katalog sterling power 2012

katalog sterling power 2012
DC to AC Inverters - Automatic Battery Chargers - Combined Inverter / Charger
Advanced Regulators - Alternator to Battery Chargers, MPPT solar regs
Battery to Battery Chargers - Galvanic Isolators - Voltage sensitive relays Accessories and Components
English version
Advanced Marine and
Automotive Power Products
Due to the very active nature of this line of products,
and the constraints placed on printing a catalogue,
please download pages from our website during the
year from time to time to keep up with the models being launched
www.sterling-power.com & www.sterling-power-usa.com
RoHS
compliant
from November 2011
2012 Edition
Contents
Introduction
About us?
Sterling Power Products is a small company owned by myself, Charles
Sterling. I started out as a Marine Engineer Officer trained by British
Petroleum, and worked on Super Tankers. This was a great experience; it was
a little boring as these ships were new and never really broke down (they
exploded the odd time but apart from that they were very reliable). So I left, and
joined Canadian Pacific where I spent my time on container ships, ore carriers
and other more interesting ships (more interesting from the engineering
challenge point of view as they tended to be older, and therefore broke down
more often). I did the running round the world thing and got into all the trouble
you can imagine (ah, the good old days). I was one of the youngest people
ever to hold a full seconds diesel (D.T.I.) ticket (steam and diesel) with part A
and part of part B of a chief engineers ticket. But I was reluctant to spend my
life running round the world from what appeared to be, one war zone to
another, and where ones belief in god is directly proportional to how close that
last bullet was to your head.
I have always claimed to be a reasonable engineer, and as such, try to convey
not just what a product does but why you need it. I endeavour to make this as
simple as possible. Please bear in mind that I answer about 90 calls a day, and
have targeted the literature at people who want to understand the products,
but have been unable to get access to the information. Most companies'
technical information is hidden in the sales jargon, not with Sterling. We are
proud of what our equipment does and see no need to cover up any flaws with
glossy vague sales literature. Flaws should be designed out of products, not
covered up. All companies products suffer from technical problems, the trick is
to find them and design them out as quickly as possible. Being a small
company with its own in house design team, our response time is at a level that
larger competitors can only dream about. The end result is our products just
keep getting better and better, outstripping our competitors more and more
every year.
Sterling Power Products business plan is very simple. We design every
conceivable performance and safety feature we can think of into our products;
then we check our competitors just in case we missed something (however,
we have never come across anything close). Having designed all the features
we try to manufacture the products at a cost that will allow us to offer our
customers a product with a high technical specification, but at the same time
keeping the cost down. This is especially important when dealing with O.E.M's
(Original Equipment Manufactures, in our case boat builders). Builders want
performance /safety/reliability but uppermost is price.
Technical help: At Sterling I know we have an extremely good technical help
line, we try to help all our customers with good technical advice, however, 9
times out of 10 when a customer feels he has a defective product the fault is in
the installation or operation of the product , as a result, when you phone the
technical help line there are only 3 things we are interested in, voltages,
voltages, and voltages. With voltages we can help you. This may sound blunt
but we are here to help you and with voltages we can.
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NEW
NEW
NEW
NEW
NEW
NEW
NEW
NEW
INFO
Front cover
Introduction & Index
Waterproof chargers - ProSport 5,5/5 + Aquanautic
The ultimate battery charger page 1 - Pro Charge Ultra
The ultimate battery charger page 2 - Pro Charge Ultra
Hand held chargers - Global Smart Charger
Lead acid battery balancers
Advanced alternator regulators page 1 - Pro Regs
Advanced alternator regulators page 2 - Pro Regs
Alternator to battery chargers page 1 - Pro Alt C
Alternator to battery chargers page 2 - Pro Alt C
Battery to battery chargers page 1 - Pro Batt C
Battery to battery chargers page 2 - Pro Batt C
Battery to battery tow charger page 1 - Tow charger Wildside
Battery to battery tow charger page 2 - Tow charger Wildside
Wildside
Combined Batt to Batt and MPPT solar reg.
Battery maintainer + ancillary equipment (isolator switch)
0.0 voltage drop splitting systems page 1 - Pro Split R
0.0 voltage drop splitting systems page 2 - Pro Split R
Latching relays page 1 - Pro Latch R
Latching relays page 2 - Pro Latch R
Voltage sensitive relays page 1- Pro Connect
Voltage sensitive relays page 2- Pro Connect
Analogue / digital voltage sensitive relays
Split charge diodes - Pro Split D / de-sulph unit - Pro Pulse
Battery isolators
Power management panels
Solar regulators: standard, PWM, MPPT page 1
Solar regulators: standard, PWM, MPPT page 2
Combined inverter charger page 1 - Pro Combi
Combined inverter charger page 2 - Pro Combi
Quasi/modified sine wave inverters - Pro Power Q
Pure sine wave inverters - Pro Power S
Alternators
Pneumatic tank gauge
AC automatic and manual crossover switches -ProSwitch
Power distribution box - Pro Power distribution
Voltage temperature monitor
Which splitting system to use?
