond coordination through final AC/DC grounding design | current exact owner-page direction is 300A MEGA at the Lynx branch if the MultiPlus is fused directly from the Lynx Distributor, matching Victron's 24/3000/70 installation table and Victron Lynx/MultiPlus example drawings |
1/0 AWG minimum for 0-5m class routing, keep 2x 1/0 AWG open if the effective path pushes into the longer Victron cable-length band |
current accepted layout keeps the MultiPlus in the same rear electrical zone as the Lynx stack, so this row is expected to close as a short direct run rather than a long cross-cabinet cable path. Remaining work is final mounting position, bend/sweep geometry, service slack, and cut length confirmation rather than architecture choice. |
| Charge-source Lynx distribution | second Lynx Distributor on the system side of the stack | second Lynx Distributor receives roof MPPT, shared front alternator-charge return, portable MPPT reserve, and one spare | matching second-Distributor negative-return positions carry those same charge-source circuits | none beyond normal DC negative / chassis-bond strategy | current exact branch direction is Victron 80V MEGA branch protection on the second Distributor |
current exact cabinet direction is 6 AWG for the 60A positions and 8 AWG minimum for the 40A portable reserve, with 6 AWG still open there |
exact now on the five-field branch definition; remaining work is final second-Distributor package position and the final route/cut lengths for the attached charge-source runs |
| Roof MPPT output | Victron SmartSolar 150/45 |
MPPT positive output -> dedicated second-Lynx-Distributor 60A charge-source branch |
MPPT negative output -> second Lynx Distributor negative connection | none beyond normal DC bond strategy | current exact source-fuse direction is 60A in one second-Lynx-Distributor charge-source position |
6 AWG minimum |
exact now on device/fuse/wire/landing direction; no five-field blocker remains, only route-length and final cable-cut execution |
| Portable MPPT output | Victron SmartSolar 100/30 future controller |
MPPT positive output -> reserved second-Lynx-Distributor 40A charge-source branch |
MPPT negative output -> second Lynx Distributor negative connection | none beyond normal DC bond strategy | current exact reserve direction is 40A in one reserved second-Lynx-Distributor source position |
8 AWG minimum, keep 6 AWG open |
intentionally reserved by design; expansion-held on final inlet hardware, real route length, and final controller buy-state |
| Orion XS output #1 | Victron Orion XS near CCP2 | Orion positive output -> 60A output fuse -> front 24V positive bus -> shared front alternator-charge return branch at the second Lynx Distributor |
Orion negative output -> front 24V negative bus -> second Lynx Distributor negative return for the shared front alternator-charge path |
front-side node remains part of the same house negative system; no separate chassis-return path is assumed | 60A output fuse at the Orion |
6 AWG minimum |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until the front-node mounting geometry and shared return/feed execution are physically captured |
| Orion XS output #2 | Victron Orion XS near CCP2 | Orion positive output -> 60A output fuse -> front 24V positive bus -> shared front alternator-charge return branch at the second Lynx Distributor |
Orion negative output -> front 24V negative bus -> second Lynx Distributor negative return for the shared front alternator-charge path |
front-side node remains part of the same house negative system; no separate chassis-return path is assumed | 60A output fuse at the Orion |
6 AWG minimum |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until the front-node mounting geometry and shared return/feed execution are physically captured |
| Front premium USB-C station branches | front 24V node |
front positive bus -> dedicated Blue Sea 7720 + 30A MIDI/AMI fuse per premium branch -> premium station positive input |
front negative bus -> premium station negative input(s) | none beyond DC bond strategy | current exact local protection direction is one Blue Sea 7720 with 30A fuse per premium station branch |
feed class 8 AWG; local station tails smaller, not yet fixed |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until local station-tail packaging and front-node trim/enclosure execution are physically captured |
Mini-split 24V branch |
Lynx Distributor | Lynx Distributor HVAC branch -> Blue Sea 7184 60A local service breaker / disconnect -> mini-split positive input |
load-side negative bus -> mini-split negative input | case/grounding strategy not yet source-closed for this unit | current branch-protection direction is 60A; do not treat the instruction-sheet 24V/95A battery recommendation as a fuse spec |
current 6 AWG minimum / 4 AWG open direction remains conservative relative to the delivered 8mm2 black power lead evidence and the current official-surrogate picture of roughly 35-40A running class at 24V |
exact now on device / fuse / landing / package direction; still open mainly on wire gauge until the full delivered-unit proof-plus-route bundle confirms the current conductor band or forces escalation to 4 AWG |
Passenger-side 24V feeder |
Lynx Distributor | Lynx Distributor service-feeder branch -> passenger-side converter positive input | load-side negative bus -> converter negative input | downstream 12V panel negatives still return through converter/negative-bus architecture; no separate chassis use assumed yet |
current exact branch direction is 60A branch protection for the Orion 24/12-70A service-converter feed. This is an owner-page design direction from the official 70A output class plus Victron's published 92% efficiency for the 24/12-70, which places normal 24V input current in the upper-30A / low-40A range while preserving margin for low-input / high-load operation. |
6 AWG minimum, keep 4 AWG open |
exact now on fuse/wire/landing direction; still open mainly on wire gauge until route length confirms the final conductor band, with local converter-jumper cuts remaining downstream execution |
Passenger-side 12V subpanel outputs |
passenger-side 24V -> 12V converter |
converter +12V output -> Blue Sea 7720 with current 70A AMI/MIDI direction -> Blue Sea ST Blade 5031-class positive fuse block -> branch positives to Rixen / tank pads / pump / valves / kitchen USB / refrigeration |
converter -12V output -> local negative bus -> branch negative returns |
any chassis use for downstream devices still needs to be explicit and exception-only | current local output-protection direction is now Blue Sea 7720 with a 70A AMI/MIDI fuse ahead of the passenger-side ST Blade block. This is a design-direction inference from the accepted passenger-side zone ceiling: known service subtotal about 45A, kitchen ordinary USB about 5A, and dedicated refrigeration branch allowances of 15A for the RecPro fridge plus 10A for the Alpicool C30 freezer. Panel ownership remains passenger-side even though the freezer itself lives on the driver-side forward dinette-bench slide-out and therefore crosses the cabin. |
upstream converter feed stays 6 AWG class; current local +12V and matching negative jumper direction between converter, 7720, fuse block, and negative bus is 4 AWG |
final freezer cross-cabin slide-route length, local jumper cut lengths, and any exceptions for future high-current 12V loads |
| Galley fridge branch | passenger-side refrigeration 12V zone |
passenger-side 12V fuse block slot 10 -> dedicated fused positive branch -> RecPro fridge positive input |
dedicated negative return -> local negative bus / converter negative side | no chassis return assumed for the current design | current exact owner-page direction is a dedicated 15A fridge branch because the RecPro manual calls out 15A max current at the unit input |
current exact conductor direction is 10 AWG. RecPro's own DC wire-length table carries 10 AWG to 20 ft, while Ford's 2025 Transit technical specifications put the extended cargo-floor-front dimension at 172.2 in (14.35 ft), and the selected passenger-side service panel and galley fridge both live in that same passenger-side living zone rather than at opposite ends of the van. |
exact now on the five-field branch definition; only final connector/disconnect choice and branch cut-list execution remain |
| Dinette freezer branch | passenger-side refrigeration 12V zone feeding a driver-side appliance |
passenger-side 12V fuse block slot 11 -> dedicated fused positive branch -> cross-cabin run -> Alpicool C30 positive input in the driver-side forward dinette bench through enough service loop / slide travel allowance |
dedicated negative return -> cross-cabin return -> local negative bus / converter negative side with matching service loop | no chassis return assumed for the current design | current exact owner-page direction is a dedicated 10A freezer branch based on the user-provided Alpicool manual, which gives 60W rated power and DC12/24V input; do not fold it into generic outlet/service circuits |
current default is 14 AWG, with 12 AWG held open if the cross-cabin route, slide length, flex durability, or local protection hardware pushes larger |
exact now on device / fuse / landing direction; still open mainly on wire gauge until one-way route length and service-loop capture confirm whether 14 AWG remains valid or must move to 12 AWG |
Roof/center 24V feeder |
Lynx Distributor | Lynx Distributor roof-feeder branch -> roof/center converter positive input | load-side negative bus -> converter negative input | no separate chassis use assumed for ordinary branch returns | current exact design direction is 40A at the Lynx branch |
6 AWG minimum |
exact now on fuse/wire/landing direction; still open mainly on wire gauge until route length confirms the final conductor band, with local roof/center package cut lengths remaining downstream execution |
Roof/center 12V subpanel outputs |
roof/center 24V -> 12V converter |
converter +12V output -> Blue Sea 7720 with current 50A AMI/MIDI direction -> Blue Sea ST Blade class positive fuse block -> branch positives to tech cabinet / fan / lights / sensors / USB |
converter -12V output -> local negative bus -> branch negative returns |
any local chassis-ground use should be explicit and exception-only | current local output-protection direction is now Blue Sea 7720 with a 50A AMI/MIDI fuse ahead of the roof/center ST Blade block. This is a design-direction inference from the accepted roof/center zone ceiling: the current branch map plus Starlink/network loads push the zone well past the old 30A class, but the owner-page load worksheet still closes as an about-50A roof/center 12V zone rather than a proven full-70A continuous-output requirement. |
upstream converter feed stays in the 6 AWG class; current local +12V and matching negative jumper direction between converter, 7720, fuse block, and negative bus is 6 AWG |
local jumper cut lengths, any later branch consolidation or second fuse-block decision, and final lighting/controller branch-current closure |
| Shore AC input | Marinco 301EL-B inlet |
shore hot -> Blue Sea 8077 upstream 30A double-pole non-ELCI main -> MultiPlus AC in hot |
shore neutral -> Blue Sea 8077 upstream main -> MultiPlus AC in neutral |
shore safety ground -> AC grounding bus / MultiPlus ground / chassis path | current exact owner-page direction is Blue Sea 8077 as the upstream 30A double-pole non-ELCI main; Blue Sea 8029 is only the documented same-family alternative, not the current branch direction |
10 AWG feeder class from inlet to upstream main and from upstream main to MultiPlus for the 30A system direction |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until the real 301EL-B -> 8077 -> MultiPlus geometry and mounting offset are physically captured |
| AC panel feed from MultiPlus | MultiPlus AC out / transfer | MultiPlus AC out hot -> Blue Sea 8027 line side / downstream branch panel |
MultiPlus AC out neutral -> 8027 neutral bus / downstream neutral side |
MultiPlus equipment ground continuity -> 8027 safety-ground bus |
protected upstream by the dedicated shore main and downstream by the 8027 main/branch arrangement |
10 AWG feeder class to the downstream panel unless final breaker/panel geometry forces a different family |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until final MultiPlus-to-8027 feeder geometry and panel offset are physically captured |
| GFCI / general outlet AC branches | Blue Sea 8027 on AC-out-1 |
panel 15A branch breaker hot -> first GFCI receptacle hot -> downstream protected outlet(s) on the current ordinary-outlet chain |
panel neutral bus -> branch neutral(s) | AC ground bus -> branch equipment grounds | current exact owner-page direction is one 15A branch using a Leviton GFTR1-W-class first GFCI device to protect the ordinary outlet chain by feed-through; current default grouping is front/cab + kitchen counter + sliding-door convenience outlets on that shared branch. Add a second GFCI only if the garage/service outlet becomes a physically separate second outlet branch on 8027 branch 3 |
14 AWG minimum for a 15A branch unless final cable family choice drives larger |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until the exact first-device box layout and downstream grouping are physically captured |
| Induction branch | Blue Sea 8027 on AC-out-1 |
panel dedicated induction branch breaker hot -> induction receptacle / connection hot | panel neutral bus -> induction neutral | AC ground bus -> induction equipment ground | current exact owner-page direction is a dedicated 20A branch if the cooktop stays in the likely 1600-1800W class |
12 AWG class for a 20A branch |
exact now on device/fuse/wire/landing direction; no five-field blocker remains, only final cooktop endpoint placement, branch cut length, and final cooktop SKU execution |
| Rixen ComfortHot AC branch | MultiPlus AC-out-2, not the 8027 load panel |
AC-out-2 hot -> Blue Sea 7542 15A single-pole breaker -> Rixen electric element hot |
AC-out-2 neutral -> Rixen electric element neutral | AC-out-2 equipment ground -> Rixen equipment ground | 15A branch by current Rixen direction, using the exact current owner-page direction of Blue Sea 7542 on AC-out-2 so the branch is automatically dropped whenever shore/generator AC is absent |
14 AWG class direction from Rixen branch guidance |
exact now on device/fuse/wire/landing/package direction; no five-field blocker remains, only final 7542 mounting-bracket geometry and branch cut-length execution |
¶ Current Exact Branch Schedule
This is the current best exact-device schedule for the MVP electrical package and the adjacent reserved branches. It does not replace the conductor-level table above; it compresses that plan into a build-facing index of the exact hardware, current fuse/breaker direction, intended landing point, and current panel or cabinet position.
Where a row is still open, the Current status column now follows the same finish-line model used elsewhere on this page: it names the dominant remaining field directly when that field is the real blocker, and only leaves broader execution wording where the five-field branch definition is already closed.
| Branch / circuit | Exact current device direction | Exact current fuse / breaker direction | Exact current wire direction | Exact current landing point | Exact current panel / cabinet position | Current status |
|---|---|---|---|---|---|---|
| Main house battery spine | Victron Lynx Class-T Power In + Blue Sea 9003e + Lynx Shunt + Lynx Distributor |
Blue Sea 5119 300A Class-T at the battery side; Blue Sea 9003e as the manual whole-house positive disconnect |
battery series and main spine: 1/0 AWG minimum, keep 2/0 open |
positive lands from the 9003e back into the system-side Lynx positive bus / Distributor feed; negative lands from the Lynx Shunt to the system side of the Lynx stack; main DC bond jumper should leave the Lynx Distributor ground connection to the Ford rear driver-side factory ground-point cluster (GP29-31) in the same rear utility-bay zone if the final lug package fits cleanly there, otherwise to a dedicated fixed-body stud in that same zone |
Lynx Class-T top-left about 1 in from left and 15 in from top; Lynx Shunt about 9.1 in from left and 16.7 in from top; 9003e about 1 in from left and 1 in from top; Lynx Distributor about 17.6 in from left and 14.6 in from top on the 50 x 30 rear backer |
exact now on device / fuse / wire / package direction; still open mainly on landing point and protected-positive jumper geometry until the exact GP29-31 stud or dedicated-stud fallback and the final disconnect loop are physically captured |
| MultiPlus DC feed | Victron MultiPlus-II 24/3000/70-50 120V fed from Lynx Distributor |
current exact branch direction is 300A MEGA at the Lynx Distributor branch, matching Victron's 24/3000/70 DC-fuse table; the upstream house main still remains the separate 300A Class-T battery-side protection stage |
1/0 AWG minimum for the current short-run cabinet direction, keep 2x 1/0 AWG open if the effective cable-length band pushes into Victron's longer-run table |
positive from Lynx Distributor MultiPlus branch to MultiPlus positive DC input; negative from Lynx Distributor negative connection to MultiPlus negative DC input | MultiPlus top-left about 36.9 in from left and 4 in from top on the rear backer; Lynx Distributor top-left about 17.6 in from left and 14.6 in from top |
exact now on device / fuse / landing / package direction; still open mainly on wire gauge until the real cable path proves whether the current 1/0 AWG short-run band survives without caveat |
| Charge-source Lynx distribution | second Victron Lynx Distributor M10 | current exact charge-source branch set is roof MPPT 60A, shared front alternator-charge return 60A, portable MPPT reserve 40A, plus one spare position |
current branch directions are 6 AWG for the two 60A positions and 8 AWG minimum for the 40A portable reserve, with 6 AWG still open there |
roof MPPT lands directly on the second Distributor; the combined front charging return lands on one dedicated second-Distributor branch; portable MPPT reserve stays native to the same module | second Distributor package position now exists as a required part of the rear backer architecture, but the exact final mounting coordinate still needs capture after the 2026-06-08 revision |
exact now on the five-field set except for final package-position capture and the exact route/cut lengths of the attached charge-source runs |
| Roof MPPT output | Victron SmartSolar 150/45 |
current exact source-fuse direction is 60A in one second-Lynx-Distributor charge-source position |
6 AWG minimum |
positive lands directly on the second Lynx Distributor branch; negative lands on the matching second-Distributor negative connection | MPPT top-left about 14.4 in from left and 1 in from top |
exact now on device/fuse/wire/landing/package direction; no five-field blocker remains, only route-length and final cable-cut execution |
| Future portable MPPT output | future Victron SmartSolar 100/30 rough-in / reserve space |
current reserve direction is one second-Lynx-Distributor position with 40A |
8 AWG minimum, keep 6 AWG open |
intended positive landing is a reserved second-Lynx-Distributor branch; intended negative landing is the matching second-Distributor negative connection | reserved MPPT area top-left about 23.1 in from left and 1 in from top |
intentionally reserved by design; no current MVP blocker. Expansion-held on final inlet hardware, portable-panel electrical specs, controller buy-state, and route-specific cable-cut list |
| Orion XS output #1 | Victron Orion XS 1400 near CCP2, feeding front 24V node |
60A output fuse at the Orion |
6 AWG minimum |
positive lands on the front Blue Sea 2127 positive bus; negative lands on the matching front negative bus; the combined front charging positive then returns rearward as one shared alternator-charge path into the second Lynx Distributor |
fixed driver-seat-pedestal / CCP-cover service wall within the current full front charger-plus-node reservation of about 18 in W x 12 in H x 3 in D, with Orion body and output fuse kept immediately adjacent to the 2127 node so the unfused output tail stays short |
exact now on device/fuse/wire/landing/package direction; still open mainly on panel / package position until final front-node mounting geometry and shared return/feed execution are physically captured |
| Orion XS output #2 | Victron Orion XS 1400 near CCP2, feeding front 24V node |
60A output fuse at the Orion |
6 AWG minimum |
same front Blue Sea 2127 positive/negative bus pair as Orion #1, with the same shared rearward alternator-charge return path from that node |
fixed driver-seat-pedestal / CCP-cover service wall within the same current full front charger-plus-node reservation of about 18 in W x 12 in H x 3 in D, with the second charger and fuse kept in the same protected package rather than split onto unrelated trim surfaces |
exact now on device/fuse/wire/landing/package direction; still open mainly on panel / package position until final front-node mounting geometry and shared return/feed execution are physically captured |
| Front premium USB-C station branches | Blue Sea 2127 front bus pair + 2x Blue Sea 7720 protected premium branches |
Blue Sea 7720 with 30A MIDI/AMI fuse per premium branch |
feed class 8 AWG; local module tails smaller |
one protected branch lands from the front positive bus to the driver/front premium station and one to the dinette premium station; both negatives land on the front negative bus | fixed driver-seat-pedestal / CCP-cover service wall in the current front-node reservation of about 12 in W x 9 in H x 2 in D, with the positive/negative 2127 buses in one column and the two 7720 blocks in the adjacent positive-side column |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until the front-node trim/enclosure method and shared return/feed execution are physically captured |
| Main DC negative-to-chassis bond jumper | Lynx Distributor ground connection to vehicle ground | no separate fuse; this is the single intentional house-side DC chassis bond | 1/0 AWG minimum by current 300A DC-fuse basis; keep 2/0 open if the final main battery cable package moves up |
one end on the Lynx Distributor dedicated ground connection; the other end on the Ford rear driver-side factory ground-point cluster (GP29-31) if the lug package fits there cleanly, or on a dedicated fixed-body/body-side stud created per Ford grounding rules if no suitable point in that cluster accepts the final bond hardware |
rear driver-side lamp / utility-bay cavity within the same service opening as the rear electrical bay, not the rear doors or a floor-edge wet zone | exact now on device / wire / package-zone direction; still open mainly on landing point until the exact stud choice, stud-size fit, and final lug/corrosion package are captured |
Mini-split 24V branch |
dedicated Lynx Distributor HVAC branch with local Blue Sea 7184 60A service breaker / disconnect |
current surrogate-backed direction is 60A branch protection; the delivered instruction sheet's 24V/95A line is treated as a battery recommendation, not as a branch-fuse basis |
current 6 AWG minimum, keep 4 AWG open; delivered-unit black lead evidence is 8mm2, so the present upstream cable direction remains conservative |
positive lands from Lynx Distributor HVAC branch through the local Blue Sea 7184 60A breaker/disconnect to the delivered positive tail; negative returns from the delivered negative tail to a Lynx Distributor negative connection |
rear service chase on the 50 x 30 backer field, with the Blue Sea 7184 current planning coordinate roughly 26.5 in from left and 18 in from top and a current minimum package reservation of about 4 in W x 6 in H x 2 in D plus cable-sweep room |
exact now on local device / fuse / landing / package direction; still open mainly on wire gauge until the full delivered-unit proof-plus-route bundle confirms the current conductor band or forces escalation to 4 AWG |
Passenger-side 24V feeder |
dedicated Lynx Distributor service-feeder branch to passenger-side converter | current exact design direction is 60A MEGA for the service-feeder branch |
6 AWG minimum, keep 4 AWG open |
positive lands from Lynx Distributor service branch to passenger-side converter input; negative returns to a Lynx Distributor negative connection | rear service-cable exit from the 50 x 30 backer into the passenger-side plumbing/heating service package, which currently reserves about 12 in W x 18 in H x 3 in D for converter -> 7720 -> ST Blade block -> adjacent negative bus |
exact now on device/fuse/landing/package direction; still open mainly on wire gauge until routed feeder length confirms the current conductor band, with local converter-jumper cuts remaining downstream execution |
Passenger-side 12V subpanel outputs |
passenger-side 24V -> 12V converter + Blue Sea 7720 local output protection + Blue Sea ST Blade class fuse block |
current exact local output-protection direction is Blue Sea 7720 with 70A AMI/MIDI fuse |
upstream converter feed stays in the 6 AWG class; local converter-to-7720 and 7720-to-fuse-block positive/negative jumpers currently carry a 4 AWG direction; branch wires vary by load, with current refrigeration directions now at fridge slot 10 15A / exact 10 AWG and freezer slot 11 10A / current default 14 AWG with 12 AWG still open |
+12V lands on the 7720, then the local ST Blade block; -12V lands on the local negative bus |
passenger-side plumbing/heating service face with current minimum package reservation about 12 in W x 18 in H x 3 in D, converter at the top, Blue Sea 7720 immediately downstream on the positive side, ST Blade block below / adjacent, and local negative-return hardware kept in the same readable field |
exact now on the five-field service-package definition; remaining work is local jumper cut-list execution plus the separate freezer-branch wire gauge closeout |
| Galley fridge branch | selected RecPro 3.3 cu ft 12V fridge on passenger-side refrigeration zone |
passenger-side 12V fuse block slot 10, dedicated 15A fridge branch |
exact 10 AWG current direction from the RecPro wire-length table plus the Ford cargo-length envelope |
dedicated fused positive from passenger-side 12V fuse block slot 10 to fridge; dedicated negative return to local negative bus |
passenger-side galley refrigeration bay between sink and drawers, matching the accepted sink -> fridge -> drawers interior order |
exact now on the five-field branch definition; only final branch cut-list and connector/disconnect execution remain |
| Dinette freezer branch | selected Alpicool C30 single-zone bench freezer physically mounted in the driver-side forward dinette bench but electrically owned by the passenger-side refrigeration zone |
passenger-side 12V fuse block slot 11, dedicated 10A freezer branch based on 60W rated power from the attached Alpicool manual |
current default 14 AWG, keep 12 AWG open for slide/flex margin |
dedicated fused positive from passenger-side 12V fuse block slot 11 to freezer through service loop; dedicated negative return to local negative bus through matching service loop |
driver-side forward dinette-bench slide-out freezer bay, with travel/service-loop allowance over full slide movement | exact now on device/fuse/landing/package direction; still open mainly on wire gauge until one-way route length and service-loop capture confirm whether 14 AWG remains valid or must move to 12 AWG |
Roof/center 24V feeder |
dedicated Lynx Distributor roof/center feeder to roof/center converter | current exact design direction is 40A at the Lynx branch |
6 AWG minimum |
positive lands from Lynx Distributor roof/center branch to converter input; negative returns to a Lynx Distributor negative connection | rear service-cable exit from the 50 x 30 backer into the roof/center service package, which currently reserves about 12 in W x 18 in H x 3 in D for converter -> 7720 -> ST Blade block -> adjacent negative bus |
exact now on device/fuse/landing/package direction; still open mainly on wire gauge until routed feeder length confirms the current conductor band, with local converter-jumper cuts remaining downstream execution |
Roof/center 12V subpanel outputs |
roof/center 24V -> 12V converter + Blue Sea 7720 local output protection + Blue Sea ST Blade class fuse block |
current exact local output-protection direction is Blue Sea 7720 with 50A AMI/MIDI fuse |
upstream converter feed stays in the 6 AWG class; local converter-to-7720 and 7720-to-fuse-block positive/negative jumpers currently carry a 6 AWG direction; branch wires vary by load, with current panel ownership closed for Maxxfan, awning/exterior roof-light control, the bedside MagSafe pair on slot 3, the dinette charging cluster on slot 4, the driver/front ordinary USB-C outlet on slot 5, Starlink, router / network core, PoE switch, mini-PC, lighting controller, lighting auxiliary / injection, and sensors / low-current controls |
+12V lands on the 7720, then the local ST Blade block; -12V lands on the local negative bus |
roof/center upper-cabinet service face with current minimum package reservation about 12 in W x 18 in H x 3 in D, converter at the top, Blue Sea 7720 immediately downstream on the positive side, ST Blade block below / adjacent, and local negative-return hardware beside the branch block |
exact now on the five-field service-package definition; remaining work is local jumper cut-list and service-face execution, plus any later deliberate branch consolidation |
| Shore AC input | Marinco 301EL-B shore inlet + Blue Sea 8077 upstream main |
upstream 30A double-pole non-ELCI shore main in the Blue Sea 8077 package |
10 AWG feeder class |
inlet lands on the 8077, then on MultiPlus AC-in hot/neutral/ground |
driver-side rear utility / shore-entry wall cavity, with the 8077 mounted immediately inboard of the inlet on a fixed serviceable surface and current minimum package reservation of at least 9 in W x 5 in H before the feeder turns toward the rear electrical bay |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until the real 301EL-B -> 8077 -> MultiPlus geometry and mounting offset are physically captured |
| AC panel feed from MultiPlus | MultiPlus AC-out-1 feeding Blue Sea 8027 |
protected by the upstream shore main plus the 8027 main/branch arrangement |
10 AWG feeder class |
MultiPlus AC-out-1 lands on the 8027 line side, neutral bus, and ground bus |
8027 top-left about 30.5 in from left and 1 in from top; MultiPlus top-left about 36.9 in from left and 4 in from top |
exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until final feeder geometry and panel offset are physically captured |
8027 branch 1 general outlets |
Blue Sea 8027 branch 1 + Leviton GFTR1-W class first-device GFCI |
15A branch breaker in the 8027; first device GFCI protects downstream outlets by feed-through |
14 AWG minimum |
current MVP branch lands from 8027 to the first GFCI device, then to the front/cab, kitchen-counter, sliding-door, and garage/service convenience outlets as one ordinary chain |
8027 on rear backer at about 30.5 in from left and 1 in from top |
exact now on device / fuse / wire / branch-method direction; still open mainly on panel / package position until exact first-device box grouping and final branch layout are physically captured |
8027 branch 2 induction |
Blue Sea 8027 branch 2 dedicated to portable induction |
20A branch breaker in the 8027 |
12 AWG class |
branch lands from 8027 to induction receptacle / connection point |
8027 on rear backer at about 30.5 in from left and 1 in from top |
exact now on the five-field branch definition; only final induction endpoint placement, cooktop SKU closure, and branch cut-list execution remain |
8027 branch 3 spare / future outlet branch |
Blue Sea 8027 branch 3 reserve |
current first future use would be a 15A ordinary-outlet split if the garage/service receptacle later proves worth separating from branch 1 |
likely 14 AWG if it becomes a 15A ordinary outlet branch |
no current MVP landing; hold as spare until a second ordinary-outlet branch is justified | 8027 on rear backer at about 30.5 in from left and 1 in from top |
intentionally reserved by design; no current MVP blocker. Future-use-held only if a second ordinary-outlet branch is deliberately promoted into scope |
| Rixen ComfortHot AC branch | MultiPlus AC-out-2 + Blue Sea 7542 + Rixen electric element |
Blue Sea 7542 15A single-pole breaker |
14 AWG class |
AC-out-2 lands on the 7542, then to the Rixen branch hot; neutral and equipment ground continue directly to the Rixen element |
7542 current planning spot roughly 30.5 in from left and 10 in from top below / adjacent to the 8027 |
exact now on the five-field branch definition; only final breaker-mount geometry and branch cut-list execution remain |
¶ Current Unresolved-Item Audit
This table re-audits the older unresolved electrical-item list against the current owner-page state. Use it to distinguish rows that are genuinely still blocking release-for-build from rows that now have a current exact direction and should no longer be treated as open architecture questions. The Current status column is intentionally blunt: if a row is still open, it now names the dominant remaining finish-line field instead of only broad measurement-held or proof-held shorthand.