How effective is advanced battery charging?
Gold plated fuses / fuse holder / battery terminal connectors
Zinc savers / galvanic isolators page 1 - Pro Save
Zinc savers / galvanic isolators page 2 - Pro Safe
Galvanic monitoring and detection + List of distributors
Droitwich, England
20,000 sq ft factory in Droitwich
Over £ 9,000,000.00 retail stock held
at any one time ensuring product
availability and speed of delivery.
www.sterling-power.com
grid ref: 52 17 06.03 N
2 10 14.37 W
Post Code: WR9 0NX
UNIT 8
WASSAGE WAY
HAMPTON LOVETT IND EST
N
M5
JUCTION 5
DROITWICH
A38
A442
DROITWICH
M5
IP 68
Waterproof battery chargers
Pro Sport 5 and 5/5 (10)
WATERPROOF
SALTWATER
and
TESTED
IP68
Totally waterproof (IP 68) , 3 stage Battery Charger
Typical Average Voltage
5/5 model
1 x 12V 10A
2 x 12V 5A
1 x 24V 5A
14.1V
14
13.5V
13
Volts
12
Charging
Conditioning
Maintenance / Float Mode
11
Pro Sport 5 is 1 x 12V / 5A output
Pro Sport 5/5 is 2 x 12V / 5A totally isolated outputs, can be used
as 1 x 12V / 10A, 2 x 12V / 5A, or 1 x 24 v / 5A
Epoxy filled for waterproof and vibration proof aspects
Pre-wired with 1.5 meters d/c and a/c cables
d/c cables pre-fused and comes with gold plated ring terminals.
5 model
1 x 12V 5A
Pro Sport 5 and 5/5 waterproof battery charger 230V a/c 50 Hz only
Voltage d/c Amperes
Outputs
Size L x W x D mm
12
5
1
75 x 150 x 65
12/24 12V (2 x 5A) / 12V (1 x 10A) 2
230 x 130 x 90
or 12 V 1 X 10 amp
Weight kg Part no
2.5
PS125
3.5
PS1255
Power Factor Corrected (PFC)
110-230V a/c auto 40-70 Hz
read benefits of PFC on page 4*
Includes fused wires
w/ 8mm ring terminals
Waterproof Aquanautic PFC
110-230V auto
Voltage d/c outputs amps
Size L x W x D mm Weight kg
12
1
8
180 x 170 x 65
2.5
12 & 24
2 8 at 12V 4 at 24V
180 x 170 x 65
2.5
Part no
PSP1281
PSP1282
12
12 & 24
1
2
200 x 170 x 65
200 x 170 x 65
2.8
2.8
PSP12121
PSP12122
12
12 & 24
12 & 24 & 36
1
20
290 x 170 x 65
2 20 at 12V 10 at 24V
290 x 170 x 65
3 [email protected] [email protected] [email protected] 290 x 170 x 65
3.8
3.0
3.2
PSP12201
PSP12202
PSP12203
12
12 at 12V 6 at 24V
12V / 8 - 20A
24V / 4 - 10A
Ideal for
jet skis, small boats,
bikes, lawn mowers etc.
single output.
1A Float Charger
Volts Amps Size L x W x D mm Weight kg Part no
12
1
60 x 60 x 60
0.5
121CE
FC
rt P
po
oS
Pr
-55
rt 5
po
oS
Pr
mp
1a
1A Float charger
Advice: We recommend to use waterproof battery chargers where the
waterproof aspect is a priority. For all other applications we recommend
our digital control units (please refer to page 4) which are lighter and have
a superior performance.
Molded Plastic case
Extruded aluminium housing.
Ignition Protected
Fully waterproof to (IP 68) standard .
Both pos and neg fully isolated that enables the unit to charge 12 or 24V batteries.
Adaptive charging, ensures max charge in the batteries.
Lead acid / sealed (AGM/Gel) battery selectable for maximum performance
Preset fixed non selectable battery type for gel, sealed, AGM, and open lead acid
Dynamic thermal output control. Reduces power rather than over heat
LED power and charge indicators.
Built-in protection distributed-on-demand. Power Pack mode
3 stage charging curve.
Pre-wired waterproof loom for easy installation.
Pre-fused and gold plated terminals
12 and 24V application ( except Pro Sport 5)
2 -3 x isolated outputs ( except Pro Sport 5)
110 & 230V a/c auto
Page 3
The Ultimate Battery Charger 3 output battery chargers
ProCharge
Sterling
Ultra
- Power Factor Corrected -
PFC
IP 22
Global operation
Awarded
Premium
Product
from
SAILING
TODAY
UK magazine:
Sailing Today
USA magazine:
Sail
Press release:
With our years of experience in this market everything
we could possibly think of was combined into this product
range, resulting in the Ultimate Battery Charger.
However, do not take our word for it, this was recently
confirmed on its first competitive test with Sailing Today
Magazine where it won Premium Product against the
toughest competitors ( Mastervolt and Victron plus
others and was described as “This has to be the most
flexible marine charger on the market today”, closely
followed by the innovation award at IBEX Kentucky
2010 (as the Pro Nautic P - Professional Mariner), the
largest International Boat building Exhibition in the USA
where the Pro Charge Ultra has been recently released
onto the market.
12v 10 amp to 40 amp
24 v 20 amp
12v 50 amp & 60 amp
24 v 30 amp
Global Application
The Pro Charge Ultra will operate with AC voltages ranging from 80V270VAC (40- 70Hz) and DC voltages of 130-320VDC.
Voltage + Current LED display
2 LED matrix displays. The left matrix displays the voltage output from
the charger and the right matrix displays the current leaving the charger.
Power Factor Correction
Power efficiency of the Pro Charge Ultra is significantly higher than its
predecessors. The PCU runs at >90% efficiency and the power factor is rated
at 0.99PFC this is in contrast to a non-PFC charger which runs at
approximately 65% efficiency. Thus, the same power output with a reduced
power input saving you money on kilowatt-hours. Other major benefits of PFC
allows the unit to run off a dirty/modified/quasi sine wave from a generator
(example). The other advantage of this technique is less heat is liberated
during operation, therefore reduced use of fan.
Performance monitoring LED bar
A bar of LEDs display the percentage to which the Pro Charge Ultra
battery charger is operating at. This is easily and quickly recognised at a
glance and can be easily analysed.
Synchronized Rectification
Modern, synchronized rectification with MOSFET technology makes the Pro
Charge Ultra Series 9% more effective. Less heat liberated and increased
efficiency are also features of this latest technology.
Elegant yet functional design
The Pro Charge Ultra housing was designed by a renowned American
product designer. In the foreground stands optimal function and clean lines.
The housing is made of plastic and the back is made of non-magnetic and a
corrosion-resistant metal.
Splash protection
For vertical mounting, the unit has drip water protection. The protection class
is IP22. It meets the requirements of the ABYC drip test.
11 preset charging algorithms
The Pro Charge Ultra has 11 different charging characteristics for
corresponding types of batteries: Gel, AGM, sealed, open, calcium, LiFePO4.
If these should not suffice there is 1 customisable setting which the user can
set themselves - simply enter the absorption and float voltages then press
enter and the settings save.
Automatic Desulphation / Equalization
Every 7-10 days the Pro Charge Ultra undertakes a desulphation /
equalisation and anti-stratification program which keeps your batteries young
and rejuvenated.
Page 4
32 LED display
32 LEDs built in to the front panel provides all the necessary information
about the charger including: charging status, battery chemistry select,
temperature and voltage warnings along with many others.
Redundant safety system
In the event of a failure of the processor provides another safety system
to shut off the device. Doubling the levels of security.
Variable fan speed
The internal temperature of the device ultimately runs the speed of the
fan. This guarantees a minimum possible noise.
So called ‘thermostatically controlled force draft cooling’
Programmable power reduction
The Pro Charge Ultra can also charge with variable performance
levels. The following performance levels available are: 100%, 75%,
50% & 25%. This can be controlled via the front panel or via
programming the remote control. Power reduction is often used if the
power supply to the charger is inadequate (e.g. small generator) but still
enables competent levels of battery charging. Another benefit of power
reduction is to reduce fan noise, as less heat is liberated.
Three isolated charge outputs (PCU 12V/10A has 2 outputs)
The Pro Charge Ultra has 3 isolated charging outputs. Thus, 3
batteries or battery banks can charge without the batteries themselves
being interconnected, e.g. Starter, domestic and generator starter
battery. If an output is not required is, then a bridge is required between
the outputs.
Small, lightweight and powerful
The Pro Charge Ultra series is characterised by its very compact, low
weight and small footprint structure. The 12V / 60A model only weighs
3Kg, this is exceptional for its class.
The Ultimate Battery Charger 3 output battery chargers
Specification
110 x 68 x20 mm
including
10 metres of cable
Unique remote housing
can be surface mounted,
recess mounted or
flush mounted
PFC
Remote Control (optional)
With the optional remote control can
many features can be operated from a distance
and all important information can be read. The
Remote control can be used both as an
installation or attached as a mounted unit.
Information from the remote control
?
Charging voltage (V) and charge current (A)
?
Charging stage and duration
?
Configured Battery Type
?
Temperature of the charger
?
Temperature of the battery
?
Error Messages
New features on this product surpassing that of standard battery chargers
include:
2) 1 custom set, can be set from charger, unlike our competitors there is no need for a
computer to do this operation, all can be done from the front panel.
3) 2 x digital meters for current and voltage measurement and a 32 LED information
display.