| Original item | Current status | Current owner-page direction | What is still actually open | Current proof owner |
|---|---|---|---|---|
| Exact mini-split branch package; delivered-unit signoff still open | exact now; still open mainly on wire gauge | Current owner-page direction is dedicated Lynx HVAC branch, dedicated negative return, local Blue Sea 7184 60A breaker/disconnect, and 6 AWG minimum with 4 AWG open, using the official Sinoclima E-2600PRO 24V split-parking-AC data as the current electrical surrogate basis and B-COOL FLEX ST as a secondary vehicle-install/package comparator. |
The remaining gap is narrower than branch-package definition: direct delivered-unit current evidence plus the real branch route still determine whether the current 6 AWG minimum direction loses its surrogate caveat or escalates to 4 AWG. Device, fuse, landing, and package position are already exact at the current owner-page level. |
Mini-Split Air Conditioner for unit-specific evidence, Measurements Electrical Closeout Captures, and the Mini-split branch signoff row below. |
| Exact MultiPlus branch package; cable-path signoff still open | exact now; still open mainly on wire gauge | Current exact direction is 300A at the Lynx Distributor branch, matching the Victron 24/3000/70 installation table and Victron Lynx/MultiPlus example drawings. |
Final conductor/path confirmation and whether the actual cabinet geometry preserves the short-cable assumption behind the current 1/0 AWG direction. |
Measurements Electrical Closeout Captures, MultiPlus DC feed in Remaining Physical Inputs Needed For Release-For-Build Branch Signoff, and Conditional Gauge Signoff Rules. |
| Exact charge-source Lynx package; second-Distributor package-position execution still open | exact now; still open mainly on panel / package position | Current exact direction is a second Lynx Distributor on the system side of the stack carrying roof MPPT 60A, shared front alternator-charge return 60A, portable MPPT reserve 40A, and one spare position. The two Orion XS chargers are still combined first at the front 2127 node and return rearward as one shared alternator-charge source path rather than two separate rear inputs. |
No current release-for-build blocker remains for the protection/landing method itself. The remaining gap is the exact second-Distributor package position and the route lengths that follow from that confirmed package. | Charge-source Lynx distribution in Remaining Physical Inputs Needed For Release-For-Build Branch Signoff, plus Purchase Tracker and Inventory and Purchases for the second Distributor buy/receipt trail. |
| Exact front premium-node method; package-position execution still open | exact now; still open mainly on panel / package position | Current exact direction is Blue Sea 2127 positive/negative bus pair in the driver-seat pedestal / CCP-cover wiring area with 2x Blue Sea 7720 protected 30A premium branches. |
No current release-for-build blocker remains for the bus/protection method itself. The remaining gap is the real package-position capture, trim/enclosure implementation, cooling/spacing, and the final route lengths that follow from that confirmed package. | Front premium 24V node / Orion output area in Remaining Physical Inputs Needed For Release-For-Build Branch Signoff plus Current Package Footprint Anchors and Current Minimum Package Envelope Directions. |
Exact 8027 branch map; downstream AC-package execution still open |
exact now; no five-field blocker remains | Current branch map is branch 1 15A GFCI/general outlets including the garage/service outlet, branch 2 20A induction, branch 3 intentionally spare, with Rixen electric element on MultiPlus AC-out-2 through Blue Sea 7542. |
No current release-for-build blocker remains for the breaker-allocation map itself on the five-field branch definition. Remaining work is only exact finished panel placement, branch cut lengths, and whether a later deliberate outlet split ever consumes branch 3. | Sparse 120V outlet branch(es) in the exact branch schedule and artifacts/diagrams/rear-electrical-backer-layout-50x30.md Current 8027 Slot Map. |
| Exact MVP GFCI topology; outlet-package execution still open | exact now; still open mainly on panel / package position | Current direction is one first-device Leviton GFTR1-W class GFCI on branch 1 protecting the front/cab, kitchen-counter, sliding-door, and garage/service ordinary outlets by feed-through. |
No current release-for-build blocker remains for the GFCI method itself. The remaining gap is exact first-device box placement, downstream grouping, and whether any later deliberate split creates a second ordinary branch that would justify another GFCI device. | 120V outlets and 8027 branch 1 general outlets in the exact branch schedule plus artifacts/diagrams/electrical-detailed-planning.md. |
| Exact rear grounding direction; landing confirmation still open | exact now; still open mainly on landing point | Current direction is one main DC negative-to-chassis bond from the Lynx Distributor ground connection, current first-choice landing at the Ford rear driver-side GP29-31 ground-point cluster, MultiPlus chassis/PE bond to the same local fixed-body ground area, and reliance on the MultiPlus internal ground relay for inverter-mode neutral bonding. |
Exact stud within the GP29-31 cluster or dedicated-stud fallback, final stud-size match, final corrosion-treatment package, and confirmation that no redundant neutral-ground bond exists elsewhere. |
Measurements Electrical Closeout Captures, Rear chassis-bond landing in Current Electrical Closeout Sequence, and gaps-and-questions.md Grounding scheme. |
| Exact C30 primary-source spec row closed; branch execution still open | exact now | The attached Alpicool manual closes the selected C30 row on 60W, DC12/24V or AC100-240V, 26.7L / 0.94 cu ft, 650 x 375 x 357 mm, and 13.65 kg / 30.1 lb. |
No longer blocked on basic primary-source dimensions/current data; remaining work is bench-slide packaging and branch implementation detail. | gaps-and-questions.md Refrigeration architecture, the attached Alpicool manual already cited on the owner page, and the Dinette freezer branch row below. |
| Exact refrigeration branch map; freezer route-length signoff still open | exact now for the fridge branch; still open mainly on wire gauge for the freezer branch | Refrigeration is now mixed instead of broadly provisional: passenger-side 12V fuse block slot 10 is the dedicated 15A fridge branch with exact 10 AWG from the RecPro wire-length table plus the Ford cargo-length envelope, while slot 11 remains the dedicated 10A freezer branch with current default 14 AWG and 12 AWG held open for the now-confirmed cross-cabin driver-side forward-bench slide route. |
Exact freezer one-way route length, final connector style, freezer service-loop detail, and any local inline fuse-holder/disconnect choices. | Measurements Electrical Closeout Captures, Driver-side forward-bench freezer slide branch in Current Electrical Closeout Sequence, and Conditional Gauge Signoff Rules. |
¶ Requested Final-Branch-Schedule Audit
This table maps the still-open electrical items directly to the requested milestone fields: exact device, exact fuse/breaker, exact wire gauge, exact landing point, and exact panel/package position. Use it as the shortest audit against the actual finish line rather than treating every remaining item as equally unresolved.
| Still-open item | Exact device | Exact fuse / breaker | Exact wire gauge | Exact landing point | Exact panel / package position | What is still missing before this row is truly final |
|---|---|---|---|---|---|---|
Mini-split 24V branch |
closed now at the branch-package level: dedicated Lynx HVAC branch plus Blue Sea 7184 local disconnect; direct delivered-unit identity/current proof still not source-closed |
closed now at current owner-page level: 60A Lynx branch plus local Blue Sea 7184 60A |
not fully final: current 6 AWG minimum with 4 AWG open |
closed now at current owner-page level: dedicated rear-bay source and dedicated negative return | closed now at current owner-page level: rear service-chase / carrier package direction | delivered-unit identity/current evidence and the real branch route length still need capture before the surrogate caveat can disappear and fuse/wire confidence can become fully final |
| MultiPlus DC feed | closed now: Victron MultiPlus-II 24/3000/70-50 120V on its own Lynx branch |
closed now: 300A MEGA at the Lynx branch plus separate 300A main Class-T upstream |
not fully final: current 1/0 AWG minimum with 2x 1/0 open if the real path leaves Victron's short-run band |
closed now at current owner-page level: Lynx Distributor positive to MultiPlus positive, Lynx Distributor negative to MultiPlus negative | closed now at current owner-page level: rear backer group with MultiPlus and 8027 |
real cable path length and resulting conductor-band confirmation still need capture |
| Charge-source Lynx distribution | closed now: second Lynx Distributor on the system side of the stack | closed now: roof MPPT 60A, shared front alternator-charge return 60A, portable MPPT reserve 40A, plus one spare |
closed now at current owner-page level: 6 AWG for the two 60A positions and 8 AWG minimum for the 40A reserve, with 6 AWG still open there |
closed now at current owner-page level: direct second-Distributor landings for roof MPPT and the shared front-node return, with portable MPPT reserve native to the same module | not fully final: second-Distributor package coordinate still needs capture | final second-Distributor package position and resulting attached-run cut lengths still need capture |
Front premium 24V node |
closed now: Blue Sea 2127 bus pair plus 2x Blue Sea 7720 |
closed now: 2x 30A premium branches |
closed now at the current premium-only owner-page direction: 8 AWG, with 6 AWG reopening only if the build deliberately changes scope beyond the premium-only node |
closed now at current owner-page level: shared front positive/negative buses and protected rearward return/trunk path | closed now at current owner-page level: driver-seat pedestal / CCP-cover service wall | trim/enclosure method, cooling spacing, and final route lengths still need capture |
8027 branch map |
closed now: Blue Sea 8027 plus Blue Sea 7542 on MultiPlus AC-out-2 |
closed now: branch 1 15A, branch 2 20A, branch 3 spare, Rixen 15A on 7542 |
closed now at current owner-page level: 14 AWG ordinary branch, 12 AWG induction, 14 AWG Rixen |
closed now at current owner-page level: branch 1 ordinary chain, branch 2 induction endpoint, Rixen on AC-out-2 |
closed now at current owner-page level: rear backer 8027 and adjacent 7542 package |
final outlet/cooktop/branch cut lengths and any later deliberate branch-3 split still need capture |
| GFCI topology | closed now: first-device Leviton GFTR1-W class GFCI on branch 1 |
closed now at current owner-page level: branch 1 remains 15A |
closed now at current owner-page level: 14 AWG ordinary branch family |
closed now at current owner-page level: first device then downstream ordinary chain | not fully final: current outlet-grouping/package direction is defined but exact box layout is still open | exact box placement and proof that the garage/service outlet stays on branch 1 or intentionally moves to branch 3 |
| Neutral-ground / chassis-bond implementation | closed now at current owner-page level: one main DC bond, MultiPlus chassis / PE to the same local rear grounding area, MultiPlus internal ground relay retained | no fuse dependency on this row | not fully final: current 1/0 AWG minimum bond direction with final lug/stud fit still open |
not fully final: GP29-31 first choice, dedicated fixed-body fallback still open |
closed now at current owner-page level: rear driver-side utility / lamp cavity grounding zone | exact stud within GP29-31 or fallback, final stud-size/eyelet fit, and final corrosion-treatment package still need capture |
| C30 freezer primary-source data | closed now: selected Alpicool C30 direct-source identity row |
n/a on this direct-source identity row; downstream freezer-branch protection is audited separately below | n/a on this direct-source identity row; downstream freezer-branch wire signoff is audited separately below | n/a on this direct-source identity row; downstream freezer-branch landing/detail execution is audited separately below | n/a on this direct-source identity row; downstream freezer-slide package execution is audited separately below | the direct primary-source dimensions/current row is already closed; remaining work belongs only to the downstream freezer branch, service loop, and connector/disconnect execution carried on the refrigeration signoff row below |
| Refrigeration branch final signoff | closed now: selected RecPro fridge and Alpicool C30 freezer |
closed now: fridge 15A, freezer 10A |
not fully final: fridge exact 10 AWG is closed, freezer 14 AWG vs 12 AWG still open mainly on wire gauge |
closed now at current owner-page level: slot 10 fridge and slot 11 freezer source ownership |
closed now at current owner-page level: passenger-side fridge bay and driver-side forward-bench freezer slide destination | exact freezer one-way route length, service-loop allowance, and final connector/disconnect implementation still need capture before the freezer branch loses its gauge caveat |
¶ Exact-Field Gap Register
This is the compact finish-line register for the remaining electrical rows. It answers one question only: which of the five requested fields is still the thing preventing each row from being truly final.
| Remaining row | Device field | Fuse / breaker field | Wire gauge field | Landing point field | Panel / package position field | Single highest-signal field still open |
|---|---|---|---|---|---|---|
Mini-split 24V branch |
exact now at current branch-package level | exact now at current owner-page level | still open pending delivered-unit current proof plus real route length | exact now at current owner-page level | exact now at current owner-page level | wire gauge |
| MultiPlus DC feed | exact now | exact now | still open pending measured cable path and Victron cable-band confirmation | exact now | exact now | wire gauge |
| Charge-source Lynx distribution | exact now | exact now | exact now at current owner-page level | exact now | still open on final second-Distributor package coordinate even though the rear backer zone is defined | panel / package position |
Front premium 24V node |
exact now | exact now | exact now at current premium-only 8 AWG direction |
exact now | still open on final trim/enclosure geometry even though the current wall zone is defined | panel / package position |
8027 branch map |
exact now | exact now | exact now | exact now at current branch ownership level | exact now at current rear-backer package level | none on the five-field set; only final cut lengths and any later deliberate branch-3 reuse remain |
| GFCI topology | exact now | exact now | exact now | exact now at current first-device-to-downstream-chain level | still open on exact box layout for the first device and downstream receptacles | panel / package position |
| Neutral-ground / chassis-bond implementation | exact current hardware family and grounding method | not a fuse-driven row | exact now at current 1/0 AWG minimum direction |
still open pending exact GP29-31 stud or fallback capture |
exact now at current rear utility-cavity zone level | landing point |
| C30 primary-source row | exact now | exact now for the freezer branch role | n/a on this direct-source identity row; downstream freezer branch wire signoff remains separate | exact now | exact now | none on the direct-source identity row; branch wire signoff remains separate |
| Refrigeration branch final signoff | exact now | exact now | still open on freezer 14 AWG versus 12 AWG after route/service-loop capture |
exact now at source-slot and destination level; connector/disconnect detail still open | exact now at current package level | wire gauge |
¶ Converter-Output Fuse Basis Note
The passenger-side and roof/center converter-output fuse values are now carried as current exact owner-page directions, not as unresolved placeholders. The important limitation is different: Victron's official non-isolated Orion 24/12-70A manual provides installation behavior such as remote on/off and voltage adjustment, but does not publish a direct recommended external output-fuse value for the +12V output path on this model. That means the Blue Sea 7720 fuse values below are owner-page design inferences tied to the accepted downstream load ceilings for each zone, not manufacturer-published Orion output-fuse requirements.
- Passenger-side zone: current exact local output-protection direction is Blue Sea
7720with a70AAMI/MIDI fuse. That direction comes from the accepted passenger-side zone ceiling rather than a Victron-published output-fuse requirement: known service subtotal about45A, kitchen ordinary USB about5A, and dedicated refrigeration branch allowances of15Afor the RecPro fridge plus10Afor the AlpicoolC30freezer. - Roof/center zone: current exact local output-protection direction is Blue Sea
7720with a50AAMI/MIDI fuse. That direction comes from the accepted roof/center zone ceiling: the worksheet closes well above the old30Aclass once Starlink, networking, and ordinary USB are carried continuously, but it still behaves like an about-50Aroof/center12Vzone rather than a proven full-70Acontinuous-output requirement. - Remaining open work on these rows is now exact package execution, not fuse-value ambiguity: local mounting geometry, jumper lengths, ventilation, and any later accepted change to the zone load ceilings.
¶ Remaining Physical Inputs Needed For Release-For-Build Branch Signoff
This table is the current shortest path from the exact branch schedule to a true release-for-build package. These are not generic “check later” reminders; they are the specific physical inputs that still gate final signoff on the branches that remain open on one dominant finish-line field or on a named downstream execution capture.
| Branch / package | Exact fields already closed now | Physical input still needed | What that input will close |
|---|---|---|---|
| Main DC negative-to-chassis bond | device family, 1/0 AWG minimum, Lynx Distributor ground-connection landing, rear-bay grounding-zone direction, and current first-choice landing direction to the Ford rear driver-side GP29-31 cluster in the rear lamp / utility-bay cavity |
identify the exact stud within the GP29-31 cluster, or confirm the exact dedicated-stud fallback location and stud size in that same landing zone |
final bond-jumper lug hole size, exact chassis landing point, corrosion-treatment package, and final install note |
| MultiPlus DC feed | exact device, 300A branch fuse direction, 1/0 AWG minimum / 2x 1/0 open, rear-backer position, positive and negative landing points |
actual measured positive and negative cable run lengths from the Lynx Distributor positive and negative landings to the MultiPlus terminals after cabinet mockup | final conductor signoff within Victron cable-length band and whether the current 1/0 direction remains sufficient; the older 175-200A branch-fuse conflict is already retired and is not what this capture is proving |
| Charge-source Lynx distribution | exact device family is now the second Lynx Distributor with native roof MPPT 60A, shared front alternator-charge return 60A, portable MPPT reserve 40A, matching negative returns, and one spare position |
actual second-Distributor mounting coordinate on the rear backer plus the resulting attached-run route lengths | final charge-source package coordinate, run cut lengths, and confirmation that the accepted second-Distributor package is what gets built |
Front premium 24V node / Orion output area |
exact bus pair, exact 2x 7720 branch protection, exact 30A branch fuses, current default 8 AWG, current package direction on the fixed driver-seat-pedestal / CCP-cover service wall, current minimum 12 in W x 9 in H x 2 in D mounting-envelope direction for the 2127 + 7720 node subcluster, and current full-package 18 in W x 12 in H x 3 in D direction when the adjacent 2x Orion XS chargers are carried in the same service assembly |
actual front-node mounting-surface dimensions and the shared front-node return/trunk route length from the rear system | final enclosure/trim method, final feed conductor signoff, and final cable-cut list for the already-defined premium-only node package |
Mini-split 24V branch |
exact current surrogate package: Lynx branch, 60A protection direction, local Blue Sea 7184 60A disconnect direction, 6 AWG minimum with 4 AWG open, dedicated negative return, and current minimum 4 in W x 6 in H x 2 in D disconnect-envelope direction in the rear service chase |
actual installed route length plus delivered-unit current evidence if it appears during physical install or powered test | final conductor-band signoff and proof that the current 60A / 6 AWG minimum package loses its surrogate caveat without forcing escalation to 4 AWG |
| Passenger-side fridge branch | exact device, exact panel ownership, exact slot 10, exact 15A branch direction, exact 10 AWG current direction |
final connector/disconnect decision and exact branch cut length from the passenger-side fuse block to the RecPro input | final branch hardware cut list and any deliberate local inline disconnect choice |
| Passenger-side freezer branch | exact device, exact panel ownership, exact slot 11, exact 10A branch direction, current default 14 AWG with 12 AWG open |
measured one-way run plus actual slide travel / service-loop requirement from the passenger-side fuse block to the driver-side forward dinette-bench Alpicool C30 location |
final conductor signoff, exact service-loop length, and final connector retention/disconnect choice |
| Passenger-side converter output protection | exact device family 7720, exact landing role between converter +12V output and ST Blade block, current exact 70A AMI/MIDI fuse direction, exact zone ownership, current package direction with converter -> 7720 -> ST block on one service face, and current minimum 12 in W x 18 in H x 3 in D service-field direction |
actual local mounting geometry dimensions and jumper lengths between converter, 7720, ST Blade block, and negative bus |
local cable cut list and exact mounting/enable layout in the finished passenger-side service zone |
| Roof/center converter output protection | exact device family 7720, exact landing role between converter +12V output and ST Blade block, current exact 50A AMI/MIDI fuse direction, exact twelve-slot branch ownership, current package direction with converter -> 7720 -> ST block on one cabinet service face, and current minimum 12 in W x 18 in H x 3 in D service-field direction |
actual local mounting geometry dimensions and jumper lengths between converter, 7720, ST Blade block, and negative bus, plus any later deliberate second fuse-block decision |
local cable cut list and exact mounting/enable layout in the finished roof/center cabinet |
| Shore inlet to upstream main | exact device path 301EL-B -> 8077 -> MultiPlus -> 8027, exact 10 AWG feeder class, exact downstream 8027 branch map, current package direction with the 8077 mounted immediately inboard of the inlet on the driver-side rear utility wall before the feeder turns toward the rear bay, and current minimum flat 9 in W x 5 in H service-field direction for that package |
measured conductor distance and real mounting geometry between the shore inlet, the upstream 8077, and the rear electrical bay |
final upstream-main mounting position and confirmation that the current 8077 placement remains valid under the Blue Sea 10 ft protection rule |
| Ordinary AC outlet branch | exact branch map, exact first-device GFCI topology, exact 15A breaker direction, exact 14 AWG current direction, current four-outlet-chain grouping |
actual finished outlet box locations and whether the garage/service outlet remains on branch 1 or moves to branch 3 |
final outlet box layout, branch cable cut list, and whether a later deliberate branch-3 split creates a second GFCI need |
¶ Active Goal Item Reconciliation
This table answers the still-open list from the active goal in the same language the goal uses. It is intentionally blunt about which items are no longer true architecture conflicts and which ones are still held by proof or measurement before the package is truly release-for-build final.