Progressive DIGITAL software control
www.sterling-power.com
www.sterling-power-usa.com
AC Power
Auto Temp Control
0%
Multi Speed Cooling
1 2 3
System self test
6) % power reduction to allow unit to work with restricted power available (available on
local control or remote control panel).
7) De-sulphation auto cycle built in to software.
OK
Fault
SETUP
ENTER
De-sulphation
Open lead acid
Float
CHARGE INFORMATION
DC Output Service
Sealed lead acid
DC Low Voltage
A.G.M
DC High Voltage Trip
GEL
High Charger temp trip
Lithium (LiFePO4)*
Calcium / Custom
To avoid serious injury or death from electric shock. Before
opening, turn off the main A/C power. Do not expose to rain nor
spray. Replace defective wires/cords before use. Always read
the manual before operating the charger.
8) New, low activity, standby mode to increase battery life.
Absorption
Fast Charge
Battery Type
Preset 1
5) PFC, active, up to 0.99 PF, ensuring efficient power conversion, up to almost 90% as
opposed to about 60% for older, non-PFC technology.
100%
Charger Output
Battery Health Program
Stand-by
AUTO CONSERVATION MODES
CHARGER MODE
4) 1 x power meter to show what reserve power left in the unit.
RoHS
compliant
Amps
Volts
Active PFC
Preset 2
1) 11 pre-programmed battery curves including: Open/Sealed lead acid, AGM, Gel,
LiFePO4.
Check Fan
*Lithium must be used in conjunction
with a lithium balancing system.
High current capable of causing sparks burns and fires,
always disconnect the D/C cables from the batteries
before working on the D/C side. Intended for both
COMMERCIAL and DOMESTIC use.
High Voltage A/C WARNING Low Voltage D/C
9) Battery health program every 7-10 days .
10) Multiple speed fan control. This reduces unnecessary fan noise experienced by the
customer, even though the new extreme efficiency reduces the need for fans. At high
ambient temperatures (40-50 deg C), however, fans would still be required to ensure
operation.
11) Primary (processor digitally controlled) and an emergency backup secondary
(analogue controlled) high voltage trip.
Pro Charge Ultra front panel
Local Information Center
32 x LED display panel
2 x LED digital meters
1 x digital power meter
12) 32 LED information panel to ensure maximum information transmitted to owner.
13) Internal scan and systems check to ensure product is okay.
14) Remote control option.
15) Small footprint and light weight.
16) Include battery temperature sensor to give temperature compensation and high temp
trip.
17) As with all our marine chargers all metals used are non-ferrous or heavily protected, so
no corrosion.
18) New synchronised rectification output as opposed to diode output, giving up to an
extra 9% efficiency.
19) Conforms to ABYC drip test, is waterproof from water directly dropped on to the top
of the unit ( +/ - 17 deg ) if installed correctly (vertically).
20) Thermostatically controlled force draft cooling.
21) The printed circuit boards are conformal coated for high humidity and salt air
operations.
D/C voltage
12
12
12
12
12
12
A/C 80-270V
Input
common
negative
12V / 60A model, all other units pro rata
Input voltage range
80-270V 40-70 Hz
Power Factor at 230V
0.976
Efficiency
90.4%
Full load current ( 110/230v )
9.8/4.6 amps
Total Harmonic Distortion
2.4% voltage
Total Harmonic Distortion
2.4% current
Ripple noise ( R.M.S. )
14mV
Ground leakage
0.5 mA
Generator/ mains power required to run unit ( watts )
12 v 20 amp approx 350 watts
EN61000-3-2
12 v 30 amp approx 500 watts
EN61000-3-3
12 v 40 amp approx 600 watts
12 v 50 amp approx 750 watts
EN50081-1
12 v 60 amp approx 900 watts
EN60335-2-29
24 v 20 amp approx 600 watts
24 v 30 amp approx 900 watts
voltmeter accuracy
+/- 1%
ammeter accuracy
+/- 1%
Pro Charge Ultra 80-270 V 40-70 Hz a/c input
Amps Number of outputs Size L x W x D mm Weight kg
10
2
260 x 215 x 90
2.0
20
3
260 x 215 x 90
2.0
30
3
260 x 215 x 90
2.0
40
3
260 x 215 x 90
2.0
50
3
315 x 215 x 90
3.0
60
3
315 x 215 x 90
3.0
Part nos
PCU1210
PCU1220
PCU1230
PCU1240
PCU1250
PCU1260
For larger current requirements simply add 2 or more units together.
24
20
3
24
30
3
Remote control plus 10 metres of cable
Page 5
260 x 215 x 90
315 x 215 x 90
110 x 68 x 20
2.0
3.0
0.05
PCU2420
PCU2430
PCUR
Battery type selection and
Portable Battery Chargers
de-sulphation program
Portable Global Smart Charger with auto repair program
This microprocessor controlled portable charger can be used anywhere in the world. The AC input
voltages and frequencies can range from 100V-240V & 47-64Hz.
Features and benefits of this portable charger are:
Universal AC Input (100V to 240V): can be used anywhere in the world, truly global charging.
Suitable for all types of lead acid batteries: Wet, GEL, AGM. Calcium.
Simple 3 touch screen selections with intuitive iconic LED indications: Simple to use
3 charge modes, small battery, large battery and ‘cold charge’, ideal for low temperature battery
charging, of de-sulphation, and also for the new calcium batteries where a higher voltages is
required to charge the batteries.
Microprocessor control multi-stage charger with pulse absorption and float charge: fast
charge but safe floating for long term operation.
Checks if a battery is faulty, the processor can automatically identify if a battery is beyond repair
and flashes a warning light to inform you it needs replacing.
Desulphation / Equilization. Repairs faulty batteries (if recoverable), if the battery is found to
be faulty, but repairable, the unit will automatically identify the fault and inject high voltage short
DC pulses until the battery is repaired, an LED shows the charger is on repair mode.
Defective battery identification, if, after 8 hours on the repair mode, the battery is deemed
unrepairable then an LED will flash to inform you that the battery is beyond help and needs
replacing.
Three charge modes, when the battery is found to be suitable for a charge then the charger will
bulk charge, then pulse width absorption charge and finally float charge, the unit can then be left
on permanently.
Soft start charging: if the battery is found to be heavily depleted then the smart charger will start
at a low pulse current until the battery has reached a level where it can then absorb the full charge
power
50% power reduction mode: for small batteries under 30Ah
Cold weather: 14.8V (x2 for 24V) charge mode option.
Two interchangeable connection leads with clamps and eyelet terminals.
Thermal control, regulates charge current in hot conditions.
No connection spark, there is no output voltage until the battery is connected.
Electronic reverse polarity protection with LED warning.
40 hours ‘time out’ to avoid any possible problems.
Short circuit protected.
Thermal protection, reduces power and switches off if too hot.
Specification A/C input range 100-240V
A/C frequency 47-64 Hz
Full load 1.3 [email protected] A/C
Max power 70W
Optimum Efficiency >81%
Max D/C current 5A
Charge voltage for sealed battery 14.4V x 2 for 24V
Low temp/calcuim mode 14.7V x 2 for 24V
Float mode high level 13.5V x 2 for 24V
Float mode low level 12.8V x 2 for 24V
Protection: overload, short circuit, over temperature,
reverse polarity, no spark, short circuit,
40A time out.
Construction Pol-carbonate casting, water resistant
Approvals EN 60335, EN55014, IP45 body only
Weight 0.4 Kg
Dimensions 150x60x30 mm
Global Smart portable battery charger
Plug type Voltage a/c Voltage d/c Amps
Weight kg Part nos
British
110-230
12
5
0.4
GS125B
Euro
110-230
12
5
0.4
GS125E
USA
110-230
12
5
0.4
GS125A
British
110-230
24
2.5
0.4
GS243B
Euro
110-230
24
2.5
0.4
GS243E
USA
110-230
24
2.5
0.4
GS243A
Sterling
8 LED information
panel
No Batteries
Wind up to use
Portable Multimeters
Sterling Power Products
Do you ever find yourself
needing a multimeter, which
you know you have
somewhere and when you
find it the batteries are flat?
Well, never again, this new
product has no batteries so you
can leave it as long as you like.
Simply wind the handle 2 times
for about 2 minutes use or wind
for about 10 seconds for about
10 minutes use.
www.Sterling-Power.com
The product is high quality and
extremely well equipped with
all the features and functions
required for general use.
Code
WUVM
Global operation
GENERAL SPECIFICATIONS
Display
46 mm x 23 mm large LCD
Measurement
AC, ACA, DCV, DCA,
ohms, continuity
beeper, Hz, %, Capacitance, Diode, Data hold.
Range selection Auto ranging with manual selecting.
Data hold to freeze the display reading
Dimensions 152 x 78 x 45 mm
Weight 350g
Includes red and black test leads plus instruction
manual
Electrical Specification
D/C voltage
Range Volts 400.0 mV - 1000 v D/C
Accuracy +/- ( 1% + 3d )
Input impedance 10 M Ohm
D/C & A/C current
10 A - 400 m
A
Page 6
Overload Protection Fuse
Ohms
400-40 M ohm
Capacitance
40nF-100 m
F
Frequency
4 Hz - 4 MHz
Diode
( forward voltage , VF )
Range 4 V DC
Resolution 0.001 V
Test voltage 1.6 v DC
test current 1 +/- 0.6 amps
Continuity Beeper
Beep if resistance less than 100 ohm
response time < 100 ms
IP 68
Battery Balancer & Defective Battery Indicator
Battery Balancer
IP 68
4x6V = 24V battery bank
There are 2 fundamental different aspects to this unit, a high powered battery
balancer and a defective battery indicator, the balancer is there to ensure th
cells which are not in balance and are forced into balance to prolong the
battery bank, the defective battery indicator is as a last resort when the
system can no longer hold all the batteries in unison then the defective
batteries can be identified so replacing them or the total bank is made easier.