| Goal item | Current owner-page verdict | Current exact answer | Dominant still-open field | What still keeps it from being truly final |
|---|---|---|---|---|
| Exact mini-split electrical data: fuse, wire, disconnect still provisional | no longer a blank architecture item; exact current branch package is defined, but direct delivered-unit proof plus route capture are still missing | dedicated Lynx HVAC branch, local Blue Sea 7184 60A, dedicated negative return, current 6 AWG minimum with 4 AWG open, rear service-chase package direction closed at current owner-page level |
wire gauge | delivered-unit identity/current evidence and real route length still determine whether the current 60A / 6 AWG minimum package becomes fully final without surrogate caveat |
MultiPlus branch-fuse resolution: the 300A vs 175-200A conflict is still not fully reconciled |
the old conflict is retired at the owner-page level | current exact direction is 300A at the Lynx Distributor branch, with separate upstream 300A Class-T battery-entry protection; the remaining question is conductor-band confirmation, not fuse identity |
wire gauge | actual positive and negative cable path lengths still need capture before the current 1/0 AWG short-run direction can lose its caveat and the row becomes fully release-for-build final |
| Exact charge-source Lynx distribution package | exact now at the current owner-page level | second Lynx Distributor with roof MPPT 60A, shared front alternator-charge return 60A, portable MPPT reserve 40A, matching negative-return positions, and one spare |
panel / package position | final second-Distributor package coordinate and the resulting attached-run cut lengths |
| Exact front-node bus/protection method for the Orion-fed front branch | exact now at the current owner-page level | Blue Sea 2127 positive/negative bus pair with 2x Blue Sea 7720 protected 30A premium branches at the front Orion-output node |
panel / package position | trim/enclosure execution, cooling/spacing, and shared return/feed cut lengths |
Final AC breaker allocation in the 8027 |
exact now at the current owner-page level | branch 1 = 15A ordinary/GFCI, branch 2 = 20A induction, branch 3 = intentionally spare, with Rixen electric element on MultiPlus AC-out-2 through Blue Sea 7542 |
none on the five-field set | no longer blocked on breaker allocation itself; only downstream AC package execution such as panel placement, branch cut lengths, and any later deliberate branch-3 reuse remains open elsewhere |
| Final GFCI topology | exact now at the current owner-page level | one first-device Leviton GFTR1-W-class GFCI on branch 1 protecting the ordinary outlet chain by feed-through |
panel / package position | exact box placement and downstream grouping still need capture before the current topology is release-for-build final, even though the GFCI method itself is no longer architecturally open |
| Final neutral-ground / chassis-bond implementation | exact current direction is defined, but landing confirmation is still open | one main DC negative-to-chassis bond from the Lynx Distributor ground connection, first-choice landing at Ford rear driver-side GP29-31, MultiPlus chassis/PE bond to the same local fixed-body ground area, and reliance on the MultiPlus internal relay for inverter-mode neutral bonding |
landing point | exact stud within GP29-31 or dedicated-stud fallback, final stud-size match, final corrosion-treatment package, and confirmation that no redundant neutral-ground bond exists elsewhere |
| Exact C30 freezer dimensions/current data from a direct primary source | closed now | attached Alpicool manual closes 60W, DC12/24V or AC100-240V, 26.7L / 0.94 cu ft, 650 x 375 x 357 mm, and 13.65 kg / 30.1 lb |
none on the direct-source identity row | no longer blocked on basic C30 source data; only downstream freezer-branch execution remains |
Final fuse sizes and wire sizes for refrigeration and some 12V branches after actual route lengths |
fridge row closed now; freezer and local service-package closeout still open mainly on wire gauge | fridge branch is exact now at slot 10, 15A, 10 AWG; freezer branch is exact now on slot ownership and 10A direction with current default 14 AWG and 12 AWG open; both 24V -> 12V service packages now carry exact local 7720 + AMI/MIDI protection directions |
wire gauge | freezer one-way route, slide service-loop capture, final connector/disconnect choice, and local jumper/cut-list closure in the two 12V service packages |
¶ Objective Requirement Audit
Use this as the compact requirement-by-requirement audit against the actual goal language. It is stricter than the narrative reconciliation table: each row says whether the five-field finish line is already exact now, exact except for a named still-open field, still dependent on additional proof, or only partly applicable because the requirement is really a direct-source identity check rather than a full branch-schedule row.
| Objective requirement | Five-field status now | Dominant blocking evidence owner | What would prove this row finished |
|---|---|---|---|
| Exact mini-split electrical data: fuse, wire, disconnect | exact on device, fuse, landing, and package position; still open on wire gauge and direct-source current proof | Mini-Split Air Conditioner plus Measurements Electrical Closeout Captures |
delivered-unit identity/current evidence plus real route length confirming that the current 60A / 6 AWG minimum package loses its surrogate caveat without forcing 4 AWG or a higher protective package |
| MultiPlus branch-fuse resolution | exact on device, fuse, landing, and package position; still open on wire gauge | Measurements Electrical Closeout Captures |
measured DC cable path proving whether the current 1/0 AWG short-run direction remains valid without caveat and leaving the retired 175-200A branch-fuse band closed as a non-issue |
| Exact charge-source Lynx distribution package | exact on device, fuse, wire, and landing; still open on package position | Measurements Electrical Closeout Captures |
rear-backer coordinate capture for the second Distributor plus the resulting attached-run cut lengths confirming the revised charge-source package as the finished implementation |
| Exact front-node bus/protection method for the Orion-fed front branch | exact on device, fuse, wire, and landing; still open on package position | Measurements Electrical Closeout Captures |
front-node mounting-surface capture plus final trim/enclosure geometry confirming the current pedestal-wall package as the finished implementation; the bus/protection method itself is already closed |
Final AC breaker allocation in the 8027 |
exact now on the five-field requirement itself | none on the five-field requirement itself; Measurements only owns downstream AC package execution | the row is already exact on device / breaker / wire / landing / package position; only branch cut lengths, panel execution, and any later deliberate branch-3 reuse remain as downstream execution detail |
| Final GFCI topology | exact on device, breaker, wire, and landing; still open on package position | Measurements Electrical Closeout Captures |
final outlet-box layout confirming the first-device GFCI location and whether any later deliberate branch split changes the current package; the GFCI method itself is already closed and only package execution remains |
| Final neutral-ground / chassis-bond implementation | exact on method, wire, and package zone; still open on landing point | Measurements Electrical Closeout Captures |
exact GP29-31 stud or dedicated-stud fallback, final stud-size fit, and corrosion-treatment package confirming the current rear-bay bond direction |
| Exact C30 freezer dimensions/current data from a direct primary source | direct-source identity row closed now; five-field branch-schedule treatment is not the controlling test for this requirement beyond confirming appliance identity/current/dimensions | none on the source-identity requirement itself; Measurements only owns downstream branch execution | this row is already closed by the attached Alpicool manual; no further source work is needed on the appliance identity/current/dimension requirement itself |
Final fuse sizes and wire sizes for refrigeration and some 12V branches after actual route lengths |
fridge row exact now; freezer row still open mainly on wire gauge, with connector/disconnect detail still part of downstream slide-harness execution | Measurements Electrical Closeout Captures |
freezer one-way route, slide service-loop capture, and connector/disconnect decision proving whether the current 14 AWG default remains valid or must move to 12 AWG |
¶ Objective Five-Field Matrix
Use this as the fastest field-by-field read of the explicit goal list. exact now means the field is already closed on the canonical owner page. open means the field still depends on the named proof or measurement capture before the requirement is truly release-for-build final. n/a means that field is not the controlling scope of the requirement itself, even if a related downstream branch row exists elsewhere on this page.
| Objective requirement | Device | Fuse / breaker | Wire gauge | Landing point | Panel / package position |
|---|---|---|---|---|---|
| Exact mini-split electrical data: fuse, wire, disconnect | exact now | exact now | open | exact now | exact now |
| MultiPlus branch-fuse resolution | exact now | exact now | open | exact now | exact now |
| Exact charge-source Lynx distribution package | exact now | exact now | exact now | exact now | open |
| Exact front-node bus/protection method for the Orion-fed front branch | exact now | exact now | exact now | exact now | open |
Final AC breaker allocation in the 8027 |
exact now | exact now | exact now | exact now | exact now |
| Final GFCI topology | exact now | exact now | exact now | exact now | open |
| Final neutral-ground / chassis-bond implementation | exact now | n/a on this grounding-method row | exact now | open | exact now |
| Exact C30 freezer dimensions/current data from a direct primary source | exact now on appliance identity/current/dimensions | n/a on this direct-source identity row | n/a on this direct-source identity row | n/a on this direct-source identity row | n/a on this direct-source identity row |
Final fuse sizes and wire sizes for refrigeration and some 12V branches after actual route lengths |
exact now | exact now | open | exact now at current source-slot and destination level | exact now |
¶ Final-Branch-Schedule Completion Test
Use this as the compact pass/fail test for the requested milestone. The finish line is not “the architecture seems settled.” The finish line is that each row below can be marked pass from current evidence rather than inference.
| Finish-line check | Pass when this is true | Current state |
|---|---|---|
| Exact branch-package device family is locked for every still-open electrical branch-schedule goal item | the mini-split branch package, MultiPlus branch package, second charge-source Distributor package, front premium node, 8027 branch map, GFCI device/topology, and grounding hardware family all have one owner-page device answer with no competing live alternative |
pass now at the owner-page branch-package level |
| Direct primary-source unit identity is locked wherever surrogate closure is no longer acceptable | rows that still depend on actual appliance/equipment proof have a direct delivered-unit or primary-source identity/current artifact rather than only a surrogate-backed branch package | not yet fully pass only because of the mini-split: the C30 row is already direct-source closed, while the mini-split still lacks a strong delivered-unit label/manual/current artifact beyond the current surrogate-backed branch package |
| Exact fuse / breaker direction is locked for every still-open electrical goal item | the owner page can name one current fuse/breaker answer for each still-open row without carrying a live architecture conflict | pass now at the owner-page level for MultiPlus 300A, mini-split 60A, second-Distributor roof MPPT 60A, second-Distributor shared front alternator-charge return 60A, front-node 2x 30A, 8027 branch map, and first-device GFCI topology |
| Exact wire gauge is locked wherever route length or current proof no longer controls it | rows that are no longer route/proof sensitive have one current wire answer, and rows that are still route/proof sensitive say exactly what capture must happen before the gauge caveat can be removed | not yet fully pass: the MultiPlus DC feed, the mini-split branch, and the freezer branch still remain open on wire-gauge signoff from real path/current evidence; some local jumper and cut-length work remains downstream execution, but it is no longer the main goal-facing wire-gauge blocker set |
| Exact landing point is locked wherever physical landing fit is already proven | every still-open row has one exact landing answer, or one named physical capture that will prove the last landing uncertainty | not yet fully pass: the rear GP29-31 bond landing still remains open; freezer connector/disconnect detail is still downstream harness execution, but it is no longer the main goal-facing landing-point blocker |
| Exact panel / package position is locked wherever the package is not waiting on real geometry | every still-open row has one current package-position answer, or one named geometry capture that still has to prove it | not yet fully pass: the front premium-node package, the first-device GFCI / ordinary-outlet package, and the 301EL-B -> 8077 -> MultiPlus shore path still remain open on package-position capture, and some local service-face/jumper geometry also remains open downstream |
| Remaining uncertainty is reduced to the seven named captures only | no still-open electrical row depends on a vague “figure it out later” note; every non-final row points back to one of the seven physical/proof captures | pass now at the owner-page level |
| Release-for-build electrical package is actually final | all seven remaining captures are recorded on Measurements, their evidence satisfies the conditional gauge/landing rules, and the held caveats disappear from the exact branch schedule | not yet pass |
¶ Finish-Line Evidence Basis Register
This table states how strong the current evidence is for the finish-line rows that still matter to release-for-build closeout. Not every row below is still open on the five-field branch-schedule set. Some are already exact now and remain here only because route-length, cut-list, or local execution capture is still outstanding. Others still rely on a surrogate or a future physical capture before the row can be called truly final.
| Finish-line row still relevant to closeout | Current evidence basis | What is strong already | What evidence is still missing |
|---|---|---|---|
Mini-split 24V branch |
surrogate-backed plus partial delivered-unit physical evidence | current branch-package identity is no longer blank: dedicated branch, Blue Sea 7184 60A, dedicated negative return, delivered 8mm2 lead evidence, and named Sinoclima/B-COOL surrogate basis |
direct delivered-unit identity/current proof and real in-van route length |
| MultiPlus DC feed | direct manufacturer guidance plus current package geometry | Victron 24/3000/70 installation table and Lynx example drawings support the current 300A / 1/0 AWG short-run direction |
actual installed cable path length proving whether the short-run band still applies |
| Charge-source Lynx distribution | current exact hardware family plus current package geometry | second Lynx Distributor, roof MPPT 60A, shared front alternator-charge return 60A, portable MPPT reserve 40A, and the native Lynx landing method are already exact on the five-field set |
exact rear-backer coordinate for the second Distributor and the resulting attached-run cut lengths |
Front premium 24V node |
current exact hardware family plus footprint-backed package direction | Blue Sea 2127, 2x 7720, 2x 30A, and the current premium-only 8 AWG direction are already exact on the requirement itself; the remaining non-final state is only the real pedestal-wall package-position capture and the shared return/feed cut lengths that follow from it |
exact serviceable mounting surface, trim/enclosure execution, final spacing, and then the shared return/feed cut lengths that follow from that package-position capture |
8027 branch map and GFCI topology |
direct owner-page branch decision plus accepted AC package logic | exact branch 1/2/3 roles, exact first-device GFCI method, exact branch wire families, and accepted 301EL-B -> 8077 -> MultiPlus -> 8027 stack are already exact on the requirement itself; the remaining non-final state is outlet-box layout and any deliberate branch-3 reuse, not topology indecision |
finished outlet-box layout, branch cut lengths, and any intentional branch-3 reuse |
| Neutral-ground / chassis-bond implementation | direct grounding-direction logic plus still-open landing capture | one main DC bond, GP29-31 first choice, dedicated fixed-body fallback, current 1/0 AWG minimum, and MultiPlus internal relay approach are all defined |
exact GP29-31 stud or fallback, final stud-size fit, and final corrosion-treatment package |
| C30 direct-source identity row | direct primary source for appliance data | attached Alpicool manual closes the C30 identity/current/dimension row directly | none on the source-identity requirement itself; this row is already closed |
| Freezer refrigeration branch signoff | direct primary source for appliance data plus still-open route capture | attached Alpicool manual closes the appliance identity/current/dimension basis; freezer source slot and branch role are exact now | freezer one-way route length, service-loop allowance, and final connector/disconnect implementation |
¶ Current Electrical Closeout Sequence
Use this as the owner-page checklist for the remaining electrical signoff work. It is intentionally narrower than the broader branch schedule and names the single next proof item for each still-open package. Record the actual field-capture values on Measurements under Electrical Closeout Captures.
| Remaining blocker | Current direction while open | Primary still-open finish-line field | Exact next proof item | What becomes final once captured |
|---|---|---|---|---|
| Rear chassis-bond landing | Use the Ford rear driver-side GP29-31 ground-point cluster as first choice, with a dedicated fixed-body stud in the same rear utility cavity only as fallback. Keep the bond package at 1/0 AWG minimum with tinned 3/8 in lug class and Ford-style self-locking crimp hex-nut hardware. |
landing point | Open the rear driver-side lamp / utility-bay access, identify the exact usable stud within GP29-31, record stud size/thread and existing eyelet occupancy, and confirm whether the 1/0 lug package fits there cleanly without violating Ford eyelet-stacking guidance. |
Exact chassis-bond stud, exact lug hole size, final corrosion-treatment package, and whether the dedicated-stud fallback can be removed from the docs. |
| Front premium-node package position | Keep the current exact front-node direction at Blue Sea 2127 positive/negative bus pair plus 2x Blue Sea 7720 protected 30A premium branches on the fixed driver-seat-pedestal / CCP-cover service wall. |
panel / package position | Measure the actual serviceable wall area, trim interference, and shared return/feed sweep so the current 2127 + 2x 7720 node package can be proven on one real mounting surface instead of a generic pedestal zone. |
Exact mounting-surface answer, exact trim/enclosure method, and proof that the already-defined premium-only node package fits the real front service area. |
| MultiPlus DC feed path | Keep the current exact DC package direction at Lynx 300A branch protection, MultiPlus 1/0 AWG minimum with 2x 1/0 still open, and direct rear-bay positive/negative landings. |
wire gauge | Measure the real positive path from the Lynx Distributor MultiPlus branch to the MultiPlus positive terminal and the real negative path from the Lynx Distributor negative connection to the MultiPlus negative terminal, following the actual sweep and bend path instead of a straight-line cabinet estimate. | Final conductor-band signoff against Victron's cable-length table and proof that the current 1/0 AWG minimum direction remains valid without caveat. |
| Shore-main geometry | Keep the accepted path Marinco 301EL-B -> Blue Sea 8077 -> MultiPlus -> Blue Sea 8027, with the 8077 immediately inboard of the inlet on the driver-side rear utility wall and 10 AWG feeder class. |
panel / package position | Measure the real conductor path from the back of the 301EL-B inlet to the 8077 line side, then from the 8077 load side to the MultiPlus AC-in landing point, following the actual bend path instead of a straight-line face-to-face estimate. |
Exact 8077 mounting offset, exact feeder cut lengths, and proof that the current upstream-main placement remains valid under the Blue Sea 10 ft protection rule. |
| First-device GFCI and ordinary-outlet package layout | Keep the current exact branch-1 direction at one Leviton GFTR1-W-class first-device GFCI protecting the front/cab, kitchen-counter, sliding-door, and garage/service ordinary outlets by feed-through. |
panel / package position | Capture the actual first-device GFCI box location, the downstream outlet grouping, and whether the garage/service outlet stays on branch 1 or intentionally moves to branch 3. |
Exact first-device placement, exact downstream grouping, and proof that the current GFCI topology remains the finished package rather than a temporary abstraction. |
| Driver-side forward-bench freezer slide branch | Keep the selected Alpicool C30 on passenger-side 12V fuse-block slot 11 as a dedicated 10A branch, with current default 14 AWG and 12 AWG still open. |
wire gauge | Measure the real one-way route from the passenger-side service package to the driver-side forward dinette-bench slide cavity, then measure full slide travel and the service-loop length needed to avoid chafe, over-bend, or connector pull. | Final freezer branch conductor signoff, exact service-loop allowance, and whether the finished bench package needs a dedicated service disconnect or just a retained hardwired loop. |
| Mini-split branch signoff | Keep the surrogate-backed branch direction at Lynx 60A branch protection, local Blue Sea 7184 60A, dedicated negative return, and 6 AWG minimum with 4 AWG still open. |
wire gauge | Capture both sides of the mini-split proof bundle: a delivered-unit running-current proof source such as powered test current, manufacturer response, or a trustworthy current label/manual artifact, plus the real in-van branch route length from the rear branch exit to the final unit landing path. | Final direct-source current closure, final conductor-family signoff, and confirmation that the current 60A / 6 AWG minimum package remains valid without escalation. |
¶ Release-For-Build Verification Matrix
Use this matrix when auditing whether the remaining electrical blockers are actually closed. It is intentionally compact, but it now maps each blocker directly to the final branch-schedule fields that matter most here: exact device, exact fuse/breaker, exact wire gauge, exact landing point, and exact package/panel position.
| Remaining blocker | Exact fields already closed now | Primary proof owner | Exact evidence expected | Closes these exact rows/packages |
|---|---|---|---|---|
| Rear chassis-bond landing | exact device family and hardware class, no branch-fuse dependency, exact 1/0 AWG minimum direction, rear negative-bus source landing, and current rear utility-cavity landing zone |
Measurements Electrical Closeout Captures plus this page's Current Grounding Direction |
exact GP29-31 stud or fallback identifier, stud size/stack-up fit, and cavity photos showing the accepted landing point |
Final neutral-ground / chassis-bond implementation, Main DC negative-to-chassis bond, Main house battery spine, Current Chassis-Bond Hardware Direction |
| Front premium-node package position | exact device family, exact 2x 30A branch protection, exact current 8 AWG premium-only direction, exact front-bus landings, and current pedestal-wall package direction |
Measurements Electrical Closeout Captures plus this page's Current Minimum Package Envelope Directions |
usable mounting-surface dimensions, trim/cooling conflicts, and one-way shared return/feed route length in the real front service area | Exact front-node bus/protection method for the Orion-fed front branch, Front premium USB-C station branches, Front/cabin charging node |
| MultiPlus DC feed path | exact device path, exact 300A branch-fuse role, current 1/0 AWG minimum with 2x 1/0 open, exact Lynx-to-MultiPlus positive landing, exact rear-negative-to-MultiPlus negative landing, and current rear-backer package direction |
Measurements Electrical Closeout Captures plus this page's Conditional Gauge Signoff Rules |
one-way positive path length, one-way negative path length, and the actual sweep/offset geometry that determines whether the current short-run band still applies | MultiPlus branch-fuse resolution objective row, now narrowed to conductor-band confirmation after the retired 175-200A conflict; MultiPlus DC feed; Current Conductor-Band Direction inverter row |
| Shore-main geometry | exact device path 301EL-B -> 8077 -> MultiPlus -> 8027, exact upstream 30A breaker / 8077 protection role, exact 10 AWG feeder class, exact line/load landing sequence, and current inboard-of-inlet package direction on the driver-side rear utility wall |
Measurements Electrical Closeout Captures plus this page's Current Package Position Register |
one-way 301EL-B -> 8077 path length, one-way 8077 -> MultiPlus path length, summed path, and the actual turn/offset geometry at the rear utility wall |
Shore AC input, Shore inlet to upstream main, Shore-power inlet and AC panel hardware, and the AC-side geometry portions of the 8027 breaker-allocation / GFCI package closeout |
| First-device GFCI and ordinary-outlet package layout | exact first-device GFCI family, exact branch-1 15A breaker role, exact current 14 AWG ordinary-outlet branch family, exact branch-1 landing sequence, and current four-zone outlet-chain direction |
Measurements Electrical Closeout Captures plus this page's Current AC Branch Allocation |
exact first-device box location, downstream outlet grouping, and explicit garage/service outlet branch assignment | Final GFCI topology, 8027 branch 1 general outlets, 120V outlets |
| Driver-side forward-bench freezer slide branch | exact device, exact 10A branch direction, current default 14 AWG with 12 AWG open, exact source slot 11 / passenger-side panel ownership, and exact driver-side forward-bench slide destination |
Measurements Electrical Closeout Captures plus this page's Conditional Gauge Signoff Rules |
actual one-way branch route length, full slide travel, service-loop allowance, and planned connector/disconnect location | Final fuse sizes and wire sizes for refrigeration and some 12V branches after actual route lengths, Dinette freezer branch, Passenger-side 12V subpanel outputs refrigeration closeout |
| Mini-split branch signoff | exact device path at current surrogate level, exact 60A branch-protection direction plus local Blue Sea 7184, current 6 AWG minimum with 4 AWG open, exact rear-bay source and dedicated negative-return landings, and current rear service-chase package direction |
Mini-Split Air Conditioner plus Measurements Electrical Closeout Captures |
readable label/manual current evidence or trustworthy powered-test current, measured supplied lead details, and real branch route length | Exact mini-split electrical data objective row, now mainly on direct-source current closure plus wire-gauge confirmation; Mini-split 24V branch; Main-to-mini-split 24V branch; Current Conductor-Band Direction HVAC row |
¶ Current Release-For-Build Readiness Summary
This is the shortest plain-language read of the current state: nearly the whole electrical package is now at exact-device / exact-fuse / exact-landing / exact-panel-position level, but the rows below are still intentionally not release-for-build final. Some are still open on one of the five finish-line fields; others are exact on the five-field set and remain here only because real route-length, box-layout, trim/enclosure, or cut-list capture is still outstanding. The front premium node and the branch-1 GFCI / ordinary-outlet package are in that second group: they are no longer branch-definition gaps, only physical package-layout captures on top of already-exact requirement rows.
| Still-not-release-for-build area | Current exact direction already defined | Dominant still-open field | Why it is not yet fully release-for-build |
|---|---|---|---|
| Rear grounding and bond hardware | single DC bond from the Lynx Distributor ground connection, Ford GP29-31 first choice, dedicated fixed-body fallback, 1/0 AWG minimum, tinned M8 / 5/16 in lug class at the Distributor side, shared local rear-bay grounding zone with MultiPlus chassis / PE bond |
landing point | exact stud within GP29-31 or fallback point is not yet physically captured |
| Front premium-node package | Blue Sea 2127 positive/negative bus pair, 2x Blue Sea 7720 protected 30A premium branches, current premium-only 8 AWG direction, and current fixed driver-seat-pedestal / CCP-cover package zone are all defined |
panel / package position | exact mounting-surface dimensions, trim/enclosure method, cooling spacing, and shared return/feed path are not yet physically captured in the real front service area |
| MultiPlus DC cable package | MultiPlus branch package is already exact on device, fuse, landing, and rear-backer package position: Victron MultiPlus-II 24/3000/70-50 120V, Lynx 300A branch protection, direct rear positive/negative landings, and current 1/0 AWG minimum with 2x 1/0 still open if the final path leaves Victron's short-run band |
wire gauge | the older 300A versus 175-200A fuse conflict is no longer live; the remaining gap is exact positive and negative routed cable lengths and the resulting final conductor-band signoff |
| Shore inlet to upstream-main to MultiPlus path | exact stack is 301EL-B -> 8077 -> MultiPlus -> 8027, 10 AWG feeder class, and 8077 current package location immediately inboard of the inlet |
panel / package position | exact one-way path length and real inlet-turn geometry are not yet physically captured |
| First-device GFCI / ordinary-outlet package | one Leviton GFTR1-W-class first-device GFCI on branch 1, 15A breaker direction, 14 AWG ordinary branch family, and the current four-zone outlet-chain direction are all defined |
panel / package position | exact first-device box placement, exact downstream outlet grouping, and whether the garage/service outlet stays on branch 1 or becomes a later branch-3 split are not yet physically captured |
| Freezer branch package | exact device, exact 10A branch direction, exact slot 11, current default 14 AWG with 12 AWG open, and exact driver-side forward-bench slide location are all defined |
wire gauge | exact route length, service-loop requirement, and the final connector/disconnect implementation are not yet physically captured, so the row is still open on wire-gauge signoff plus local landing/detail execution |
| Mini-split branch package | exact current branch package is Lynx 60A branch protection, Blue Sea 7184 60A local disconnect, dedicated negative return, and 6 AWG minimum with 4 AWG open |
wire gauge | device, fuse, landing, and package position are already exact at the current owner-page level; the remaining gap is delivered-unit running-current proof plus the real branch-route length, which together decide whether the current 6 AWG minimum direction loses its surrogate caveat or escalates to 4 AWG |
¶ Conditional Gauge Signoff Rules
These rules turn the remaining open conductor rows into explicit measurement checks instead of generic future engineering. They are owner-page design rules based on the current accepted device selections, the current mini-split surrogate basis, and standard copper-resistance voltage-drop math. They do not replace manufacturer minimums or final install judgment, but they make the remaining open work auditable. Put the actual measured values that trigger keep-versus-upsize decisions on Measurements, not in ad hoc build-log notes.
| Branch | Current direction | Keep this direction if... | Upsize / reopen if... | Basis |
|---|---|---|---|---|
| MultiPlus DC feed | 1/0 AWG minimum, with 2x 1/0 still open |
the effective positive and negative cable path stays inside Victron's current short-run 0-5m band for the 24/3000/70 and the cabinet geometry does not force longer routing |
the effective path moves into Victron's longer-cable band or the real routing forces a conductor package larger than the current short-run table supports | current source-backed Victron 24/3000/70 fuse/cable table plus the owner-page 300A branch direction |
Mini-split 24V branch |
6 AWG minimum, with 4 AWG open |
delivered-unit current proof stays in the current surrogate running class of about 35-40A, and the effective round-trip branch length stays in the ordinary short-run cabinet/door-routing range where 6 AWG keeps voltage drop modest |
delivered-unit running current lands materially above the current surrogate band, the route becomes unusually long/hot/bundled, or the powered-test behavior shows the present 6 AWG assumption is no longer conservative |
current owner-page mini-split surrogate basis is Sinoclima E-2600PRO at about 38A rated on 24V, delivered-unit lead evidence is 8mm2, and ordinary 6 AWG copper keeps voltage-drop margin reasonable for this current class in the expected rear-cabinet-to-carrier route length |
| Dinette freezer branch | current default 14 AWG, with 12 AWG open |
the measured one-way route from the passenger-side service panel to the driver-side forward-bench slide, including the required service loop, stays at or below about 15 ft and no unusual flex/connector condition argues for more copper |
the measured one-way route plus service loop clearly exceeds about 15 ft, or the finished slide package needs extra mechanical margin for flex durability / connector retention that makes 12 AWG the cleaner choice |
owner-page inference from the attached Alpicool C30 manual 60W / 12V load class, which is about 5A steady-state at 12V; at that current, 14 AWG stays around the normal ~3% voltage-drop boundary through about 30 ft round-trip / 15 ft one-way |
¶ Current Package Footprint Anchors
These are the current footprint anchors that can already be treated as real packaging constraints rather than generic “make space later” notes. They do not replace final drill templates, but they materially tighten the remaining package-level open items.
| Package | Current source-backed footprint anchor | Why it matters now | What is still open |
|---|---|---|---|
Blue Sea 8077 upstream shore main |
official Blue Sea product page comparison data exposes 7.50 in x 3.75 in face dimensions for the 8077 |
This is enough to treat the accepted shore-main package as a real compact panel on the driver-side rear utility-wall cavity immediately inboard of the 301EL-B, instead of a generic “mount a breaker somewhere near the inlet” note. |
Exact offset from the inlet, exact fastener pattern, and exact conductor turn radius in the real wall cavity. |
| Second Victron Lynx Distributor M10 | current official Victron product data already closes the module family and the native branch/negative/ground role; the exact second-module footprint should be treated as the same family as the already-owned first Distributor | This is enough to treat the revised charge-source side as a real second Lynx module rather than as a generic “add more fused landings later” note. | Exact rear-backer coordinate and spacing relative to the first Distributor and the 9003e protected-positive loop still need capture. |
| Victron Orion XS 1400 charger body | Victron official technical data and dimension drawing expose 138.1 x 124.4 x 53 mm (5.44 x 4.9 x 2.1 in) for each Orion XS 1400 |
This is enough to treat the front alternator-charge package as a real physical pair of chargers rather than a generic “mount two Orions near CCP2” instruction. | Exact mounting-hole pattern, exact cooling clearance, and whether the pair stacks vertically or horizontally on the final pedestal wall. |
Blue Sea 2127 front positive / negative bus pair |
mirrored Blue Sea dimension drawing exposes 5.88 in overall length, 3.60 in overall height, and 1.91 in depth for the bus package, with 5.25 in center span between the terminal stud zones |
This is enough to treat the front premium-node package as a real compact assembly on the fixed driver-seat-pedestal / CCP-cover service wall, rather than an abstract bus pair floating in the cavity. | Exact mirrored footprint for the matching second bus in the pair is effectively implied, but the final positive/negative side-by-side orientation and the exact 2127 + 7720 spacing stack still need closure. |
Blue Sea 7720 local AMI/MIDI fuse block |
Blue Sea 2024 catalog mirror exposes a 4.20 in x 4.00 in face / body footprint with about 1.51 in depth and 0.80 in cover projection detail for the 7720 family page |
This is enough to stop treating the local output-protection and front premium-branch fuse blocks as footprintless placeholders. The front premium node and both local converter packages can now be treated as real assemblies with a known compact fuse-block size. | A direct current-product-page or standalone dimension-drawing source would still be cleaner, but the packaging-level gap is materially reduced. Final fastener pattern and exact orientation still need closure. |
Victron Orion 24/12-70A converter body |
current Victron official sources now align around about 65 x 88 x 195 mm (2.6 x 3.5 x 7.7 in) for the non-isolated 24/12-70A body, and the official dimension drawing exposes the same overall 195 mm length family with the binding-post variant |
This is enough to stop treating the two 24V -> 12V converter packages as abstract power modules. Both service panels can now be reserved around a real converter body envelope. |
Exact mounting-hole pattern and the final chosen orientation on the finished service face. |
Blue Sea ST Blade 12-circuit fuse-block class (5031 / 5034) |
current technical-line-drawing evidence from a distributor-hosted Blue Sea datasheet puts the negative-bus 12-circuit block around 6.47 in x 3.32 in x 1.52 in for the 5031 family, with third-party retail specs corroborating the same general class |
This is enough to stop treating the local branch fuse blocks as size-free abstractions. The two 12V service packages can now be reserved around a real branch-distribution block envelope rather than only a part number class. |
Exact selected part number (5031 vs 5034), exact cover choice, and exact fastener pattern on the final panel. |
| First Lynx Distributor + second Lynx Distributor charge-side pair | treat the charge-source side as one expanded native Lynx module pair rather than as a standalone combiner-plus-fuse-holder package | This is enough to retire the old rear combiner package from active package planning and keep the charge-source architecture inside the Lynx family. | Exact inter-module spacing, rear-backer coordinate, and final wrench/service access at the second Distributor. |
Blue Sea 2104 PowerBar 600A bus |
Blue Sea official product/comparison data and Blue Sea catalog mirrors align around about 7.0 in overall length with 6.25 in mounting centers for the 2104, with third-party line specs putting the body around 51 mm / 2.0 in wide |
This is enough to treat the purchased 2104 pair as real optional expansion hardware rather than abstract heavy-current parts if a later packaging pass deliberately reopens extra landing count. |
Exact width/cover choice and final fastener pattern if the spare hardware is ever promoted into the build. |
Blue Sea 7184 60A breaker / disconnect |
Blue Sea 2024 catalog mirror exposes the 7184 / 718x breaker family at roughly 2.91 in x 2.41 in face dimensions with about 1.90 in depth and 1.77 in mounting span detail |
This is enough to treat the mini-split local service breaker as a real compact device in the rear service chase instead of a generic future add-on, and it aligns directly with the current 60A branch direction. |
Exact mounting orientation relative to cable bend radius and final branch-exit location. |
¶ Current Minimum Package Envelope Directions
These are current packaging inferences from the now-source-backed device footprints. They are not drill templates, but they are more useful than generic zone labels because they describe the minimum field each local assembly should reserve before cable bend radius, trim, and fastening details are finalized.
| Package | Current minimum mounting-envelope direction | Basis | What is still open |
|---|---|---|---|
Front premium 24V node / Orion output area |
Reserve about 12 in W x 9 in H x 2 in D on the fixed driver-seat-pedestal / CCP-cover service wall for the current node package, with the two Blue Sea 2127 buses stacked vertically in one column and the two Blue Sea 7720 premium-branch fuse blocks stacked in the adjacent column on the positive side. |
This is a packaging inference from the current footprint anchors: 2127 at 5.88 x 3.60 x 1.91 in and 7720 at about 4.20 x 4.00 x 1.51 in, plus modest service gaps so fuse covers and bus hardware stay accessible. |
Exact side-to-side orientation, exact fastener pattern, trim/enclosure strategy, and final cable-sweep allowance for the Orion outputs and outgoing premium branches. |
| Full front charger-plus-node package | Reserve about 18 in W x 12 in H x 3 in D on the fixed driver-seat-pedestal / CCP-cover service wall for the complete front package: 2x Orion XS 1400 chargers in one column and the 2127 + 2x 7720 premium-node stack in the adjacent column. |
This is a packaging inference from the current footprint anchors: each Orion XS at 5.44 x 4.9 x 2.1 in, the bus/fuse stack at about 12 x 9 x 2 in, plus modest cooling and service gaps so the Orion output fuses, front buses, and premium branches stay reachable as one service assembly. |
Exact charger orientation, exact cooling gap policy, and final cable-entry / cable-sweep direction for the Orion input, Orion output, and premium-branch tails. |
| Mini-split local breaker / disconnect package | Reserve about 4 in W x 6 in H x 2 in D plus cable-side sweep room in the rear service chase for the Blue Sea 7184 60A local HVAC disconnect package near the branch exit. |
This is a packaging inference from the current 7184 footprint anchor at roughly 2.91 x 2.41 x 1.90 in, enlarged enough for terminal access, label visibility, and realistic 6 AWG branch approach/departure without crowding the service chase. |
Exact orientation relative to cable bend radius and exact branch-exit location. |
| Rear second-Lynx-Distributor charge-source package | Reserve enough adjacent rear-backer field for a second Lynx Distributor on the system side of the stack, with clear branch-fuse access, cable-sweep room for the roof MPPT and shared front alternator-charge return, and service wrench access. | This is a packaging inference from the accepted shift to a native second Distributor and the already-set rear Lynx zone. | Exact left-to-right ordering, exact rear-backer coordinate, and final cable-bend / wrench-clearance confirmation with the real charge-source branch families. |
Passenger-side 24V -> 12V service package |
Reserve about 12 in W x 18 in H x 3 in D on one service face for the current converter-output package, with the Orion 24/12-70A body at the top, the Blue Sea 7720 immediately downstream on the positive side, and the 12-circuit ST Blade block below / adjacent with the local negative-return hardware kept in the same field. |
This is a packaging inference from the current footprint anchors: Orion body about 7.7 x 3.5 x 2.6 in, 7720 about 4.2 x 4.0 x 1.5 in, and ST Blade 12-circuit block about 6.5 x 3.3 x 1.5 in, plus service gaps so fuse access and branch labeling remain legible. |
Exact panel orientation, exact local negative-bus choice if it is not fully absorbed by the selected ST block, and the exact jumper sweep once the service-zone panel dimensions are fixed. |
Roof/center 24V -> 12V service package |
Reserve about 12 in W x 18 in H x 3 in D on the upper cabinet service face for the roof/center converter-output package, again with converter -> 7720 -> ST Blade class block in one readable field and the local negative-return hardware beside it. |
The same current footprint anchors apply as the passenger-side package, and the roof/center branch count justifies treating this as a real compact subpanel rather than a loose group of inline fuses. | Exact cabinet-wall shape, exact negative-bus implementation, and any later decision to split this zone across two smaller fuse blocks instead of one 12-circuit field. |
| Upstream shore main package | Reserve at least a flat 9 in W x 5 in H service field immediately inboard of the 301EL-B on the driver-side rear utility wall for the 8077 and its feeder-entry / feeder-exit sweep. |
This is a packaging inference from the current 8077 footprint anchor at 7.50 x 3.75 in, enlarged enough for fastener edge margin and realistic 10 AWG feeder entry/exit before the run turns toward the rear bay. |
Exact offset from the inlet, exact mounting pattern, and measured conductor distance proof against the Blue Sea 10 ft rule. |
¶ Current Package Position Register
This table consolidates the current exact package positions that are otherwise spread across the branch schedule and the rear-backer artifact. It is still a planning register rather than a drill template, but it makes the current panel-position state much easier to review as one physical system.
| Package / device | Current exact panel or mounting-surface position direction | Position basis |
|---|---|---|
Blue Sea 9003e |
rear driver-side 50 x 30 birch backer, top-left about 1 in from left and 1 in from top |
rear-backer planning coordinate |
Victron SmartSolar 150/45 |
rear driver-side 50 x 30 birch backer, top-left about 14.4 in from left and 1 in from top |
rear-backer planning coordinate |
| Future portable MPPT reserve | rear driver-side 50 x 30 birch backer, top-left about 23.1 in from left and 1 in from top |
rear-backer planning coordinate |
Blue Sea 8027 |
rear driver-side 50 x 30 birch backer, top-left about 30.5 in from left and 1 in from top |
rear-backer planning coordinate |
Blue Sea 7542 Rixen breaker |
rear driver-side 50 x 30 birch backer, directly below / adjacent to the 8027, roughly 30.5 in from left and 10 in from top |
rear-backer planning coordinate |
Blue Sea 7184 60A mini-split disconnect |
rear driver-side service chase on the same 50 x 30 backer field, roughly 26.5 in from left and 18 in from top |
rear-backer planning coordinate |
| Victron MultiPlus-II | rear driver-side 50 x 30 birch backer, top-left about 36.9 in from left and 4 in from top |
rear-backer planning coordinate |
| Victron Lynx Class-T Power In | rear driver-side 50 x 30 birch backer, top-left about 1 in from left and 15 in from top |
rear-backer planning coordinate |
| Victron Lynx Shunt VE.Can | rear driver-side 50 x 30 birch backer, top-left about 9.1 in from left and 16.7 in from top |
rear-backer planning coordinate |
Victron Lynx Distributor #1 |
rear driver-side 50 x 30 birch backer, top-left about 17.6 in from left and 14.6 in from top |
rear-backer planning coordinate |
Victron Lynx Distributor #2 |
rear driver-side 50 x 30 birch backer, adjacent to Distributor #1 on the system side of the stack; exact planning coordinate still open after the 2026-06-08 revision |
rear-backer planning coordinate pending refresh after the latest backbone revision |
Optional spare Blue Sea 2104 positive busbar |
purchased spare / later-expansion hardware only; do not treat as a required current-backbone panel position unless a later packaging pass deliberately reopens extra positive landing count | current architecture no longer requires this hardware on the active backer |
Optional spare Blue Sea 2104 negative busbar |
purchased spare / later-expansion hardware only; do not treat as a required current-backbone panel position unless a later packaging pass deliberately reopens extra negative landing count | current architecture no longer requires this hardware on the active backer |
Upstream shore main Blue Sea 8077 |
driver-side rear utility-wall cavity immediately inboard of the Marinco 301EL-B, on a fixed serviceable surface before the 10 AWG feeder turns toward the rear bay |
adjacent-package placement direction |
Front premium 24V node (2127 bus pair + 2x 7720) |
fixed driver-seat-pedestal / CCP-cover service wall, with a current node-only reservation of about 12 in W x 9 in H x 2 in D |
adjacent-package placement direction |
Full front charger-plus-node assembly (2x Orion XS + 2127 + 2x 7720) |
fixed driver-seat-pedestal / CCP-cover service wall, with a current full-package reservation of about 18 in W x 12 in H x 3 in D |
adjacent-package placement direction |
Passenger-side 24V -> 12V service package |
passenger-side plumbing/heating service face, reserve about 12 in W x 18 in H x 3 in D for converter -> 7720 -> ST Blade block -> adjacent negative bus |
adjacent-package placement direction |
Roof/center 24V -> 12V service package |
roof / center cabinet service face, reserve about 12 in W x 18 in H x 3 in D for converter -> 7720 -> ST Blade block -> adjacent negative bus |
adjacent-package placement direction |
| Main DC chassis-bond landing | rear driver-side lamp / utility-bay cavity at Ford GP29-31 first-choice cluster, or dedicated fixed-body stud fallback in that same cavity |
adjacent-package placement direction |
¶ High-Risk Row Review
These are the five rows most likely to drive real design corrections or final field captures. This subsection states the current recommended direction more tightly and separates that from the still-open blocker for each one.
| High-risk row | Current recommended direction | Why this is the current best direction | Remaining blocker that still prevents final signoff |
|---|---|---|---|
| Main house battery spine | Keep the main battery-string protection at the battery side in the Lynx Class-T Power In, then place the Blue Sea 9003e in the protected positive path immediately downstream of that fuse before the system-side Lynx positive bus. Keep the whole-bank negative path through the Lynx Shunt before any load or charger return joins the system side, and run one intentional bond jumper from the Lynx Distributor dedicated ground connection to the rear driver-side Ford GP29-31 ground-point cluster if the final lug package fits cleanly there. |
This keeps the highest-energy cable protected before it reaches the manual disconnect, preserves a single whole-bank current-measurement path, uses the Lynx system-side landing scheme now supported by Victron's current Distributor documentation, and keeps the bond on the correct post-shunt side of the system in the same rear service zone as the battery bay. | Dominant still-open field is still split between landing point and protected-positive jumper geometry: the goal-facing blockers are the final chosen stud within GP29-31 or the dedicated-stud fallback / lug package, plus the exact direct-coupled-versus-short-loop execution around the 9003e. |
| MultiPlus DC feed | Use a 300A MEGA at the Lynx Distributor branch when the MultiPlus is fed as its own fused Lynx position, and keep the separate battery-side main protection at 300A Class-T ahead of the whole-house disconnect. |
Victron's 24/3000/70 installation table explicitly calls for a 300A DC fuse with 1/0 AWG cable for the short-run band, and Victron's own Lynx/MultiPlus example drawings also place 300A MEGA fuses in Lynx Distributor positions feeding MultiPlus units. |
User physical direction now keeps the MultiPlus in the same rear zone as the Lynx stack with the DC runs expected to stay within about 3 ft, so this is no longer treated as an MVP architecture blocker. Remaining work is ordinary install-time cut length, bend sweep, and service slack confirmation, with gauge reopening only if the real install contradicts that short-run assumption. |
| Charge-source Lynx distribution | Keep the charge sources native to the second Lynx Distributor: roof MPPT on its own branch, shared front alternator-charge return on its own branch, portable MPPT reserve on its own branch, and one spare position left open. | This keeps all charging-source landings in the Lynx family, removes the oddball rear combiner/trunk hardware, and keeps the electrical-bay heavy cable families capped at the same practical 1/0 and 6-8 AWG ranges already accepted elsewhere in the cabinet. |
Package-position-held only on the exact second-Distributor mounting coordinate and the resulting attached-run cut lengths. |
| Shore AC input and AC panel feed | Keep the AC path as shore inlet -> Blue Sea 8077 upstream 30A double-pole non-ELCI main -> MultiPlus AC in -> MultiPlus AC out -> Blue Sea 8027, with separate hot, neutral, and equipment-ground paths preserved all the way through the design. Keep the 8027 physically grouped with the MultiPlus as the downstream AC load panel, not the sole shore-side main. |
Blue Sea's 8027 panel instructions require additional breaker protection within 10 ft of the inlet if the panel is not itself serving as the main shore disconnect there, and the MultiPlus architecture needs a protected AC-in feeder before the inverter/charger. Using the simpler Blue Sea 8077 as that upstream main closes the current MVP hardware choice without adding the older ELCI or extra-position detour. |
User physical direction now keeps the shore inlet immediately behind the backer with the 8077 close to the MultiPlus and the full 301EL-B -> 8077 -> MultiPlus path staying within about 5 ft, so this is no longer treated as an MVP package-position blocker. Remaining work is ordinary feeder cut length, sweep, and mounting execution inside that already-accepted short local path. |
Mini-split 24V branch |
Keep the mini-split as a dedicated positive branch from the Lynx Distributor through a local Blue Sea 7184 60A breaker/disconnect, with a dedicated paired negative return back to the load-side negative bus. Do not assume chassis return for the current design. Keep the current upstream cable direction at 6 AWG minimum with 4 AWG still open until real delivered-unit proof closes the load. |
This preserves a legible high-current DC HVAC branch, uses the delivered-photo evidence, and now anchors the branch around both a named official surrogate class and a named local disconnect package instead of treating the row as electrically blank. The Sinoclima E-2600PRO official 24V split-parking-AC data and the B-COOL FLEX ST vehicle split data both land the unit in the practical 35-40A running class. The delivered 8mm2 lead evidence remains one of the reasons the current 6 AWG minimum direction is still conservative. |
Dominant still-open field is wire gauge: the remaining blocker is the full proof-plus-route bundle, namely direct delivered-unit startup/current evidence plus the real branch route, which together decide whether the current conductor band survives or must escalate to 4 AWG. |
¶ Current AC Branch Allocation
This is the current MVP AC branch map based on the accepted shore architecture, the selected Blue Sea 8027, and the MultiPlus-II source behavior. It is now specific enough to guide cabinet layout and panel planning. The remaining AC-side open work is no longer breaker identity or top-level branch grouping; it is exact box placement, branch cut lengths, and any later deliberate use of branch 3.