The usual expensive, dangerous and time consuming battery tests are no
longer necessary. The replacement can be done by a much less skilled
technician with all analysis and identification already having been undertaken
by the product. Also this reduces the unnecessary vehicle down time ( for hire
vehicles ) and allows simple remote diagnosing of any battery fault resulting
in a lot of time and money savings.
Waterproof
offending battery and the machine can be locked out of operation until the
issue has been addressed. This raises the whole standard of care and
maintenance and tips the balance towards prevention as opposed to cure
which is more in favour of the owner requirements and reduces expensive
abusive operation by non skilled operators of the equipment.
Alarms on control box
1. High charge voltage - Red LED
2. Low battery warning - Yellow LED
3. Cell out of balance - when on charge mode the red alarm LED will be on
AND a solid green light relating to the relevant defective battery. When on
discharge mode the red alarm will be on AND the relevant green LED will be
flashing
4. The unit will remain in sleep mode to conserve power until a sharp voltage
change is detected (over 0.5V) before the unit will perform its tests. The unit
will then activate and test all batteries and in turn will display the information.
This information will be displayed in charge and discharge mode.
5. When not in alarm mode the LEDs duplicate as a basic voltmeter showing
the charge state of the battery bank.
The Balancer:
The unit monitors the total battery voltage under charge condition and then
ensures each cell is presented with the same balanced charge voltage to
prevent over or undercharging of cells. This is achieved by the software
actively monitoring each individual battery and the total battery bank, the
software then directs extra power to lagging batteries to brim them up to the
target voltage. Balanced values then ensures equal voltage charging of the
cells and prevents over charging or undercharging of the individual batteries
and ultimately the premature destruction of the total bank.
The end results in a much more evenly charged battery bank, ensuring
maximum charge capacity on each cell block, and a longer life for the battery
bank resulting is lower battery cost. Other benefits of this product is due to the
high balancing power in this unit it has the unique ability to allow you to mix
different aged batteries, because the balancing current is so high it can make
sure that if a new battery is placed into an older bank then it does not cause
any problems with the natural balancing of the battery bank as a hole.
Defective battery cell warning will remain on until the magnet resets the
alarm.
Remote control: this will show all the different voltages under test i.e. the
individual voltage of each cell etc.
Setup adjustments:
?
The differential voltage between each cell which will result in alarm ( alarm
and lock information )
?
Low battery voltage alarm
?
High battery voltage alarm
?
Select the alarm that triggers the relay response. The Battery Balancer &
The Defective Battery Indicator:
Defective Battery Indicator has all the same features as the Defective.
Is designed to detect a defective battery in a battery bank which will
consequently enable it to be replaced before a single battery is responsible
for the loss of the total battery bank. The device allows non-skilled personnel
to identify the fault between services and therefore takes action immediately.
This significantly reduces the risk of damaging the total bank incurring
unnecessary battery replacement costs.
The objective of the Battery Balancer & Defective Battery Indicator is to
actively prolong battery bank life and identify defective batteries which are
causing, or are about to cause, total battery bank destruction. This enables the
pre-emptive removal of the offending battery and thereby saving the cost of a
total bank replacement.
The product can be fine tuned to the customer’s requirement or battery type.
When a problem arises an alarm can be raised on the product identifying the
Optional remote control
Relay
Replace
Alarm
Sterling Power Products
V
12.6
Ok
Select
Override
Test
Combines information &
approximate voltmeter
Back light
Alarm
Audible alarm
disable
hold >5 sec
Monitoring system
IP 68
Waterproof
f
a
n
Heat sink
+ 24 v
2 + 18
- 12
3+
-6
4 +0
Amm
meter
1
6v
6v
6v
6v
-
24-18V 18-12V 12-6V 6-0V D/C
1
2
3
4
Page 7
Remote
control
N/C
input
N/O
Relay
High charge voltage
Battery 1
Battery 2
Battery 3
Battery 4
Low battery voltage
Test
Full
Empty
Closed
Input
Open
Relay
Circuit
1 amp
Universal Advanced Digital Alternator Regulators
www.sterling-power.com
Sterling
Power Products
GREEN: High charge rate on
GREEN FLASH : Ramp start
YELLOW : Timer activated
GREEN :Float mode
12 v only
Yellow: Low voltage warning
12 Volt
Alt Model
Only
RED: High battery voltage trip
FLASHING:High battery temp trip
ALL LEDS FLASHING: High alt V
BATTERY TYPE: GREEN: gel/sealed
YELLOW: open lead acid
RED: A.G.M.sealed
Please read and understand the installation instructions before use
www.sterling-power.com
www.sterling-power.usa.com
UNIVERSAL ADVANCED DIGITAL
4 STEP ALTERNATOR REGULATOR
BATTERY TYPE PROGRAM SELECTOR SWITCH,
INSIDE LID 4 BATTERY TYPE POSITIONS
ON
ON
1 2
1 2
1 2
LEAD
SEALED
GEL
GEL
OPEN
A.G.M
SEALED
SEALED
L.E.D.