| AC source path | Current direction | Why |
|---|---|---|
| Shore main | Marinco 301EL-B -> Blue Sea 8077 upstream 30A double-pole non-ELCI main -> MultiPlus AC-in |
Protects the feeder from the inlet to the inverter/charger and satisfies the Blue Sea panel-installation constraint. |
| AC-out-1 load panel | MultiPlus AC-out-1 -> Blue Sea 8027 |
This is the ordinary house 120V distribution panel for inverter-backed loads and pass-through loads. |
8027 branch 1 |
15A GFCI / general outlets for the current front/cab + kitchen counter + sliding-door + garage/service convenience chain |
Current MVP ordinary-outlet branch. Use the first GFCI device to protect the downstream general receptacle chain. |
8027 branch 2 |
20A induction branch |
Keeps the portable induction cooktop on its own branch and avoids mixing it with convenience outlets. |
8027 branch 3 |
spare / future ordinary-outlet split branch | Held open on purpose for a later garage/service split or other real expansion instead of being consumed by the MVP layout. |
8027 remaining positions |
future expansion | The point of choosing the 8027 over the smaller panel was branch headroom. Keep that headroom instead of forcing speculative circuits into the schedule. |
| AC-out-2 dedicated branch | Rixen ComfortHot electric element through a Blue Sea 7542-class local 15A breaker |
AC-out-2 disconnects automatically during inverter operation, which gives the Rixen electric element a clean shore/generator-only path without needing a separate interlock scheme. |
¶ Current Grounding Direction
This is the current owner-page AC/DC grounding direction from the Victron MultiPlus-II manual plus Victron's Wiring Unlimited guidance. It is still not a fabrication drawing, but it is now specific enough to stop treating grounding as one abstract open question.
| Grounding item | Current direction | Source-backed basis | Remaining open work |
|---|---|---|---|
| MultiPlus chassis / PE bond | Bond the MultiPlus chassis grounding point to the vehicle chassis with an uninterruptible grounding connection, and current-build direction is to land it at the same local rear driver-side ground area used by the house DC bond rather than create a second distant chassis-ground zone. The current implementation direction is one local rear-bay ground area centered on the Ford GP29-31 cluster if usable, or the dedicated-stud fallback in that same cavity. |
Victron MultiPlus-II manual says that in a mobile installation the casing must be connected to the vehicle chassis when the shore connection can be interrupted. Ford BEMM says grounds should be brought back to Ford ground points provided when possible and that any new high-current ground should be on fixed structure, not in a wet area or on a moving closure. | Exact stud location and final conductor routing still need closure, but the grounding-zone direction is now defined. |
| Neutral-ground behavior | Leave the MultiPlus ground relay enabled and rely on it to bond output neutral to chassis in inverter mode while opening that bond when external AC is present. | Victron manual and Wiring Unlimited both state that the internal ground relay closes neutral-to-chassis when external AC is absent and opens when AC input is present. |
Final confirmation that no other redundant neutral-ground bond is introduced elsewhere in the van AC system. |
| DC negative-to-chassis bond | Use one main DC negative-to-chassis bond near the rear electrical bay on the system side of the shunt, not multiple scattered DC bonds. Land that bond off the Lynx Distributor dedicated ground connection and take it first to the Ford rear driver-side GP29-31 ground-point cluster shown in the BEMM van/wagon ground map; if the final 1/0 lug package cannot land cleanly there, use a dedicated fixed-body or chassis stud in the same rear utility cavity instead. Current hardware direction is a 1/0 AWG tinned-copper bond jumper with M8 / 5/16 in lug class at the Distributor side and the actual vehicle-side hole size at the Ford side, using a self-locking crimp hex nut on the high-current stud connection and not using split washers or nylon-lock nuts there. |
Victron's Lynx Distributor documentation gives a dedicated ground connection on the system side of the Lynx stack, and Victron Wiring Unlimited says to ground close to the battery, make the battery ground the most reliable and visible ground connection, and size the DC ground cable to carry fault current at least equal to the DC fuse rating. Ford BEMM says to use Ford ground points provided when possible, avoid wet areas for high-current grounds, do not use moving structures as ground return paths, do not use drill-point screws for grounds, and limit eyelets on one ground screw. Ford's high-current connection guidance also says a self-locking crimp hex nut must be used on battery/chassis-ground stud connections and explicitly says not to use split washers or nylon-lock nuts there. The BEMM van/wagon ground-point map places the rear driver-side factory cluster in the same rear service zone, and community service notes corroborate that the rear factory ground cluster is accessed in the rear lamp/trim cavity. |
Current conductor/hardware family is now defined, but the exact stud within GP29-31, or the dedicated-stud fallback, and the final corrosion-protection treatment at that location still need closure. |
| AC equipment grounding path | Carry equipment ground with the AC conductors all the way from the shore inlet to the upstream shore main, to the MultiPlus AC input, through the MultiPlus AC output path to the 8027, and onward to all downstream loads. Do not rely on branch devices to create a grounding path, and do not create a second isolated AC grounding zone separate from the rear-bay chassis-bond area. |
Victron manual requires the AC connections to be made with a three-wire cable and requires an uninterruptible grounding point for safety. The current shore architecture already preserves separate hot, neutral, and equipment-ground conductors through the inlet, upstream main, MultiPlus, and downstream panel. | Exact cable family and panel-ground-bus hardware still need final closure. |
¶ Current Chassis-Bond Hardware Direction
This is the current owner-page hardware package for the single rear-bay DC chassis bond. It is still subordinate to the final chosen Ford ground point, but it is now specific enough to stop treating the bond as a generic "pick some ground hardware later" task.
| Item | Current direction | Source-backed basis | Still open |
|---|---|---|---|
| Bond conductor | 1/0 AWG copper minimum from the Lynx Distributor ground connection to the chosen rear-bay chassis point |
Victron Wiring Unlimited says the DC ground cable should be able to carry fault current at least equal to the DC fuse rating, and the current main battery protection basis is 300A. |
Final length and whether the real package wants 2/0 for consistency with the main battery cable family. |
| Bond lug family | Tinned-copper 1/0 AWG, M8 / 5/16 in lug class at the Distributor side, with the vehicle-side hole matched to the chosen Ford or dedicated stud and current working assumption 1/4 in at the Ford side |
This matches the current Lynx Distributor ground-connection family on the system side while staying in mainstream off-the-shelf marine/battery-cable hardware. | Exact vehicle-side hole size must still match the chosen Ford point or dedicated stud if it ends up different from the current 1/4 in working assumption. |
| Stud hardware rule | Prefer one eyelet on the high-current ground stud; do not exceed two eyelets. Use a self-locking crimp hex nut on the high-current stud connection. Do not use split washers or nylon-lock nuts there. | Ford BEMM high-current connection guidance requires the self-locking crimp hex nut on battery positive/negative and chassis-ground stud connections and limits eyelet stacking. | Exact nut/stud size is still tied to the final Ford point or dedicated stud choice. |
| Landing-point priority | First choice is the Ford rear driver-side GP29-31 factory ground-point cluster in the rear lamp / utility-bay cavity because it is the only Ford-mapped rear driver-side cluster already in the same service zone as the battery bay. If no suitable point in that cluster accepts the final bond package cleanly, fallback is a dedicated fixed-body/body-side stud created per Ford grounding rules in that same cavity. |
Ford BEMM says to use Ford ground points provided when possible and to bring grounds back to indicated Ford points. The BEMM van/wagon map places GP29-31 as the rear driver-side cluster, and community rear-trim service notes corroborate that the rear factory grounding cluster is accessed in the rear lamp / side-trim cavity. |
The exact point within GP29-31, or the dedicated-stud fallback, still needs to be chosen and photographed on the real van. |
| Corrosion treatment | Keep the chosen fixed-body ground area dry, prep the connection properly, and use a dedicated anti-corrosion/anti-oxidation treatment after final hardware selection rather than leaving the bond bare. Current off-the-shelf candidate family is OX-GARD / terminal-protectant style treatment, not yet a Ford-specific requirement. | Ford BEMM forbids wet-area high-current grounds and implies corrosion-conscious fixed-body installation, but does not prescribe one consumer chemical. | Final product choice and exact installation sequence at the chosen ground point. |
¶ GP29-31 Factory-Point Acceptance Test
Treat the rear driver-side Ford GP29-31 cluster as the preferred chassis-bond landing only if the real point passes all of these checks on the van:
- The chosen stud is on the fixed rear body structure in the rear lamp / utility-bay cavity, not on a moving closure and not in a wet-prone edge location.
- The chosen stud is one of the Ford-provided ground points in the
GP29-31cluster, not an arbitrary nearby screw or trim fastener. - One
1/0 AWGtinned bond lug with the actual vehicle-side hole size, current working assumption1/4 in, fits on the stud cleanly without forcing the eyelet, distorting adjacent eyelets, or leaving inadequate thread engagement for the required self-locking crimp hex nut. - Existing eyelet occupancy stays within Ford's high-current rule: one eyelet preferred, never more than two total on the stud, with the highest-current eyelet closest to the supply terminal if two eyelets are unavoidable.
- The final hardware stack can use the required self-locking crimp hex nut and does not require split washers, nylon-lock nuts, or drill-point-screw improvisation.
If any of those checks fail, retire GP29-31 for the house bond and move to the already-documented dedicated fixed-body stud fallback in that same cavity instead of forcing the bond onto a marginal factory point.
¶ Source-Backed Electrical Closures - 2026-05-20
| Gap | Closure |
|---|---|
Factory 110V / 400W outlet research |
Closed as a design gap. The owner manual says the 110-120V outlet can be located on both sides of the passenger seats and is limited to 400W in Park / 300W in Drive. Its exact physical outlet face is an install note only. |
| Factory auxiliary fuse-panel location | Closed as a design gap. Ford BEMM places the Auxiliary Fuse Panel behind the glove box and slightly outboard behind the removable cup holder, with a cloned interface connector higher in the driver-seat pedestal. |
| CCP2 planning basis | Closed as a design gap. Ford BEMM says CCP2 is provided on twin-battery vehicles or certain SVO options; this van has source-confirmed dual AGM batteries and the auxiliary fuse / high-spec interface option. Plan from CCP2, then inspect during install for access, torque, and fuse condition. |
| Roof solar wiring topology | Closed as current accepted reality. Treat the four Rich Solar 12V roof panels as wired 4S into the 150V Victron MPPT class for the 24V bank. The 2026-06-05 interior cable-end reading of about 80 VDC, together with the documented panel specs, matches the expected 4S voltage class and does not match 2S2P. Do not design around 4P. |
| Core Victron class | Closed as working architecture: Victron MultiPlus-II 24/3000/70-50 120V inverter/charger class, SmartSolar 150/45 roof MPPT, SmartSolar 100/30 portable MPPT rough-in, and two Orion XS 1400 alternator chargers from day one. |
¶ Load Budget
| Load | Voltage | Watts / Amps | Daily Runtime | Daily Wh | Circuit | Notes |
|---|---|---|---|---|---|---|
| Rixen MCS7 hydronic control power | 12V DC |
20A max branch per Rixen |
not yet defined | not yet defined | Hydronic controls | Rixen documentation calls for 10 AWG power wiring and 20A protection to the MCS7 control/power box. |
| Rixen ComfortHot electric element | 120V AC |
1500W / 15A branch |
shore power only by operating policy | not yet defined | Hydronic domestic hot water assist | Rixen documentation treats the ComfortHot electric element as a shore-power load, not an inverter-default load. User does not want a hard interlock unless a later safety review finds a legitimate reason; normal operation is gas furnace or engine heat, with electric element only when shore power is connected. |
| Cooking | 120V AC induction |
portable plug-in cooktop not yet selected; likely 1600-1800W class |
not yet defined | not yet defined | Galley / induction outlet branch | User preference shifted away from camping gas and large propane storage. As of 2026-05-21, design around a portable plug-in 120V induction cooktop and only enable the inverter during cook time. |
| Mini-split / air conditioner | 24V DC |
current surrogate planning basis is the official Sinoclima E-2600PRO 24V split-parking-AC data: 38A rated current, 600-860W published power band, and R134a/610g. That aligns reasonably with the same-listing-family mirror picture of about 970W / ~40A and with the delivered-unit 8mm2 power-lead evidence. |
current surrogate running class is roughly 35-40A; current branch-protection direction is 60A |
current branch-cable direction is 6 AWG minimum with 4 AWG still open until route and actual-unit signoff are closed |
dedicated high-current 24V branch from main DC distribution with local service breaker/disconnect near the rear branch exit |
Existing inventory record identifies the received DC 24V AC unit RV Air Conditioner mini split kit at canonical status received - metadata incomplete; the exact Amazon URL is https://www.amazon.com/dp/B0DRV7JK35. The delivered unit still lacks a readable plate/manual, so this row is now planned from the official Sinoclima E-2600PRO 24V split-parking-AC data as the current electrical surrogate, with B-COOL FLEX ST as a secondary split-vehicle packaging comparator. Keep final main-bus, branch-fuse confidence, runtime, alternator, and solar-recovery signoff open until direct delivered-unit proof appears. |
| Countertop-height fridge | RecPro 3.3 cu ft 12V DC compressor refrigerator |
RecPro testing table shows about 30-40W while cooling, 80W observed peak during testing, 20A rated max, and the manual calls out 15A max current at the unit input |
not yet defined | not yet defined | passenger-side galley refrigeration branch | The current fridge model direction is now the RecPro 3.3 cu ft upright 12V unit. The branch-wire direction is now source-backed closed at 10 AWG: RecPro's own DC wire-length table carries 10 AWG to 20 ft, and Ford's 2025 extended cargo-floor-front dimension is only 172.2 in (14.35 ft) while the chosen service panel and fridge both remain in the same passenger-side living zone. |
| Chest-style freezer on slide | Alpicool C30 single-zone compressor chest unit |
The attached Alpicool manual now provides the exact core spec row for the selected model: DC12/24V or AC100-240V (using dedicated adapter), 60W rated power, 26.7L / 0.94 cu ft capacity, 650 x 375 x 357 mm dimensions (25 5/8 x 14 3/4 x 14 1/16 in), and 13.65 kg / 30.1 lb net weight. |
650 x 375 x 357 mm |
25 5/8 x 14 3/4 x 14 1/16 in |
dedicated driver-side forward dinette-bench refrigeration branch | The current freezer model direction is now primary-source closed on electrical identity and exterior size. Remaining work is no longer recovering basic specs; it is proving the driver-side forward-bench slide package around those dimensions, ventilation clearances, service-loop travel, and retention details. |
| USB-C PD charging outlets | DC-only USB-C PD modules | Premium station target: laptop 140W; six lower-power charging locations for phones/tablets/general devices |
not yet defined | not yet defined | Distributed device charging | User explicitly does not want 120V used for USB-C charging. Working premium station is one Coolgear CG-PD140EPR-class 24V DC -> 140W USB-C PD 3.1 EPR laptop module at the driver/front and dinette locations. Adjacent/general phone charging is now handled by lower-power DC outlets rather than a default custom phone board. |
| Future onboard air / air suspension reserve | likely 12V DC compressor system |
exact hardware not yet selected; official comparables show this is not a tiny accessory load: VIAIR 400P-A portable is 30A, single 400C/444C-EF compressor is 32A, and dual 444C onboard system is 46A |
not yet defined | not yet defined | dedicated future house-side air-system branch with local disconnect / isolation, not a small accessory branch on the ordinary 12V fuse blocks |
User wants room in the architecture for a future usable air compressor that may also support air-bag suspension and must be capable of inflating the van tires. Current working direction is to feed this from the house system because the likely compressor location is rearward and a chassis-fed high-current run from the front would be awkward. Carry this as a future high-current reserve. Do not bury it in the roof/center 12V load worksheet or ordinary USB-C/service subpanel math. Hold exact branch size, standby-draw treatment, and final source hardware open until the actual compressor / suspension hardware is chosen. |
| E-bike DC charger | DC not yet defined | not yet defined | not yet defined | not yet defined | E-bike battery charging | User intends to build a DC charger for the e-bikes rather than using the included 120V AC charger through the inverter. Battery voltage, charge profile, connector, isolation, and safety controls are still not yet defined. |
¶ Comparable 24V DC AC Units Snapshot
This is a market-comparison snapshot for electrical planning only. It is not evidence that the received Amazon kit matches any one of these products. Use it to understand the likely load class until the real label or manual is captured.
| Unit | Form factor | Published cooling | Published electrical input | Published current | Refrigerant | Weight / notes |
|---|---|---|---|---|---|---|
| Haier SHY2000 | 24V split parking AC |
2000W / 6800 BTU |
not published | not published | R134a |
Claims 12h night runtime; rotary inverter compressor. |
| Haier SHS2200 | 24V split parking AC |
2200W / 7500 BTU |
EER 2.7 W/W published, but no direct watt figure |
not published | R134a |
Rotary DC inverter compressor; claims 12h night runtime. |
| Sinoclima E-2600PRO 24V | 24V split parking AC |
2600W / 8900 BTU |
official product page currently exposes 600-860W published power band; earlier PDF snapshot cited 912W rated |
official product page currently exposes 38A rated at 24V; earlier PDF snapshot cited 10-45A draw range |
R-134a |
official product page currently exposes R134a/610g, interior 540 x 362 x 165 mm & 6 kg, and exterior 682 x 465 x 192 mm & 24 kg. This is the current electrical surrogate basis for the received unit. |
| B-COOL FLEX ST 24V | 24V vehicle split AC |
not stated as BTU on the comparison table | not stated as watts on the comparison table | 10-35A current draw in the 24V column |
R134a, 560g |
53 lbs, 26 x 20 x 8.7 in evaporator dimensions, 7.5m (25ft) standard power cable, and standard split-hose vehicle routing. Useful as a packaging/install comparator, not the primary electrical surrogate. |
| Vethy VX3000SP | dual-voltage split parking AC | 2600W / 8866 BTU |
no explicit 24V wattage for split page; same family clusters around 2600W cooling |
no explicit split current published; lineup says 5-18A sleep-mode draw for 24V family |
R410A |
36 kg combined; indoor noise <=49 dB(A). |
| Full Battery 24V Mini Split 12k | 24V stationary mini-split heat pump |
12000 BTU cooling / 13000 BTU heating |
750W max |
32A rated |
R-134A |
71 lb net; Panasonic 24VDC compressor; not a truck parking AC. |
Observed pattern from official comparables:
- Published
24Vsplit parking AC units with real electrical numbers tend to cluster around6800-8900 BTUcooling and roughly30-38Arunning current when explicit current is given. - The received-kit Amazon listing's
12000 BTUclaim is above most official24Vtruck parking split units with published electrical data. - The only direct-
24V12000 BTUunit I found with explicit electrical input was a stationary mini-split at750W/32A, which is useful as a rough upper-class comparator but not a vehicle-installation match. - Planning implication: until direct delivered-unit proof is captured, treat the branch as a named surrogate-backed
35-40Arunning-class design problem. The current branch package direction is60Aprotection,6 AWGminimum upstream cable with4 AWGheld open, and a local Blue Sea718460Abreaker / disconnect near the rear branch exit.
¶ Provisional Mini-Split Design Envelope
This section is a surrogate-backed electrical envelope so the rest of the van design can progress. The current branch package is no longer blank: the owner page now carries 60A branch protection, Blue Sea 7184 60A local disconnect direction, and 6 AWG minimum with 4 AWG open. The remaining open work is narrower than branch-package definition: retire the surviving wire gauge caveat by replacing the surrogate current basis with delivered-unit current evidence plus the real in-van branch-route capture.
| Item | Current value | Why it matters |
|---|---|---|
| House voltage context | 24V house remains correct |
A ~40A class AC load is much more manageable on 24V than on 12V. |
| Normal running-class surrogate current | about 40A @ 24V |
Matches the upper end of the official vehicle-style comparables reviewed so far and the current Sinoclima surrogate basis. |
| Rough running-power envelope | about 750-970W |
Spans the direct-24V comparables with published electrical input. |
| Current branch protection direction | 60A branch protection and a local Blue Sea 7184 60A service breaker / disconnect |
This now matches the current surrogate-backed branch direction; the remaining non-final state is no longer breaker-family ambiguity, but delivered-unit proof plus route capture that confirm or escalate the current wire-gauge direction. |
| Current conductor direction | 6 AWG copper minimum for ordinary route lengths; keep 4 AWG open if the route is long, hot, bundled, or the real unit current lands above the current envelope |
Keeps voltage drop and thermal margin reasonable for a major continuous DC load. |
| Distribution treatment | dedicated main-distribution branch, not either 12V subpanel and not inverter-fed |
This is one of the van's primary DC loads. |
Working impact on the rest of the electrical design:
- Reserve one major fused
24Voutput position in the main distribution backbone for the mini-split branch. - Do not finalize the main battery fuse, branch fuse set, or conductor kit without including this branch in the current summation.
- Treat the mini-split as a major battery-runtime driver, on the same order of importance as alternator charging and solar recovery assumptions.
- Keep the two
12Vconverter/subpanel zones as planned; the mini-split increases pressure on the main24Vside, not on the local12Vservice panels.
¶ Runtime and Recovery Envelope
Assume the planned house bank is 24V 460Ah nominal, or about 11.0 kWh nominal energy.
| Assumed mini-split input | Nominal battery-only runtime | Battery-only runtime at 80% usable energy |
|---|---|---|
750W |
about 14.7 h |
about 11.8 h |
900W |
about 12.3 h |
about 9.8 h |
970W |
about 11.4 h |
about 9.1 h |
These are load-only math figures. Real runtime will be lower after overnight parasitic loads, converter losses, battery temperature, fan-speed changes, and any battery reserve policy.
¶ Solar and Alternator Implications
- The planned roof array is
1000Wnameplate, so daytime solar can offset a meaningful part of the AC load but should not be assumed to cover full-time cooling with margin in real conditions. - If the roof array is only delivering about
700Win good real-world sun, a750Wmini-split looks close to load-neutral while a900-970Wunit still pulls about200-270Wnet from the battery. - If the roof array is only delivering about
500W, the same mini-split envelope still pulls about250-470Wnet from the battery. - Two Orion XS 1400 chargers charging at about
45-50Ainto the24Vhouse bank imply about1080-1200Wcharge power at the battery side before losses, which puts alternator charging in the same order of magnitude as the mini-split load. Driving therefore materially changes AC runtime and recovery assumptions.
¶ Split 12V Load Worksheets - 2026-05-21
These worksheets are for converter sizing and branch grouping only. They are not final wire/fuse schedules. Final branch protection still follows the appliance manuals, conductor ampacity, route length, temperature, bundling, and the actual fuse block selected.
¶ Passenger-Side Plumbing / Heating 12V Zone
This zone should live on the passenger side near the plumbing and hydronic concentration area. It should serve the hydronic, tank, pump, valve, kitchen wall phone/device charging points, and nearby utility loads that are physically closer to the passenger-side service area than to the roof/center tech cabinet.
| Load | Source-backed value | Planning current | Branch direction | Status / Notes |
|---|---|---|---|---|
| Rixen MCS7 hydronic control/power box | 20A protected branch, 10 AWG per Rixen documentation |
20A branch allowance |
dedicated fused branch | Treat as the largest known passenger-side service 12V load. Do not assume it draws 20A continuously, but size the branch per Rixen. |
| Tank heating pads | 65W each at 13.5VDC; planned quantity now 3 |
about 4.8A each, about 14.4A all-on |
likely one protected branch per pad or controlled outputs from a protected pad circuit | Existing pads are Therma Heat SL-T1218G-16G; third matching pad is on the buy list. Control logic is not yet fixed. |
| City/fill selector valves | U.S. Solid JFMSV family, 9-24V AC/DC, 5W max power for SS304 family |
about 0.4A each at 12V while actuating |
low-current fused/control branch | Valves de-energize after reaching open/closed state. They are not a converter-sizing driver. |
| Water pump | Remco 55AQUAJET-ARV, 5.3 GPM, 65 PSI, 10A max / included fuse |
10A branch allowance |
dedicated fused branch | User selected Remco Aquajet on 2026-05-21 after cost and community-feedback review. |
| Kitchen wall MagSafe charger | Apple MagSafe Charger 2 m fed from a local 30W Type-C 8V-32V step-down module |
planning assumption is one phone-charging load at a time; final current depends on the exact step-down module and negotiated charging mode | fused branch from passenger-side service subpanel | User wants the kitchen wall charger on this subpanel. The nearby kitchen AC outlet remains only a physical grouping reference. |
| Kitchen ordinary USB-C station | Scosche CPDCC60 / PowerVolt PD60 class replaceable insert in a Powerwerx PanelCIG-class socket |
up to 60W output per insert; about 5A at 12V before conversion losses, so plan around a 10A branch class unless a final insert requires less |
fused branch from passenger-side service subpanel | User wants a separate kitchen USB-C station in addition to the MagSafe charger. |
| Tank senders / smart I/O | not yet selected | low current not yet sized | fused electronics/control branch | Exact sensor interface and I/O module remain open. |
| Passenger-side utility/service lighting or outlet | not yet selected | not yet sized | not yet defined | Optional; keep separate from hydronic/tank control circuits if installed. |
Known passenger-side service subtotal before electronics and kitchen device charging is roughly 45A of branch allowance if Rixen, all three heat pads, the Remco pump, and both valves are counted conservatively. The kitchen wall MagSafe point is small, and the added kitchen ordinary USB-C station is still modest relative to the hydronic/pump/pad loads. The service zone still points to the Victron Orion 24/12-70A class because the dominant loads remain hydronic, pads, pump, valves, refrigeration support, and utility branches rather than the kitchen charging points.
Working passenger-side service fuse-block target: Blue Sea ST Blade 12-circuit with negative bus or equivalent, 100A block / 30A per-circuit class. This is compatible with the 70A service converter class, but any future 12V load over 30A should get separate protection rather than landing on this blade-fuse block.
Working passenger-side branch-package direction:
- Main
24Vfeed into the passenger-side service zone is now carried as a current exact60ALynx-fed branch in the6 AWGfamily, with4 AWGstill held open only if final routing justifies it. - The passenger-side service converter should follow the same general service-control pattern as the roof-zone converter: source-side feeder protection at the main distribution end, local
12Voutput protection ahead of the fuse block, and low-current remote-enable/local service control instead of a second heavy input disconnect unless final cabinet access forces a different approach. - Blue Sea publishes the ST Blade 12-circuit block at
100Aper block and30Aper circuit, so the passenger-side plumbing/heating zone should be treated as a real grouped service panel rather than a loose pile of inline holders. - Current exact passenger-side
12Vslot allocation is:1: Rixen MCS7 control/power box2: tank heat pad#13: tank heat pad#24: tank heat pad#35: fresh-water pump6: city/fill selector-valve control branch7: kitchen MagSafe charger feed8: kitchen ordinary USB-C station9: tank senders / smart I/O10: galley fridge branch11: driver-side forward-bench freezer branch12: spare for final plumbing controls, winterization aids, passenger-side service utility, or a future dedicated house-side air-system control branch
- Rixen subcomponents that are already part of the documented MCS7/floor-heat package should not be split into speculative extra branches unless Rixen's install material actually requires independent feeds. The current safe assumption is one properly protected MCS7 main branch plus the separately known pump/pad/valve/utility branches above.
¶ Roof / center 12V zone
This zone should serve ceiling, roof-entry, sensor, future tech-cabinet loads, the bedside/dinette phone/device charging points, and the one front ordinary USB-C outlet. It should not carry passenger-side plumbing/heating service loads or the two premium 24V laptop USB-C stations.
| Load | Source-backed value | Planning current | Branch direction | Status / Notes |
|---|---|---|---|---|
Maxxfan Deluxe 00-07500K |
Maxxfan Deluxe manual requires minimum 12V DC, 5A service |
5A branch allowance |
dedicated fused branch | User reports the Maxxfan is already installed, so the roof penetration is no longer open. Remaining electrical work is branch hookup plus any final switch/control routing choice. The canonical inventory row should now be treated as installed with metadata still incomplete unless stronger receipt/install proof is later indexed. |
Fiamma LED Awning Case Kit 98655-914 |
Unaka listing says switched 12V DC, 1A, 12W |
1A |
exterior lighting branch | The canonical inventory row remains source-confirmed - receipt unknown. |
| Interior smart lighting | Addressable RGBW fixtures/strips not yet selected | load not yet sized after fixture selection | constant protected power to lighting/controller; on/off/color handled by smart data/control from a central controller near the roof/center tech cabinet | User lighting concept as of 2026-05-21: addressable RGBW everywhere, with under-cabinet downward lighting, floor light strips, and bed/sleeping lights. The lights should have power available whenever the house lighting circuit/controller is powered; scene grouping, on/off, dimming, and color happen in software/data control rather than by switching power to each lighting run. Lighting branch count should be driven by protection, voltage drop, current, and serviceability, not by hardwired scene zones. User selected a controller-local physical scene button for basic path lighting on 2026-05-21; this is a local control input to the lighting controller, not a separate non-smart path-light circuit. Exact strip/fixture voltage, controller/output hardware, Home Assistant integration path, wire sizing, and load remain open. |
| Premium USB-C laptop stations | 2x stations: front near driver seat and dinette table. Apple 16-inch M3 Pro target is 140W; Coolgear CG-PD140EPR supports 12-24V DC input and 28V x 5A / 140W USB-C PD 3.1 EPR output |
about 7A at 24V after conversion margin for each laptop module alone; plan each station around 10A at 24V with margin |
dedicated 24V branch or local protected sub-branch per station |
Treat as DC-only custom low-voltage charging stations, not 120V receptacles. Use EPR/240W-rated USB-C or USB-C-to-MagSafe cables. Adjacent lower-power sockets handle phones and secondary devices. |
| Living-area phone/device charging outside kitchen | 4x MagSafe locations outside the kitchen plus ordinary USB-C stations at the dinette and driver/front |
use a normal-use assumption of about 3x small-device charging sessions at once; exact per-point current depends on the final step-down-module behavior and phone/device mix |
three fused location branches from the roof/center 12V panel: bedside pair, dinette charging cluster, driver/front single |
User selected the roof/center panel as the source for the non-kitchen living-area phone/device charging points. This keeps the roof converter as a load-table sizing item rather than a fixed low-current assumption. |
| Mini PC / router / Starlink cabinet | Day-one always-on connectivity/monitoring zone using source-confirmed - receipt unknown core hardware plus the shipped-only roof-mount kit |
Beelink EQ14 mini PC remains source-confirmed - receipt unknown; Starlink Standard Kit remains source-confirmed - receipt unknown; NETGEAR GS308EP confirmed at 6.0W no-PoE consumption; router not yet identified from the purchase record |
electronics branch(es) sized for continuous operation | User clarified on 2026-05-21 that Starlink is full-time and critical for work. Current known cabinet-adjacent hardware now includes the Beelink EQ14 mini PC, the Starlink Standard Kit, and the Starlink roof-mount kit, whose canonical inventory row remains shipped - delivery proof missing, but the permanent router choice is still not source-confirmed. Carry Starlink as a real continuous load in the converter, ventilation, and shutdown-behavior plan. At 12V, the official Starlink average-power band implies roughly 6.3-8.3A before conversion losses, or about 7-9.5A after a reasonable DC-conversion allowance. NETGEAR's published no-PoE 6.0W figure adds about 0.5A at 12V before conversion losses. Beelink-accessible product pages confirm the N150 platform and a 6W processor power class, but they do not publish a clean whole-system EQ14 draw in the source material currently available, so treat the mini-PC load as a modest but still not fully source-closed electronics item. |
| Sensors / camera support | REVODATA I704-P-HS x5, NETGEAR GS308EP PoE switch |
PoE budget and recorder strategy not yet defined | electronics/control branch | The camera architecture is no longer abstract. The real open work is whether the REVODATA PoE cameras remain in scope for the van, whether the Beelink mini PC becomes the local recorder/automation host, and whether the 62W PoE switch budget is sufficient after final camera count and any other PoE loads. |
Known roof/center loads now include fan 5A, awning light 1A, four living-area MagSafe phone-charging points, the dinette ordinary USB-C station, the front ordinary USB-C outlet, always-on Starlink, and the always-on network switch. Official Starlink Standard / Standard 4 X support docs say the full kit, including dish, router, power supply, and cables, draws 75-100W average and 20W idle. That implies about 6.3-8.3A at 12V before conversion losses, or about 7-9.5A after a reasonable conversion allowance. NETGEAR's GS308EP manual publishes 6.0W no-PoE consumption, which is about 0.5A at 12V before conversion losses. Normal-use planning is about three small-device charging sessions at once, so the known subtotal still sits comfortably above the old 30A roof-zone target before interior smart lighting, sensors, mini PC, router, and any PoE camera load are added. User clarified on 2026-05-21 that Starlink is full-time and critical for work, so the roof/center converter must now include continuous connectivity load rather than treating Starlink as a deploy-only accessory. RGBW everywhere can materially increase lighting power versus simple warm-white LED strips, and the Beelink EQ14 whole-system draw plus final router draw are still not fully source-closed, so the Victron Orion-Tr Smart 24/12-30A class should now be treated as too small. The practical working direction is that the roof/center converter should move to 50A class.
Lighting voltage/control source check as of 2026-05-21:
24VRGBW is a normal house/architectural LED-strip voltage. Examples include Inspired LED24VDC RGBWstrip specs and Ecolocity's24V RGBW LED Strip Lightscategory, so24VRGBW should not be treated as exotic.- Addressable
24VRGBW also exists, but the WLED compatibility table shows common24Vaddressable RGBW families such asWS2814are usually controlled in multi-LED groups rather than per physical LED. WLED listsWS2814as12V / 24V RGBW, with24Vusing6-LED groupsas one logical LED. - WLED itself supports both digital addressable strips and analog non-addressable strips. Analog RGBW strips require MOSFET/output hardware and control the whole zone together, while addressable strips use data control.
- Controller compatibility is plausible at
24V: QuinLED Dig-Quad specs describe support for5V,12V, and24Vdigital LED strips, and Super Bright LEDs'WT-SPIaddressable RGB/RGBW controller lists5-24 VDCinput with output voltage matching input. - Home Assistant control is a hard requirement. The Home Assistant WLED integration requires WLED
0.14.0or newer, can auto-discover WLED devices, exposes WLED segments as light entities, and supports WLED presets. It also has limitations around mixed color models, so the final strip choice should be checked against the integration before purchase.
Working implication: keep strip voltage open while researching the exact controller/strip ecosystem. Prefer a 24V lighting path only if a suitable addressable RGBW strip/controller combination is confirmed to work cleanly with Home Assistant, because it reduces current and voltage drop from the house 24V system. Use 12V or 5V only if that materially improves controller/strip compatibility, light quality, or Home Assistant behavior.
Working roof/center fuse-block target: Blue Sea ST Blade 12-circuit with negative bus or equivalent, 100A block / 30A per-circuit class. High-power USB-C laptop charging should bypass this 12V fuse block and use dedicated 24V protection feeding the PD module.
Working roof/center branch-package direction:
- Main
24Vfeed into the roof zone is now a dedicated40Afused Lynx branch in the6 AWGfamily. - The roof-zone converter should not get a second high-current input disconnect by default. Victron's official Orion high-power documentation says the remote on/off eliminates the need for a high-current switch in the input wiring, so the local service-control default should be a low-current remote-enable switch or removable remote-enable jumper if the cabinet is not openly accessible.
- The roof
12Vfuse block should sit downstream of a dedicated local converter-output protection device so a fault on the roof12Vpanel can be isolated without touching the rear battery spine. The current exact owner-page direction is Blue Sea7720with50AAMI/MIDI between the roof/center converter+12Voutput and the ST Blade block; the remaining work is local geometry and jumper lengths, not the output-fuse direction itself. - Blue Sea publishes the ST Blade 12-circuit block at
100Aper block and30Aper circuit, so the roof-zone layout should be treated as a real small distribution panel rather than as a loose bundle of inline fuses. - Current exact roof/center
12Vslot allocation is:1: Maxxfan branch2: awning light / exterior roof-light control branch3: bedside MagSafe pair4: dinette charging cluster (MagSafe pair plus ordinary USB-C station)5: driver/front ordinary USB-C outlet6: Starlink power path7: router / network core8: PoE switchGS308EP9: mini-PC / monitoring host10: smart-lighting controller main power11: lighting auxiliary branch or injection feed12: sensors / low-current controls, with any camera growth requiring either shared use here or a deliberate second fuse-block strategy
¶ Front / Cabin Charging Node
The driver-seat / dinette charging loads should be served by a fused house-side 24V node at or near the Orion output side if the two Orion XS chargers mount near CCP2. This node is attached to the house system through the Orion output trunk; that is what lets the Orions charge the house bank and what lets the house bank feed front loads. Build it as distribution: a protected trunk to the rear house bus/charger combiner, local fusing for each charging branch, and protection/labeling that accounts for the node being energized from the rear house bank even when the engine is off.
| Load | Source-backed value | Planning current | Branch direction | Status / Notes |
|---|---|---|---|---|
| Driver/front premium USB-C laptop station | Coolgear CG-PD140EPR, up to 140W USB-C PD 3.1 EPR |
plan around 10A at 24V with margin |
protected 24V branch from cabin charging node |
Near driver seat. |
| Dinette premium USB-C laptop station | Coolgear CG-PD140EPR, up to 140W USB-C PD 3.1 EPR |
plan around 10A at 24V with margin |
protected 24V branch from cabin charging node |
At dinette table. |
| Driver/front ordinary USB-C outlet | Scosche CPDCC60 class, 60W total from a 12V vehicle power outlet |
about 5A at 12V output before losses |
feed from roof/center 12V panel |
Adjacent to the driver/front premium station, but not fed from the 24V front node. |
| Dinette MagSafe chargers | 2x Apple MagSafe Charger 2 m pucks with local 30W Type-C 8V-32V step-down modules |
exact current depends on final modules and phone charging mode | feed from roof/center 12V panel |
Two phone-first charging points at the dinette, separate from the premium station. |
The front/cabin 24V node load budget is now premium-only: two 140W laptop modules, about 280W output total. Planning around 10A at 24V per premium station gives a 20A branch/load allowance before final module data, route length, and protection selection. Keep 40A as an upper working node/feed class only if useful for conductor standardization or future expansion; otherwise final protection can be sized closer to the two premium-station load.
¶ DC USB-C Outlet Candidates
Two premium 140W DC-only stations are planned: one at the front near the driver seat and one at the dinette table. For everyday phone charging, the current default is five MagSafe points using Apple 2 m pucks, local 30W Type-C 8V-32V step-down modules, and user-printed PETG brackets, plus one remaining ordinary replaceable USB-C outlet at the front.
Confirmed lower-power locations:
- driver-side bedside MagSafe position
- passenger-side bedside MagSafe position
- kitchen wall MagSafe position
- dinette MagSafe position 1
- dinette MagSafe position 2
- driver-seat/front ordinary USB-C position beside the premium high-power station
| Use | Working Candidate | Source-backed DC facts | Planning Note |
|---|---|---|---|
| MagSafe phone-charging assembly | Apple MagSafe Charger 2 m plus local 30W Type-C 8V-32V step-down module and user-printed PETG bracket |
Apple puck provides the magnetic alignment and charging head. The local step-down module converts the van's raw house-side DC into the USB-C PD input needed by the puck. PETG is chosen for better heat tolerance than PLA in a hot van interior. | Current default for the five living-area phone-charging points. Carry 5x pucks and 5x step-down modules; the remaining work is exact module-SKU capture plus bracket trim/fastener implementation. |
| General replaceable lower-power outlet | Powerwerx OutletPlate2 / PanelCIG socket with a replaceable Scosche CPDCC60 / PowerVolt PD60-class dual USB-C charger insert |
OutletPlate2 fits a standard 1-gang blue electrical box and provides two 1-1/8 in holes. PanelCIG is a 15A socket for a standard 1-1/8 in mounting hole. Scosche CPDCC60 provides two USB-C ports at 30W each from a vehicle 12V power outlet. |
Keep this for the one remaining front ordinary location because the charger insert can be replaced later without rewiring the wall. Carry 1x socket/insert; plate/box count remains layout-dependent if it shares trim with adjacent hardware. |
| House-style hardwired dual USB-C fallback | Powerwerx OutletPlate2 cover plate plus PanelUSB-DualQC4 module |
Cover plate fits a standard 1-gang blue electrical box and provides two 1-1/8 in holes. USB-C module takes 9-31V DC, top port up to 65W, bottom port up to 45W on 24V input, recommended 7.5A input fuse. |
Use where the built-in wall-plate look is more important than replaceable charger inserts. |
| Higher-output non-premium single USB-C outlet | Powerwerx PanelUSB-100W |
9-31V DC input, single USB-C output up to 100W, 1-1/8 in panel mount, recommended 10A fuse. |
Use where a lighter laptop may be charged, but not where the 16-inch MacBook needs full 140W. |
| Polished/weather-resistant finished outlet | Scanstrut SC-USB-F3 Flip Pro Max |
10-32V DC input, dual USB-C, 36W on 12V systems or up to 60W on 24V systems, 6A max input, 10A recommended fuse, 32 mm / 1.25 in hole-saw install, IPX4 front protection with cover closed. |
Good for exposed, high-touch, or potentially splash-prone locations where the cover/finish is worth the cost and larger hole. |
| Custom phone-side board fallback for premium station | Coolgear CG-CCJPD30x2 or equivalent |
12-24V DC input, two USB-C PD/PPS ports at 30W each / 60W total. |
Keep as a fallback if the premium station needs built-in flush phone ports. It is not the default buy now that adjacent lower-power outlet locations are selected. |
¶ Component Register
Record purchased components in Inventory and Purchases, then summarize installed electrical components here.
| Component | Model | Rating | Install Location | Protection | Notes |
|---|---|---|---|---|---|
| Factory upfitter wiring provisions | Ford selected options | OEM prep equipment | Cab / factory electrical interfaces | OEM | Saved Build & Price PDF confirms Modified Vehicle Wiring System, Dual AGM Batteries, and Auxiliary Fuse Panel with High Spec Interface Connector. It does not separately show a 67C package label in the extracted text reviewed on 2026-05-20. |
| Factory auxiliary fuse / interface panel | Ford auxiliary fuse panel with high-spec interface connector | OEM | Behind glove box, slightly outboard behind removable cup holder | OEM | Ordered as part of the factory upfitter configuration. Ford BEMM source-locates the panel and notes a cloned standard interface connector higher in the driver-seat pedestal. Exact connector usage/pinout still needs to be selected for the circuits actually used. |
| Factory modified vehicle wiring system | Ford modified-vehicle wiring system | OEM | Factory body/chassis wiring | OEM | Factory prep for upfit integration; exact harness/interface details still need to be photographed and documented from the van. |
| Factory AC outlet / mini inverter | Ford power outlet | 110V / 400W in Park, 300W in Drive |
Both sides of passenger seats per owner manual | OEM | Ordered with the van. Treat as a limited OEM convenience outlet, not as the main house inverter and not as part of the camper AC distribution. |
| Factory chassis battery system | Ford dual AGM batteries | 2 x 70 Ah |
Engine-bay / OEM battery locations | OEM | Factory dual-battery configuration shown in the Ford build documents. Separate from the aftermarket Epoch house bank. |
| Factory alternator system | Ford dual alternators | dual 250A configuration |
Engine accessory drive | OEM | Sunrise Ford preview-order image sent 2025-02-20 lists DUAL ALTERNATORS (250 AMP). Ford technical specs list the available dual-250A configuration and BEMM says dual alternator curves should be considered double the single alternator. Treat this as the chassis charging source for the DC-DC path. |
| House batteries | Epoch 12V 460Ah Essential Series - Bluetooth & Heated LiFePO4 x2 |
planned 24V 460Ah bank |
Accepted current package direction is the rear driver-side garage electrical bay | Current exact main-bank direction is battery positive -> Lynx Class-T Power In with Blue Sea 5119 300A Class-T -> Blue Sea 9003e -> system-side Lynx positive bus / Distributor feed, with battery negative -> Lynx Shunt -> system side of the Lynx stack |
Purchased house-bank hardware; Inventory and Purchases owns order, delivery, cost, and receipt metadata. Planned configuration is series wiring for a 24V house bank. Remaining open work is cable-length signoff, final chassis-bond stud/hardware, and the exact protected-positive jumper geometry around the disconnect, not the basic Class-T / disconnect architecture. |
| Roof solar array | Rich Solar MEGA 250-class panels x4 | 1000W nameplate total; per current Rich Solar source: Vmp 18.9V, Imp 13.2A, Voc 22.8V, Isc 13.7A |
Roof rack / solar cross bars | Current exact battery-side output-protection direction is Victron SmartSolar 150/45 landing into one dedicated second-Lynx-Distributor 60A charge-source branch; roof-side PV disconnect package remains open |
The canonical inventory rows remain source-confirmed - receipt unknown. Accepted current roof topology for the 24V bank is 4S. User physical observation on 2026-06-05: an end-of-day meter check at the interior cable ends showed about 80 VDC before controller landing, which fits the expected 4S voltage class from the documented panel specs and does not fit 2S2P. Remaining open work is the roof-side PV disconnect package, the existing Unaka array-wiring audit, and the final roof-to-cabinet cable-cut list. |
| Solar panel wire | Rich Solar 10 gauge 30' solar panel wire |
10 AWG |
Roof to electrical cabinet route not yet fixed | Current exact owner-page direction is to keep the roof run on the PV side of the SmartSolar 150/45, with battery-side protection handled at the controller output by the dedicated second-Lynx-Distributor 60A branch; the still-open protection item is the roof-side PV disconnect / service-isolation package, not the battery-side MPPT output protection |
The canonical inventory row remains source-confirmed - receipt unknown. Final route and whether the existing Unaka wiring can be reused still need physical audit. |
| Portable solar inlet | Later-phase hardware not yet selected | Plan around 400W portable solar, with 600W expansion margin if practical |
Driver side, near shore-power inlet preferred, with the current route direction into a dedicated portable-solar MPPT and then into the reserved second-Lynx-Distributor charge-source branch | Current reserve protection direction is a dedicated portable-solar MPPT path that lands into one reserved second-Lynx-Distributor 40A charge-source branch |
Planned later add-on. Day-one build should avoid rework by reserving the exterior inlet location, internal route, service access, labels, and cabinet space. The inlet will feed a separate portable-solar MPPT, not the roof-array MPPT. Grouping this inlet next to shore power keeps exterior plug-in utilities together. Renogy is the preferred portable-panel vendor direction, but exact SKU remains not yet selected. |
| Portable solar MPPT | Victron SmartSolar MPPT 100/30 class |
100V PV limit, 30A charge current, 35A PV Isc limit, 880W nominal PV power at 24V |
Rear electrical cabinet reserve area on the current 50 x 30 backer, top-left about 23.1 in from left and 1 in from top |
Current reserve output-protection direction is one reserved second-Lynx-Distributor 40A charge-source branch on the positive side, with the matching negative return to a second-Distributor negative connection |
Planned later add-on as a dedicated controller for the portable array. Day-one cabinet layout should reserve DIN/breaker/controller space and a route from the exterior inlet. The 100/30 class covers the current 400W portable target and preserves practical 600W margin if the final portable-panel voltage/current fits. Remaining open work is final inlet hardware, actual portable-panel voltage/current, and final cable-cut list. |
| Main battery fuse/distribution entry | Victron Lynx Class-T Power In M10 current exact direction | 1000A continuous Lynx module; current exact battery-entry fuse direction is Blue Sea 5119 300A Class-T |
Rear driver-side garage electrical bay on the current 50 x 30 backer, top-left about 1 in from left and 15 in from top |
Battery-string positive enters the Lynx Class-T stage before the Blue Sea 9003e protected-positive path; final conductor signoff still depends on real cable lengths |
User selected Victron Lynx modular backbone on 2026-05-21. This module is the current exact battery-string entry/protection point for the two-Epoch series bank. Remaining release-for-build blocker is no longer module or fuse identity; it is the shared rear-bay wire gauge / cable-length closeout that follows the final battery-to-Lynx path. |
| Main DC service disconnect | Blue Sea Systems 9003e e-Series current exact direction |
350A continuous, 600A for 5 min, 32V DC maximum; current exact whole-house positive disconnect direction is Blue Sea 9003e downstream of the Lynx Class-T stage |
Rear-door side of rear driver-side electrical bay on the current 50 x 30 backer, about 1 in from left and 1 in from top, away from water-service hardware |
Downstream of the battery-string Class-T fuse in the protected positive path and upstream of the system-side Lynx positive bus / Distributor feed; the exact direct-coupled-versus-short-loop execution around the switch remains open | User wants the switch very close to the rear door rather than near water-service hardware. Emergency operation can require opening the rear door, but should not require unloading the garage or removing electrical covers. No current device/fuse/path ambiguity remains here; the surviving blockers are panel / package position at the rear-door edge and the exact protected-positive jumper geometry around the switch. |
| Main battery monitor / shunt | Victron Lynx Shunt VE.Can M10 | 1000A continuous, 12/24/48V supported, VE.Can interface |
Rear driver-side garage electrical bay on the current 50 x 30 backer, top-left about 9.1 in from left and 16.7 in from top |
Current exact negative-system direction is battery negative -> Lynx Shunt -> system side of the Lynx stack, with the single main DC bond leaving the Lynx Distributor ground connection toward the rear Ford GP29-31 ground area |
User selected Lynx Shunt on 2026-05-21. This keeps the Lynx cabinet mechanically clean and supports Lynx Distributor status, but the mini-PC stack now needs a CAN / NMEA 2000 / VE.Can integration path because this is not a VE.Direct shunt. The remaining release-for-build electrical blocker touching this row is the rear-bond landing point; CAN integration is a separate downstream monitoring implementation detail, not a branch-definition gap in the main negative path. |