L.E.D.
L.E.D.
( USA)
( YELLOW ) ( GREEN ) ( RED ) LED OFF
Reg B
Battery Temp Sensor
Pro
Reg D
new model upgrade
can run up to 300%
more field current with
no heat rise
(Optional Extra)
Includes two temperature sensors 1 model 12 v and 24 v one model
IP 66, Waterproof
Ignition protected
The new Pro Reg S and U are the
next generation of advanced
regulators , offering those extra
features we deemed important based
on our previous 15 years experience
in this market.
The new style housing offers dust
and water protection, along with the
latest technology eliminates the need
for fan cooling. All the extra features
are explained on the next page
SAFETY FIRST: The Sterling Advanced Regulator is full of safety features to
prevent damage to your system. In the event of incorrect installation or a fault
developing on the boat or vehicle, the high voltage trip picks up high voltages at
the batteries and the alternator and switches off the advanced regulator (the field
circuit is disconnected totally from the control via an internal relay).
The Test: Using a standard 12V, 90 amp Bosch alternator fitted to our test bench,
and rotated at a constant speed, the following test was undertaken. 4 x 100A
''leisure'' batteries were used, they were split into 2 battery banks, one for engine
start and three for domestic. The engine start battery was fully charged (to copy
that in real life) and the 3 x domestic batteries were discharged until such time as
one of our 1800 watt inverters tripped out on low voltage. To make the test fair we
linked 9 batteries together to make one larger battery bank then discharged them
all to exactly the same level, then, at random, three batteries were selected and
used for each test. The idea was to see how many amps could be replaced into a
300A battery bank. Bank discharged to a level one would expect in real life (i.e.
about 50-60% empty) over a 3 hour period, and to display the results in as simple
a way as possible to highlight the difference between all the different options and
why an Advanced Regulator is a necessity not a gimmick.
Pro
Reg S
Includes two temperature sensors
Pro Reg S Advanced alternator regulator
Voltage d/c Size L x W x D mm Weight kg Part nos
12
140 x 113 x 45
0.4
ARS
The Ultimate universal Advanced regulator
with Automatic System Analysis Centre
Pro
12 v only
Reg U
the zero volt Pro Split R can also be used
Sterling zero volt drop system
IP 66, Waterproof
Ignition protected
70
60
50
40
30
20
10
0
1 2
Pro
Inc battery temperature sensor
and 1 metre of cables.
Please check all the features on this
model on next
Pro Reg D Advanced alternator regulator
Voltage d/c Size L x W x D mm Weight kg Part nos
12 & 24
180 x 90 x 55
0.5
PDAR
Remote control 170 x 90 x 40
0.25 PDARR
What To Expect From An Advanced Regulator:
1) Maintains maximum performance of an alternator’s power curve within a preset
envelope as defined by battery manufacturers.
2) Batteries charging 4-20 times faster. ( depending on original system )
3) Enables 25-35% extra useful power to be stored in batteries. A conventional
alternator will only charge the battery to a max of about 75% and at about 35%
remaining capacity the low voltage level renders it useless. This means that, of
100 amps of battery capacity, only about 35 amps are available to be used. An
advanced regulator will fully charge the battery giving an extra 25% capacity that
this increases the useable available power by about 70 -80 %.
4) Battery plates kept free from sulphate damage resulting in longer life.
5) Due to the built in safety features, in the event of incorrect installation the unit
will switch itself off.
6) Reduces needless running hours on the main engine.
7) Compensates for voltage drops resulting from long cable runs, ammeters,
diodes and other general wiring associated problems.
8) Automatically converts a machine-sensed alternator to a permanent battery
sensed alternator.
Charge Improvement Graph
A 110
M 100
P 90 Sterling digital adv. regulator
S 80 with Sterling low volt drop diode
ON
RoHS
compliant
ON
The Problem with standard systems: Standard alternators are not designed to
be good battery chargers; they are designed only to charge an engine start
battery sufficiently to start the engine. Due to this inherent weakness, a more
advanced regulator is required that, in effect, converts an alternator from a
constant voltage battery charger to the latest 4-step progressive constant current
battery charger (see battery charger graphs). Because of this improvement in the
alternator control system, these regulators dramatically enhance the alternator's
charge rates by between 200-2000% depending on how poor the original system
is.
The Sterling Regulator is designed to charge batteries as fast as possible and to
their maximum capacity without damage to the batteries or alternators.