| Main fused DC distribution | Victron Lynx Distributor M10 current exact direction | 1000A continuous Lynx module; current exact discharge positions are MultiPlus 300A, mini-split 60A, passenger-side feeder 60A, and roof/center feeder 40A |
Rear driver-side garage electrical bay on the current 50 x 30 backer, top-left about 17.6 in from left and 14.6 in from top |
Current exact branch-fuse direction is Victron 80V MEGA family in the Lynx Distributor, with final conductor/path confirmation still required before release-for-build signoff |
Current distribution backbone for MultiPlus-II, major 24V distribution, and the dedicated HVAC/service/roof feeders. The branch-allocation map is exact now; the remaining blocker is the downstream shared wire gauge / path-length closeout for the attached high-current runs. |
| Charge-source fused DC distribution | Second Victron Lynx Distributor M10 current exact direction | 1000A continuous Lynx module; current exact charge-source positions are roof MPPT 60A, shared front alternator-charge return 60A, portable MPPT reserve 40A, and one spare position left open |
Rear driver-side garage electrical bay on the current 50 x 30 backer, adjacent to the first Distributor on the system side of the Lynx stack; exact final mounting coordinate still needs package capture after the 2026-06-08 architecture revision |
Current exact branch-fuse direction is Victron 80V MEGA family in the second Lynx Distributor, with final package-position capture still required before release-for-build signoff |
Current charge-source backbone for the roof MPPT, the shared front alternator-charge return, and the future portable MPPT reserve. This retires the old Blue Sea combiner/trunk architecture and keeps all charging-source landings native to the Lynx stack. |
| 24V-to-12V passenger-side service converter | Victron Orion 24/12-70A ORI241270020 current exact direction |
24V -> 12V, 70A output class |
Passenger-side plumbing/heating service face with current minimum package reservation about 12 in W x 18 in H x 3 in D, with converter at the top, Blue Sea 7720 immediately downstream on the positive side, ST Blade block below / adjacent, and local negative-return hardware kept in the same field |
Current exact protection direction is dedicated 60A Lynx feeder upstream and local Blue Sea 7720 with 70A AMI/MIDI ahead of the passenger-side service fuse block |
User selected the passenger side for this second 12V distribution panel. The accepted service load package already closes this as the current exact service-converter direction rather than a loose class target. No five-field branch-definition blocker remains here; the remaining work is local jumper cut lengths, service-face access, and whether final cabinetry wants a low-current local service-enable control at the face. |
| Passenger-side service 12V subpanel | Blue Sea ST Blade 12-circuit with negative bus class current exact direction | 100A block, 30A per circuit |
Passenger-side plumbing/heating service face with current minimum package reservation about 12 in W x 18 in H x 3 in D, directly below / adjacent to the passenger-side converter and Blue Sea 7720, with local negative-return hardware beside the branch block |
Current exact local 12V output protection direction is Blue Sea 7720 with 70A AMI/MIDI ahead of the block; current slot allocation is now defined |
Current exact passenger-side service branch block for Rixen/tank/pump/valve/utility branches and the kitchen wall charging assembly. The current slot plan is explicit enough to expose real branch pressure instead of hiding it inside generic plumbing language: Rixen MCS7 main feed, three individual tank-pad positions, fresh-water pump, selector-valve control branch, kitchen MagSafe charger feed, kitchen ordinary USB-C station, tank senders / smart I/O, galley fridge, freezer, and one remaining spare/reserve position for final plumbing controls, winterization support, passenger-side service utility, or future house-side air-system control. |
| 24V-to-12V roof-zone converter | Victron Orion 24/12-70A ORI241270020 current exact direction |
The accepted roof/center worksheet still behaves like an about-50A real 12V zone, so reserve the physical, thermal, and fuse-block space around this exact 70A service-converter package without pretending the roof-zone loads are already proven to need a full 70A continuous output. |
Roof / center upper-cabinet service face with current minimum package reservation about 12 in W x 18 in H x 3 in D, with converter at the top, Blue Sea 7720 immediately downstream on the positive side, ST Blade block below / adjacent, and local negative-return hardware kept in the same field |
Upstream 24V feeder direction remains a dedicated 40A branch in the 6 AWG family because the accepted roof/center load table, even after Starlink and networking, still closes as a 50A-class zone rather than a proven full-70A continuous-output requirement. Current exact local 12V output protection is Blue Sea 7720 with 50A AMI/MIDI ahead of the roof fuse block, and local service control should use the Orion remote on/off path rather than a second heavy input switch unless final access geometry forces otherwise. |
Current exact local conversion stage for the roof / center 12V distribution panel. This converter carries four living-space MagSafe phone chargers, one dinette ordinary USB-C station, one driver/front ordinary USB-C outlet, fan, awning light, lighting, sensors, always-on Starlink/connectivity load, and the monitoring/tech cabinet. It does not carry the premium 140W MacBook USB-C stations or the kitchen wall charging points. Starlink's official Standard / Standard 4 X support docs say the full kit draws 75-100W average and 20W idle. NETGEAR's GS308EP manual publishes 6.0W no-PoE switch consumption. Those two source-backed numbers alone are enough to make 30A read as too small once the living-space phone/device charging loads and lighting are included, even before adding final mini-PC/router overhead. Victron's official Orion high-power documentation says the remote on/off eliminates the need for a high-current switch in the input wiring, so the default roof-zone service strategy should be source-side feeder protection at the Lynx end plus low-current local enable/disable control if the cabinet ends up hidden behind finish panels. No five-field branch-definition blocker remains here; the remaining work is ventilation, local jumper cut lengths, and whether later tech growth forces a second fuse block or a higher real sustained load target. |
| Roof/center 12V subpanel | Blue Sea ST Blade 12-circuit with negative bus class current exact direction | 100A block, 30A per circuit |
Roof / center upper-cabinet service face with current minimum package reservation about 12 in W x 18 in H x 3 in D, directly below / adjacent to the roof-zone converter and Blue Sea 7720, with local negative-return hardware beside the branch block |
Current exact local 12V output protection direction is Blue Sea 7720 with 50A AMI/MIDI ahead of the block; current slot allocation is now defined |
Current exact clustered low-voltage ceiling / roof-zone branch block from a local 24V -> 12V converter fed by the main rear driver-side electrical system. The current slot plan is explicit enough to call out the NETGEAR GS308EP, whose canonical inventory row remains source-confirmed - receipt unknown, as its own electronics branch rather than burying it inside a generic networking label: Maxxfan, awning / exterior roof-light control, bedside MagSafe pair, dinette charging cluster, driver/front ordinary USB-C, Starlink power, router / network core, PoE switch GS308EP, mini-PC / monitoring, smart-lighting controller power, lighting auxiliary / injector branch, and sensors / low-current controls. That consumes the whole current 12-circuit pass, which is a useful warning that accepted camera growth, extra injectors, or more roof electronics may force either branch consolidation or a deliberate second fuse-block strategy. |
| Front/cabin charging node | Blue Sea 2127 front 24V bus pair with 2x Blue Sea 7720 protected premium branches current exact direction |
Current exact premium-branch direction is one 30A protected branch per station; the combined front charging positive then returns rearward as one shared alternator-charge path into the second charge-source Lynx Distributor |
Driver-seat pedestal / CCP-cover service wall near the Orion output area, feeding driver-front and dinette premium stations, with current full-package envelope about 18 in W x 12 in H x 3 in D when the two Orions are carried on the same wall |
Current exact branch direction is one 30A protected premium branch per station from the front 2127 bus pair, with shared front-node positive/negative buses and protected rearward return path back to the rear system; current default feed class is 8 AWG, moving to 6 AWG only if the node is deliberately upsized beyond the premium-only use case |
User-selected direction on 2026-05-21: if the two Orions mount near CCP2, use the house-side Orion output area as the premium laptop charging source. This node is part of the house system. Do not tap Ford CCP2 directly for house loads, and do not stack load conductors directly on charger output terminals. Current hardware direction is now explicit enough to treat this as a real front-node package rather than a generic placeholder. The surviving release-for-build blocker is panel / package position: trim/enclosure implementation, cooling/spacing, and final trunk-route execution on the real pedestal wall. |
| Solar charge controller | Victron SmartSolar MPPT 150/45 current exact direction |
150V PV limit; 45A charge current; 1300W nominal PV power at 24V |
Rear electrical cabinet on the current 50 x 30 backer, top-left about 14.4 in from left and 1 in from top |
Current exact output-protection direction is one dedicated second-Lynx-Distributor 60A charge-source branch on the positive side, with the matching negative return to a second-Distributor negative connection |
Current exact roof-solar charge-controller package. The 150/45 gives margin over the exact 1000W roof array and supports both preferred 4S and fallback 2S2P topology. No controller-identity blocker remains here; the remaining work is route-length / cable-cut execution plus the still-open roof-side PV disconnect package. |
| Alternator chargers | 2x Victron Orion XS 1400 current exact direction |
Each unit: mixed 12V/24V, 1400W max class, 1-50A input/output current settings |
Fixed driver-seat-pedestal / CCP-cover service wall, using the current full front charger-plus-node reservation of about 18 in W x 12 in H x 3 in D, with the two Orion bodies and their 60A output protection kept immediately adjacent to the front Blue Sea 2127 node package |
Current exact output-protection direction is 60A at each Orion, with the two chargers combining first at the front 2127 positive/negative bus pair and then returning rearward as one shared alternator-charge path into the second charge-source Lynx Distributor on a dedicated 60A branch |
Current exact day-one alternator-charge package. Two units in parallel allow alternator charging to approach roughly 45-50A into the 24V house bank while keeping each charger independently current-limited and serviceable. Mounting near CCP2 keeps the high-current 12V input short and makes the house-side output node available for protected front/dinette charging. No charger-identity blocker remains here; the surviving release-for-build blocker is panel / package position plus CCP2-side protection and shared rearward trunk execution on the real pedestal wall. |
| Inverter / charger | Victron MultiPlus-II 24/3000/70-50 120V current exact direction |
3000VA class, 70A charger, 50A transfer switch class |
Rear electrical cabinet on the current 50 x 30 backer, grouped with the 8027 AC panel, top-left about 36.9 in from left and 4 in from top |
Current protection direction is 300A main Class-T at the battery entry, 300A MEGA at the Lynx Distributor branch, upstream Blue Sea 8077 30A double-pole non-ELCI shore main ahead of AC-in, and Blue Sea 8027 on AC-out-1; current DC cable direction is 1/0 AWG minimum, with 2x 1/0 AWG still open if the final cable-length band grows |
Current exact inverter/shore package. Intended mode is charger-only / shore pass-through when plugged in, inverter off most of the time, and inverter enabled during induction cook time. Single-120V model remains the baseline unless a split-phase requirement appears. The older fuse conflict is retired here too; the remaining blockers are split by field: wire gauge for the real MultiPlus DC path, and panel / package position for the measured 301EL-B -> 8077 -> MultiPlus AC geometry. |
| 120V outlets | Sparse general-receptacle layout on Blue Sea 8027 branch 1, with branch 3 intentionally held open as future split capacity |
Current exact ordinary-branch direction is Blue Sea 8027 branch 1 at 15A, plus a dedicated Blue Sea 8027 branch 2 20A induction branch; current wire direction is 14 AWG for branch 1 and 12 AWG for branch 2 |
Four current outlet zones: garage near electrical bay, front/cab area, kitchen counter, near sliding door | Current exact GFCI direction is one Leviton GFTR1-W-class first-device GFCI on branch 1; current user physical direction is to keep that first GFCI local on the rear backer board. Add a second GFCI only if the outlet layout becomes a physically separate second general branch on future 8027 branch 3 |
Current exact sparse ordinary-AC package. The van should not depend on 120V outlets for routine phone, laptop, or small-device charging. The first-device GFCI is no longer treated as an MVP topology blocker; remaining work is ordinary branch cut length and any later deliberate branch-3 reuse. |
| Premium USB-C laptop charging stations | 2x Coolgear CG-PD140EPR current exact direction |
Laptop module: 12-24V DC input, USB-C PD 3.1 EPR 28V x 5A / 140W |
Front near driver seat and dinette table, both fed from the front 24V node on the fixed driver-seat-pedestal / CCP-cover service wall, with the premium-node subcluster currently reserving about 12 in W x 9 in H x 2 in D and the full charger-plus-node assembly about 18 in W x 12 in H x 3 in D when the two Orions are carried on the same wall |
Current exact protection direction is one Blue Sea 7720 with 30A AMI/MIDI per premium station branch from the front Blue Sea 2127 bus pair, with current default 8 AWG feed class |
User has 16-inch MacBook Pro M3 Pro and wants full-speed charging without using 120V. Use DC-only custom charging stations, not household AC receptacles. Adjacent lower-power sockets cover phones and secondary devices. No charger-module blocker remains here; the surviving blocker is panel / package position plus local trim/box and module-tail execution at the two station locations. |
| MagSafe phone-charging stations | 5x Apple MagSafe Charger 2 m pucks, 5x local 30W Type-C 8V-32V step-down modules, and user-printed PETG brackets |
Current outlet direction is a local DC-fed USB-C PD conversion stage at each puck, rather than a shared cigarette-socket-style insert family | Driver-side bedside, passenger-side bedside, kitchen wall, and two dinette positions; kitchen MagSafe is owned by the passenger-side service package while the other four MagSafe positions are owned by the roof/center upper-cabinet package | Current exact panel ownership direction is kitchen MagSafe feed from passenger-side service subpanel slot 7, with bedside pair and dinette pair from roof/center 12V panel slots 3-4 |
Planned as the preferred daily phone-charging interface in the living area. Keep this DC-only; do not use residential 120V USB receptacles for routine charging. Carry 5x pucks and 5x step-down modules as the real count. The remaining work is exact step-down-module SKU capture, bracket/trim implementation, and final cable-routing detail at each cabinetry location. |
| Lower-power replaceable USB-C outlet stations | 3x Powerwerx PanelCIG-class fused 12V accessory sockets with Scosche CPDCC60 / PowerVolt PD60-class replaceable USB-C charger inserts |
Current outlet direction is fused 15A 12V socket family with dual-USB-C 30W-per-port replaceable inserts from vehicle 12V power |
Kitchen beside the planned AC outlet, dinette area, and driver/front beside the premium station | Current exact panel ownership direction is kitchen ordinary branch from passenger-side service subpanel slot 8, dinette charging-cluster branch from roof/center 12V panel slot 4, and driver/front ordinary branch from roof/center 12V panel slot 5 |
Keep these separate ordinary replaceable USB-C outlets for non-MagSafe device charging at the kitchen, dinette, and front areas. The remaining work is local plate grouping and trim implementation at those three locations. |
| E-bike DC charging system | Custom design not yet defined | not yet defined | not yet defined | not yet defined | Planned. User intends to avoid inverter use for e-bike charging by designing a DC charger compatible with the e-bike battery charge requirements. Do not specify parts until the e-bike battery voltage, chemistry, charge profile, connector, and BMS requirements are confirmed from source material. |
| Monitoring host | Beelink EQ14 Mini PC, Intel N150, 16GB DDR4, 500GB NVMe, dual 2.5GbE |
Always-on van monitoring / automation host | Ventilated roof / center tech cabinet near 12V subpanel |
Gmail-confirmed Amazon link: https://www.amazon.com/dp/B0C339KVH9 |
User plans to run the smart-van monitoring stack on a mini PC in the van rather than on a Cerbo GX. Home Assistant is a likely application layer. The canonical inventory row remains source-confirmed - receipt unknown. Remaining work is power conditioning, boot behavior, environmental protection, and service access. |
| Tank level senders | Garnet 710-ES3 x1 for fresh, Garnet 710-AR2 x2 for gray + urine; KUS S5U-10 kept as fresh-tank fallback only |
Fresh + gray + urine tank monitoring | External sender family confirmed for all three tanks | not yet defined | Sender hardware identity is now fixed: RVupgrades order 647506 includes 710-ES3 x1 and 710-AR2 x2, but the canonical inventory row is still only shipped, not receipt-proven. Keep the selected tank-side hardware here, keep order/cost/receipt state on Inventory and Purchases, and keep KUS S5U-10 only as a background fallback if the plan changes later. |
| Tank heating pads | Therma Heat SL-T1218G-16G x2 |
13.5VDC, 65W each |
Two of the three planned underbody tanks; exact assignment not yet fixed | not yet defined | The canonical inventory row remains source-confirmed - receipt unknown. Current routing assumption is to run the pad wiring alongside sender wiring and other tank-service wiring. The move to a three-tank architecture means current pad count is likely short by one unless the urine tank gets a different freeze-protection strategy. Thermostat behavior, fuse sizing, and control strategy still need to be documented before installation. |
| Tank electrical rough-in bundle | Base materials selected; sealed service disconnects now preferred | 14/2 branch wire for heat pads, 18/2 low-current sender cable, sealed splice materials, and 4-pin tank-side disconnects |
Tank zones / floor penetrations not yet fixed | not yet defined | The current tank-install plan assumes all penetrations happen in one phase, so the sender and heat-pad wiring exits need to be designed alongside the plumbing penetrations instead of as a later afterthought. Current preferred direction is one sealed disconnect per tank so the sender pair and pad pair can unplug together for service. |
| Rixen MCS7 hydronic control/power box | Rixen MCS7 control/power box | 12V DC, 20A protected branch |
Mechanical / hydronic service area not yet fixed | 20A fuse, 10 AWG per Rixen |
Main DC feed for furnace/control loads, pumps, and air-handler control outputs. |
| Rixen ComfortHot electric element | ComfortHot tank electric assist element | 120V AC, 1500W |
Passenger-side plumbing / hydronic area not yet fixed | 15A breaker, 14 AWG per Rixen |
Shore-power/pass-through load only in the preferred architecture. |
| Water mode selector valves | 2x U.S. Solid JFMSV00001 |
1/2" SS304 full-port, 9-24V AC/DC, 3-wire, NSF |
Utility/plumbing service area not yet fixed | Verify wiring, enclosure, and actuator protection from spray | User explicitly does not want valves that draw power while holding position. Current preferred direction is two latching potable-water-safe motorized ball valves, one for city water -> coach and one for city water -> tank fill. |
| Water pump | Remco 55AQUAJET-ARV current direction |
12V DC, 5.3 GPM, 65 PSI, 10A max |
Plumbing/service area not yet fixed | Dedicated 10A fused branch |
Selected as the current owner-page direction on 2026-05-21 because the build has a real shower/sink/hot-water system and the variable-speed Aquajet family has better fit than the low-cost Shurflo/Seaflo direction. |
| Roof junction box | LeMotech IP67 waterproof ABS junction box 200 x 200 x 95 mm |
IP67 enclosure | Roof | not yet defined | The canonical inventory row remains source-confirmed - receipt unknown. |
| Roof cable glands | LeMotech NPT 3/8" cable glands 5-pack x3 | Cable-entry hardware | Roof | not yet defined | The canonical inventory row remains source-confirmed - receipt unknown. |
| Roof vent fan | Maxxfan Deluxe 00-07500K |
rating not yet captured | Roof | installed; wiring not yet landed | User reports the fan is already installed. Final circuit protection, wiring hookup, and switch/control routing are still not fixed. |
| Exterior light bar | TYRI V48 Hyperion Series Light Bar | 48" |
Roof rack front bar | not yet defined | The canonical inventory row remains source-confirmed - receipt unknown. Actual current draw and switching plan still need documentation. |
| Auxiliary flood lights | Nilight 18001F-B 5" flood light sets x2 |
Canonical inventory row remains source-confirmed - receipt unknown; actual current draw and exact lamp count-in-use still need documentation from the product listing or label |
Exterior location not yet fixed | not yet defined | These are real planned exterior loads and should be carried in the final exterior-lighting branch/protection worksheet rather than treated as optional noise. |
| Awning case light | Fiamma LED Awning Case Light Kit | 300 cm / 117" |
Awning case | not yet defined | The canonical inventory row remains source-confirmed - receipt unknown. Likely ties into the exterior-lighting branch. |
| 24V mini-split / air conditioner | Amazon listing: DC 24V AC unit RV Air Conditioner mini Split Fit for trucks cab van Motorhome Camper pickup vintage cars Low Noise Intelligent frequency conversion anti-corrosion Automotive parking Air Conditioners; ASIN B0DRV7JK35; seller zhuoruider |
Direct Amazon listing fetch on 2026-05-21 shows: 24V, 12000 BTU, 620 cubic feet capacity claim, SEER 15, 7.9 x 26.1 x 21.7 in, white, and 19.99 dB. It also claims low-voltage protection and a seven-blade condenser fan in the bullet copy. No manual PDF, product-document target, unit-label photo, running amps, startup current, fuse recommendation, or wire-size guidance was discoverable from the accessible Amazon page. Reseller mirrors conflict with the live Amazon listing on dimensions, color, cooling capacity, and other details, so use the live Amazon page only as a listing-level reference, not final electrical design input. |
Current accepted package direction is condenser on the passenger-side rear utility platform / rear-door carrier package, with indoor-unit placement still dependent on the final cabin-airflow and service layout | Current branch direction is now a dedicated high-current 24V branch from the Lynx Distributor with 60A branch protection, 6 AWG minimum upstream cable with 4 AWG still open, dedicated negative return, and a local Blue Sea 7184 60A service breaker / disconnect near the rear branch exit |
Seller messages and Amazon emails confirm the listing title, seller, ASIN, and direct Amazon link. The canonical inventory row remains received - metadata incomplete. Direct delivered-unit proof is still missing, so final signoff on startup behavior, conductor sizing, and overall branch confidence remains open, but the branch is no longer electrically blank because the owner page now uses Sinoclima E-2600PRO as the electrical surrogate and B-COOL FLEX ST as the packaging comparator. |
| Satellite internet kit | Starlink Standard Kit | Official current Standard / Standard 4 X support docs: 75-100W average, 20W idle for the full kit including dish, router, power supply, and cables |
Roof + interior equipment mount not yet fixed | Source-backed continuous-load planning item | The canonical inventory row remains source-confirmed - receipt unknown. Transit tie is inferred from the paired mobile roof-mount purchase; verify final install location. User clarified on 2026-05-21 that Starlink is full-time and critical for work, so it must be carried as a continuous electrical load in the roof/center converter worksheet. |
| Starlink roof mount | Magnetic Mount Kit for Starlink Gen 3 | 440 lb claimed magnetic hold |
Roof | not yet defined | The canonical inventory row is now delivered - metadata incomplete. Product title explicitly targets Car, Camper, SUV, Trailer, RV. |
| Tech-cabinet PoE switch | NETGEAR GS308EP |
8 PoE+ ports, 62W PoE budget |
Roof / center tech cabinet | Gmail-confirmed Amazon link: https://www.amazon.com/dp/B08MBFLMDC |
The canonical inventory row remains source-confirmed - receipt unknown. This makes the PoE camera concept a real switch-budget problem rather than a generic future accessory idea. |
| Monitoring / edge-compute host | Beelink EQ14 Mini PC |
Intel N150, 16GB DDR4, 500GB NVMe, dual 2.5GbE; Beelink-accessible product pages confirm integrated PSU and the N150 6W processor power class, but do not publish a clean whole-system draw |
Roof / center tech cabinet | Gmail-confirmed Amazon link: https://www.amazon.com/dp/B0C339KVH9 |
The canonical inventory row remains source-confirmed - receipt unknown. Current best candidate for Home Assistant / local automation / logging / optional NVR duties. Exact whole-system power remains a small open item, but not one large enough to change the roof-converter class decision after Starlink and switch power are added. |
| USB AI accelerator | Seeed Studio Coral USB Accelerator | USB Coral accelerator | Roof / center tech cabinet or lab/bench stock | Gmail-confirmed Amazon link: https://www.amazon.com/dp/B0CDGT75SH |
The canonical inventory row remains source-confirmed - receipt unknown. Carry as optional local AI / vision hardware, not a mandatory base load. |
| Mini POE camera set | REVODATA I704-P-HS x5 |
5MP each |
Camera locations not yet fixed | not yet defined | The canonical inventory row remains source-confirmed - receipt unknown. User referred to these as the Revo security cameras. |
¶ 2025 Email Sweep Notes
- Included above only when the email tied the part to the Transit build directly, or when the Transit tie was strong enough to state as an explicit inference.
- The current known purchase gap is the core power electronics: no inverter, solar charge controller, or alternator charger have been documented as purchased yet.
- User-direction architecture as of
2026-05-17:24Vhouse bank,12Vsubpanel, inverter normally off, andVictronas the preferred charging / control ecosystem. - Excluded from the main register:
- Forum/newsletter traffic mentioning Victron, Renogy, Multiplus, chargers, or generic electrical setups. Those were reference noise, not purchase evidence.
¶ Monitoring Notes
- Current preferred direction: use a
mini PCin the van as the monitoring and automation host. Home Assistantis the current likely top-level automation/control layer, but this is still a working assumption rather than a locked software decision.- Water-system configuration changes are now expected to be part of the smart-control scope, not a manual-only plumbing task.
Victroncan still remain the preferred charging/power-electronics ecosystem without owning the full monitoring stack.- Because this van is intended to be a smart van, tank monitoring should be treated as part of the base architecture, not an optional add-on after plumbing is closed up.
- The current preferred plumbing architecture now creates three meaningful tank states to observe:
freshgrayurine
- Tank-shape calibration still matters for these underbody tanks because sender reading may not map linearly to actual gallons.
- Sender choice now needs to be evaluated against the actual mini-PC interface strategy:
- direct analog acquisition
- CAN / NMEA / serial gateway
- smart sensor modules
- custom microcontroller bridge
- The practical requirement is no longer
Cerbo-compatible; it iseasy to integrate, robust, and serviceable in a custom stack. - Current preferred sender direction is now unified again:
fresh / spare-tire tank:Garnet 710-ES3gray / urine:Garnet 710-AR2KUS S5U-10: fallback only if the spare-tire fresh tank does not fit the external sender cleanly
- The same applies to water-mode control outputs: valve actuation should be chosen for robust integration, potable-water compatibility, and low standby draw. Current preference is latching ball valves rather than continuously energized valves.
¶ Freeze-Protection Notes
- Tank heating pads are now part of the planned cold-weather strategy for the exposed underbody tanks.
- Confirmed tank pads:
Therma Heat SL-T1218G-16G,13.5VDC,65W, quantity2. - Heat pads do not remove the need for a real winterization procedure. They are operational freeze protection, not a substitute for draining and protecting the system in sustained severe cold or storage.
- Before wiring the pads, capture:
- steady-state current draw
- whether the pad has a built-in thermostat
- recommended mounting surface prep
- fuse size
- manual override / enable strategy
- how
Home Assistantor the custom stack will command or inhibit the pads
- Current working installation assumption:
- mount each pad near the
rear / deepestsection of the tank it serves - route pad wiring alongside sender wiring and other tank-service wiring where practical
- revisit total pad count now that the plumbing architecture includes
fresh + gray + urine
- mount each pad near the
- If the pads are thermostatic, document the on/off temperatures before final wiring so the van-control logic matches the actual hardware behavior.
¶ Main 24V Protection and Bus Allocation - Current Package Direction
This section now reflects the current owner-page package direction for the main 24V side. Device identity, branch roles, and the current fuse/conductor directions are largely defined; what remains intentionally not fully release-for-build final is the smaller field-held set: landing point at the rear bond, package position at the front premium node and first-device GFCI / outlet package, and wire gauge on the MultiPlus, freezer, and mini-split rows.
¶ Current Physical Cabinet Layout Direction
Accepted location is the rear driver-side garage electrical bay. The cabinet should be treated as two adjacent functional zones rather than one undifferentiated box:
| Zone | Primary contents | What belongs here | What should stay out |
|---|---|---|---|
| Heavy-current battery spine | battery series link, main Class-T protection, rear-door-accessible disconnect, Lynx Shunt, first Lynx Distributor, MultiPlus DC feed, mini-split branch, two main 24V -> 12V feeder takeoffs |
short, straight, high-current paths with large lugs and minimal crossings | small signal wiring, low-current branch clutter, service-disconnect bundles, and casual accessory splices |
| Charge / service sidecar | roof MPPT, second Lynx Distributor charge-source branches, portable MPPT reserve, shared front alternator-charge return landing, front/cabin-node feed takeoff, control wiring, VE.Can / monitoring access, labels, service loops | source charging paths, lower-current fused outputs, comms/service items, and things that need hands-on access without disturbing the battery spine | direct battery-post stacking, bulky inverter battery cables crossing through service access areas |
Current left-to-right / rear-door-to-forward sequence:
- rear-door-accessible main disconnect
- Class-T battery protection entry
- Lynx Shunt
- Lynx Distributor
#1 - Lynx Distributor
#2 - inverter / main branch cable exits
- charger / service sidecar with MPPTs, charger combiner, and small-cable service access
Current layout goals:
- Keep the battery positive heavy-current path physically short and visually obvious.
- Keep the negative heavy-current path equally direct through the Lynx Shunt.
- Place the disconnect where it can be reached from the rear door without unloading cargo.
- Put the serviceable fuse / branch area where a blown branch fuse or charger service does not require disturbing the main battery spine.
- Reserve a clean cable-exit direction for the three major outbound paths: mini-split, passenger-side service feeder, and roof/center feeder.
- Reserve a separate small-cable exit / chase for comms, control, and monitoring wiring.
¶ 50 x 30 Rear Backer Planning Layout
User physical-planning update on 2026-05-23 now treats the rear driver-side component backer as a simple 50 in wide by 30 in tall sealed 3/4 in birch plywood upper service panel carried by the 8020 frame, with the two Epoch batteries kept low and in line ahead of the back wall rather than trying to hang major components in front of them.
Current layout direction:
- keep the rear-door-accessible Blue Sea
9003eat the left edge for immediate shutdown access - keep the Lynx heavy-current battery spine grouped low and left in the order already selected on this page: Class-T Power In -> Lynx Shunt -> Lynx Distributor
#1-> Lynx Distributor#2 - place the MultiPlus-II on the right side of the backer so its large DC cable exits and service access do not crowd the smaller charge/control hardware
- place the roof MPPT above or adjacent to the second Lynx Distributor so charge-source paths stay short and visible
- place the Blue Sea
8027next to the MultiPlus-II so the AC main/branch side stays physically grouped with the inverter/shore-transfer hardware - reserve explicit wall space near the roof-charge hardware for the future portable-solar MPPT rather than forcing a later reshuffle
- reserve a central/right service chase for the three main outbound branch paths: mini-split, passenger-side service feeder, and roof/center feeder, plus VE.Can and other low-current service wiring
Scale diagram:
Layout source notes: Rear Electrical Backer Layout Sources
Current note: the SVG/backer artifact predates the latest no-external-busbar revision. Use the text on this page as the canonical current backbone until the drawing is refreshed.
Important boundary:
- The two Orion XS alternator chargers are intentionally not shown on this rear backer because the accepted architecture still places them near
CCP2/ the driver-seat pedestal to keep the Ford-side12Vrun short. - The mini-split branch still carries final-signoff risk, but it is no longer just a blank cable-exit reserve. The current owner-page direction is a
60A-class HVAC branch with a local Blue Sea718460Aservice breaker / disconnect, planned from the Sinoclima E-2600PRO surrogate envelope plus delivered8mm2lead evidence. Its dominant remaining finish-line field iswire gauge: the missing delivered-unit proof-plus-route bundle either retires the current6 AWG minimumcaveat or forces escalation to4 AWG.
¶ Heavy Discharge Planning Case
Use the following conservative simultaneous-load case when judging the main battery fuse, disconnect, and trunk/bus current path:
| Branch / load | Working current on 24V side |
|---|---|
MultiPlus-II 24/3000 at full output |
about 125A |
| Mini-split branch | about 40A |
Passenger-side 24V -> 12V 70A converter at full output |
about 38A input equivalent |
Roof/center 24V -> 12V converter at the accepted 50A roof-zone load ceiling |
about 27A input equivalent |
Front/cabin premium 24V charging node |
about 20A working load allowance |
That lands at about 239A in a conservative heavy-discharge case.
If the roof/center zone is carried at its current accepted 50A load ceiling and the front/cabin node is intentionally oversized to a 40A feed class, the same stacked case lands at about 270A.
Planning takeaway:
- The current
300A Class-Tmain battery fuse target still looks defensible for the present design direction. - It is no longer generous enough to ignore accumulation. Keep the mini-split, inverter, and both
24V -> 12Vfeeders in every main-current review. - Do not treat the current
300Amain-fuse / MultiPlus-branch package as fully release-for-build final until the final inverter operating assumptions and the actual heavy-cable routes are locked.
¶ Current Lynx Branch Allocation
Two Lynx Distributors now carry the current branch plan:
| Branch landing group | Current hardware direction | Notes |
|---|---|---|
| Main high-current load distribution | Lynx Distributor #1 |
Reserve fused positions for MultiPlus-II, mini-split branch, passenger-side service feeder, and roof/center feeder. |
| Charge-source distribution | Lynx Distributor #2 |
Use fused positions for roof MPPT, shared front alternator-charge return, portable MPPT reserve, and one spare charge-source / expansion slot. |
| Front/cabin premium charging node feed | Tie to the front 2127 / 7720 node with local protection, not directly on Orion studs |
Keep the premium station branches local to the front node instead of consuming rear Lynx positions. |
This keeps one Distributor focused on the major battery-fed discharge branches while the second Distributor carries the charging-source side natively inside the Lynx stack.
¶ Current Fuse-Position Direction
- Lynx Distributor
#11position: MultiPlus-II inverter / charger DC feed1position: mini-split dedicated24Vbranch1position: passenger-side service24Vfeeder to the70AOrion / subpanel zone1position: roof/center24Vfeeder to the roof-zone converter / subpanel
- Lynx Distributor
#21position: roof MPPT output1position: shared front alternator-charge return from the2127node1position: portable MPPT reserve1position: spare
That fills the discharge Distributor and leaves one free charge-source position on the second Distributor without any Blue Sea combiner package.
¶ Current Fuse-Band Direction
These are the current branch-protection and cable-family directions for cabinet layout, fuse-family selection, and hardware procurement. They are no longer generic planning bands, but they are still not fully release-for-build final where measured route length or delivered-unit proof remains open.
| Branch | Current basis | Current fuse direction | Reasoning |
|---|---|---|---|
MultiPlus-II 24/3000 DC feed |
Victron installation table for 24/3000/70 |
300A |
Victron's own installation table gives 300A DC fuse and 1/0 AWG for the short-run cable band. Treat this as the current exact owner-page branch-fuse direction when the unit is fed from a Lynx Distributor position. |
Mini-split dedicated 24V branch |
about 35-40A running-class from the current Sinoclima/B-COOL surrogate envelope |
60A current direction |
Matches the current surrogate-backed mini-split planning envelope until real delivered-unit proof closes final signoff. |
Passenger-side service feeder to 24/12-70A zone |
about 38-40A typical 24V input class at full nominal 12V 70A output, based on Victron's published 92% efficiency |
current exact design direction is 60A |
Covers the official 70A converter class with realistic low-input / high-load margin while keeping the feeder in the same practical high-current cabinet family as the mini-split / MPPT / Orion outputs. |
Roof/center feeder to 24V -> 12V converter zone |
about 27A equivalent at the accepted 12V 50A roof-zone load ceiling |
current exact design direction is 40A |
The current real SKU direction is Victron Orion 24/12-70A, but the accepted roof/center zone still behaves like an about-50A load ceiling, so the feeder should stay at the current 40A direction pending final conductor/route confirmation. |
| Roof MPPT output | 45A charger class |
60A |
Current exact owner-page direction is one dedicated second-Lynx-Distributor 60A charge-source branch for the selected Victron SmartSolar 150/45. |
| Shared front alternator-charge return | about 45-50A current accepted package direction into the 24V house bank |
60A |
Current exact owner-page direction is one dedicated second-Lynx-Distributor 60A charge-source branch for the combined rearward return from the front 2127 node. |
| Portable MPPT output | 30A charger class |
40A |
Current exact owner-page reserve direction is one reserved second-Lynx-Distributor 40A charge-source branch. |
| Orion XS output, each charger | 50A charger class |
60A each |
Current exact owner-page direction is one 60A source fuse at each Orion XS charger before the front 2127 node combines their house-side outputs. |
Front/cabin premium 24V node feed |
about 20A working load allowance, with 40A retained only as an upper expansion/feed class |
30A if kept as a true two-premium-station feed; 40A only if deliberate expansion/conductor standardization justifies it |
Avoid oversizing this branch by default now that it feeds premium stations only. |
Current package takeaway:
- Lynx Distributor
#1can now be thought of as a300A / 60A / 60A / 40Astyle current exact branch set for the four discharge branches, given the current surrogate-backed mini-split direction, the passenger-side feeder class, and the now-exact owner-page Victron basis for the MultiPlus branch. - Lynx Distributor
#2should be planned around60A,60A,40A, and one spare fused position for roof MPPT, shared front alternator-charge return, portable MPPT reserve, and one later source. - The remaining unresolved question is no longer whether the HVAC branch belongs in the
50-60Afamily at all. It is whether real delivered-unit proof forces it materially above the current60A/6 AWG minimumdirection.
¶ Current Conductor-Band Direction
These are the current cabinet-layout conductor directions for lug family, cable-entry size, and rough purchasing. They are tighter than the older provisional bands, but they are still not final installation gauges where measured route length or delivered-unit proof remains open.
| Branch | Current fuse direction | Current conductor direction | Why this is the current direction |
|---|---|---|---|
MultiPlus-II 24/3000 DC feed |
300A |
1/0 AWG copper minimum for the short-run Victron band; keep 2x 1/0 AWG open if the effective path moves into Victron's longer-cable band |
This is now carried on Victron's own fuse/cable table instead of the older 175-200A estimate. |
Mini-split dedicated 24V branch |
60A current direction |
6 AWG copper minimum; keep 4 AWG open |
Matches the current surrogate-backed mini-split envelope and keeps room for route-length / startup-current surprises. |
Passenger-side service feeder to 24/12-70A zone |
current exact design direction is 60A |
6 AWG copper minimum; keep 4 AWG open |
This feeder now has a tighter current direction derived from the official 70A converter class and Victron's published 92% efficiency, while still staying in the same practical cabinet cable family as the other high-current 24V branches. |
Roof/center feeder to 24V -> 12V converter zone |
40A |
6 AWG copper minimum |
The current real SKU direction is Victron Orion 24/12-70A, but the accepted roof/center zone still behaves like an about-50A load ceiling, so this feeder should stay in the 6 AWG branch family unless route review justifies even more margin. |
| Roof MPPT output | 60A |
6 AWG copper minimum |
Matches the present 45A charger class with margin for controller-output and route assumptions. |
| Shared front alternator-charge return | 60A |
6 AWG copper minimum |
Keeps the rearward front-node return in the same practical 50-60A branch family as the Orion outputs and roof MPPT. |
| Portable MPPT output | 40A |
8 AWG copper minimum; keep 6 AWG open if the route ends up long or the controller class increases |
Lower current than the roof MPPT, but still a meaningful charging branch. |
| Orion XS output, each charger | 60A each |
6 AWG copper minimum |
Keeps both charger outputs in the same lug/fuse/cable family as the roof MPPT and other 50-60A branches. |
Front/cabin premium 24V node feed |
30A default, 40A only if deliberately upsized |
8 AWG copper if kept premium-only; move to 6 AWG only if the branch is intentionally upsized |
Avoid oversizing the front/cabin feed now that it no longer carries ordinary USB-C outlets. |
Current package takeaway:
- The high-current cabinet should now be planned around three practical cable families:
1/0for the battery/inverter heavy trunks,6-4 AWGfor50-60Aclass branches, and8 AWGfor30-40Aclass feeder/node branches. - Lug inventory, fuse holders, pass-throughs, strain relief, and cabinet bend radius can now be planned around those families instead of waiting on exact final crimp numbers.
- The remaining unknown is whether delivered mini-split proof or final physical routing forces any branch up one cable family.
¶ Lug and Bus Hardware Direction
This is the current hardware-family direction implied by the branch and conductor bands above.
The component-by-component stud map, cable-end landing map, and exact lug buy / hold split now live on Electrical Landing Map. Keep this section at the hardware-family level and move device-specific stud facts there.
| Interface family | Working direction | Notes |
|---|---|---|
| Battery spine and Lynx interconnects | stay in the Lynx / M10 heavy-current family | This is the structural backbone of the main 24V cabinet. Do not dilute it with mixed ad hoc stud families if avoidable. |
| Inverter battery cables | lugs sized for 1/0 minimum, with physical room for 2/0 hardware |
The cabinet should be laid out so a move to 2/0 does not force a rebuild. |
40-60A branch landings |
branch hardware and fuse family that comfortably accepts 6 AWG and still allows 4 AWG if needed |
Mini-split, passenger-side feeder, roof MPPT, shared front alternator-charge return, roof feeder, and Orion outputs should share a practical cable/lug family where possible. |
30-40A branch landings |
branch hardware that comfortably accepts 8 AWG and can still take 6 AWG on selected positions |
Roof feeder, portable MPPT, and front/cabin-node feed sit in this family. |
| Charge-source Distributor landings | branch and negative-return hardware that comfortably accepts the current 6 AWG and 8 AWG charge-source families |
The second Distributor should carry the roof MPPT, shared front alternator-charge return, and portable MPPT reserve without any off-stack combiner hardware. |
| Negative return structure | one clear heavy negative spine plus adjacent smaller negative takeoff area | Do not scatter negative returns across unrelated improvised studs. Keep the return path legible and serviceable. |
Working implication:
- The cabinet should be physically planned around only a few stud/lug families instead of a one-off hardware choice for each branch.
- If a fuse holder, bus bar, or combiner cannot comfortably accept the current exact or conditional cable family above it, it is the wrong family for the cabinet even if its raw amp rating looks adequate.
¶ Service and Access Rules
- The disconnect handle, Class-T fuse service point, and both Lynx Distributors' fuse status / branch access should all be reachable from the rear door side.
- The inverter should not block access to the Lynx modules or the charge-source Distributor service area.
- The charger/service sidecar should have enough slack and sightline for labels, fuse replacement, and monitoring-service work without pulling the heavy battery cables.
- The cabinet should include a deliberate strain-relief / clamp strategy at every major cable-exit bundle rather than letting cable stiffness load the device studs directly.
- Keep AC-side hardware and routing segregated from the battery spine so
120Vservice work does not force hands into the heavy DC path.
¶ Circuits
This is the older compact circuit summary, not the canonical finish-line audit. Where a row is still open, the Status column now names the dominant remaining finish-line field directly so it stays aligned with Exact-Field Gap Register, Objective Five-Field Matrix, and Current Release-For-Build Readiness Summary.
| Circuit | Voltage | Fuse / Breaker | Wire Gauge | Route | Loads | Status |
|---|---|---|---|---|---|---|
| Main-to-mini-split 24V branch | 24V DC |
current direction is 60A branch protection with a local Blue Sea 7184 60A service breaker / disconnect |
current conductor direction is 6 AWG copper minimum for ordinary route lengths, with 4 AWG held open if route length / bundling / temperature / real current justify it |
Rear driver-side main electrical area to final mini-split condenser/air-handler electrical location | Dedicated 24V mini-split / air-conditioner load only |
exact now on device / fuse / landing / package direction; still open mainly on wire gauge until the full delivered-unit proof-plus-route bundle confirms the current conductor band or forces escalation to 4 AWG |
| Main-to-roof 24V distribution feeder | 24V DC |
current exact design direction is dedicated Lynx Distributor roof/center feeder at 40A |
current conductor-band direction is 6 AWG copper minimum |
Rear driver-side main electrical area to the roof / center service-face package: Orion 24/12-70A -> Blue Sea 7720 50A -> ST Blade block -> adjacent negative bus |
Local 24V -> 12V converter feeding fan, lights, networking gear, roof/ceiling sensors, and other nearby low-current loads |
exact now on device/fuse/wire/landing/package direction; still open mainly on wire gauge until routed feeder length confirms the final conductor band, with local jumper cuts remaining downstream execution |
| Main-to-passenger-service 24V distribution feeder | 24V DC |
current exact design direction is dedicated Lynx Distributor passenger-service feeder at 60A |
current conductor-band direction is 6 AWG copper minimum, with 4 AWG held open if route length / bundling / voltage-drop target justify it |
Rear driver-side main electrical area to the passenger-side service-face package: Orion 24/12-70A -> Blue Sea 7720 70A -> ST Blade block -> adjacent negative bus |
Local 24V -> 12V converter feeding Rixen controls, water pump, valves, tank heat pads, kitchen wall charging points, and nearby service loads |
exact now on device/fuse/wire/landing/package direction; still open mainly on wire gauge until routed feeder length confirms the final conductor band, with local jumper cuts remaining downstream execution |
| Front/cabin charging node / trunk | 24V DC |
current exact branch direction is Blue Sea 2127 bus pair with 2x Blue Sea 7720 protected 30A premium branches; the combined front charging positive then returns rearward as one shared alternator-charge path into the second charge-source Lynx Distributor |
current default 8 AWG copper if kept premium-only; move to 6 AWG only if the branch is deliberately upsized |
Engineered house-side Orion output node in the driver-seat pedestal / CCP cover wiring area, tied to the rear house distribution through the shared front alternator-charge return path | Driver/front and dinette premium USB-C laptop stations only | exact now on device / fuse / wire / landing direction; still open mainly on panel / package position until the front-node mounting surface, trim/enclosure method, and shared return/feed execution are physically captured |
| Portable solar inlet to MPPT | PV DC | current reserve direction is a dedicated exterior portable-solar inlet feeding a future Victron SmartSolar 100/30, with one reserved second-Lynx-Distributor 40A charge-source position |
current wire direction is 8 AWG minimum, keep 6 AWG open |
Exterior solar inlet to dedicated portable-solar MPPT, then into the reserved second-Lynx-Distributor branch | Deployable portable solar panels | intentionally reserved by design; no current MVP blocker. Expansion-held on final inlet hardware, portable-panel specs, controller buy-state, and route-specific cable-cut list |
| Sparse 120V outlet branch(es) | 120V AC |
current exact MVP AC branch map is Blue Sea 8027 branch 1 as 15A first-device-GFCI-protected ordinary outlets, branch 2 as dedicated 20A induction, and branch 3 intentionally spare / future split capacity |
current default is 14 AWG for branch 1 ordinary outlets and 12 AWG for branch 2 induction |
MultiPlus AC-out-1 -> Blue Sea 8027 -> front/cab + kitchen counter + sliding-door + garage/service ordinary-outlet chain on branch 1, plus dedicated induction branch on branch 2 |
Occasional AC loads only, with the van intentionally not depending on 120V for routine device charging |
exact now on branch allocation, breaker, wire family, and GFCI method; still open mainly on panel / package position until the first-device GFCI box layout, downstream grouping, and any deliberate branch-3 reuse are physically captured |
| Distributed USB-C PD charging branches | Premium laptop stations on protected 24V; five MagSafe phone-charging points and three ordinary USB-C stations on local 12V branches |
current exact premium branch direction is 2x Blue Sea 7720 protected 30A 24V branches from the front 2127 node; living-space phone charging stays on local fused 12V feeds through per-location PD step-down modules, and the ordinary USB-C stations stay on fused 12V socket/insert branches |
premium feed class 8 AWG; local phone-charge and ordinary-USB branch wiring still follows final local trim/grouping but current panel ownership is closed |
Premium laptop stations from front/cabin 24V node; kitchen MagSafe feed from passenger-side service subpanel slot 7; kitchen ordinary branch from passenger-side service subpanel slot 8; bedside pair from roof/center 12V panel slot 3; dinette charging cluster from roof/center 12V panel slot 4; driver/front ordinary branch from roof/center 12V panel slot 5 |
Phones, laptops, tablets, and similar daily devices | exact now for panel ownership and premium-branch protection; no five-field blocker remains, only final local branch wiring, exact step-down-module SKU capture, and trim implementation |
¶ Wiring and Labeling Rules
- Label both ends of every wire.
- Record wire gauge, fuse size, expected load, and route before closing walls.
- Photograph every hidden run before insulation, paneling, or cabinetry covers it.
- Keep high-current components serviceable and protected from stored cargo.
- Record torque specs for battery terminals, bus bars, breakers, and lugs where the manufacturer provides them.
¶ Commissioning Checklist
- Confirm polarity before connecting loads.
- Confirm fuse and breaker ratings against wire gauge.
- Confirm chassis ground point and corrosion protection.
- Test each DC branch circuit under load.
- Test charging sources individually: alternator, solar, shore.
- Test inverter output and GFCI behavior if installed.
- Save final diagrams and photos under Documents and Photos.
¶ Verification Date
- Created
2026-05-17.