Pro Reg B Advanced alternator regulator
Voltage d/c Size L x W x D mm Weight kg Part nos
12
120 x 70 x 45
0.4
AR12VD
new model upgrade
can run up to 300%
more field current with
no heat rise
Pro Reg
B
Please note regulators are not suitable for modern vehicles / boats with
integrated engine management systems as they
increase the alternator’s voltage and this can be interpreted by the
management system as a fault on the alternator.
Please use an Alternator to Battery Charger or a
Battery to Battery charger for these applications.
Sterling low volt drop diode
Competitor split charge diode
10
20
30
40
50
60
70
80
90
100 110 120
130
140 150
160 170 180
Test alternator = Bosch 90 amp
Standard regulator output voltage = 13.83 volts
TIME/ MINUTES
fig 2
REMOTE CONTROL
(OPTION For Pro Reg S and U only )
200 amp shunt
Shunt for Pro Reg U
Part nos
200 amp shunt S200A
400 amp shunt S400A
Remote Control for Pro Reg S & B only
Voltage d/c Size L x W x D mm Weight kg Part nos
12 & 24
110 x 69 x 20
0.04
ARRSU
Pro Reg Ultra Advanced alternator regulator
Voltage d/c Size L x W x D mm Weight kg Part nos
12 & 24
160 x 140 x 45
0.45
ARU
Page 8
12 & 24V
Pro Reg
B D S U
Digital software control with slow start
Dynamic Progressive battery charging
Can be used in parallel ( recommended ) or stand alone regulator
Programable for different battery types
Single unit fits 99% of alternators and all battery types
Charges to 4 step progressive constant current charging curves
Self diagnosing fault system
Totally isolates the advanced regulator in fault condition
Information 6 LED display
Battery Temperature sensing
High battery temp trip
High battery voltage trip
High alternator voltage trip
De-sulphation ability on open lead acid batteries
In event of failure auto return to standard alternator regulator
Can be used with or without the temperature sensor
Monitors for excessive neg voltage drop and trips
Protects batteries if temperature sensor open circuited
Protects batteries if split charge relay/diode fails open
Protects batteries if advanced reg fails closed
Protects batteries if battery sense wire falls off
10 LED display
12 or 24 v operation
Remote control option
Alternator temperature sensor and disengage
IP 68 waterproof & ignition protected
7 battery types with 5 step charging curves
Battery type LED converts to voltmeter after start up
Reg bypass for max rotor boost
If used in stand alone mode , transfers from adv reg to standard if fault
20 LED information display
Battery balancing to help compensate for diode voltage distortion
44 LED display panel
Extra LED voltmeter readings for all scanned safety parameters
Manual or auto scan operation
Ammeter up to 250 amps ( reading ) higher current ok but no reading
Advanced Regulator features explained in more depth:
Digital software control with slow start:
Digital control (software) uses lines of computer code, digitally burned into a
memory processor in the Advanced Regulator. This means that very complex
information and mathematical algorithms can be processed that would not be
possible with an analogue hardware system. The unit ramps up the current
over a short period of time to reduce the chance of alternator belt slip.
Dynamic progressive battery charging: this is a term used to explain that the
internal software calculates a different charging regime every time it is used as
the battery state etc. is never the same. Older systems simply used fixed
trimmers which were not able to distinguish different battery types or sizes.
Can be used in parallel or a stand alone reg: This unit can be used as a
stand-alone regulator as well as in parallel with the original regulator. Sterling
believes that, where possible, to leave the existing regulator in place this offers
the Sterling Reg a fall back safety position in the event of it failing.
Programmable for different battery types:
Most other manufacturers fail to recognize the fact that the world has more than
one type of battery. There are now four main groups, open lead acid/traction,
sealed /gel, gel (Europe) and AGM To optimise charging for each of these
battery types there are four totally different charging curves, temperature
curves and safety criteria with each battery type.
Single unit fits 99% of alternators:
The reason for this is very simple, if you check other makes, you can find 12-15
different models to cover what the Sterling will do with 1. The problem with this
is the public must supply correct information about their alternator and batteries
to ensure they receive the correct Advanced Regulator.
Charges to 4 step constant current progressive charging curves:
All good battery chargers are constant current with 3 - 4 step charging curves.
This method is recognized as the best charging type so why expect anything
less from your alternator- in most cases the primary battery charging source.
The Sterling Advanced Regulator converts your basic constant voltage
alternator into a modern 4 step constant current battery charger, it’s that simple.
Self diagnosing fault findings:
The performance and benefits of an Advanced Regulator are beyond dispute,
however, an Advanced Regulator which has been incorrectly installed or fails,
can have devastating effects on a boat. It will destroy the batteries and could
easily set fire to cables.
Sterling takes all this into account and recognizes that some boats on which
these regulators are used have poor wiring and other faults. Because of this we
scan the system every two seconds and if all the parameters are not within our
pre-set values then the unit will switch ‘off’ and signal a fault. This, in my
opinion, is the most important aspect of this type of device, a point not shared
by our competitors.
Totally isolates the regulator in a fault condition:
This is very important and not fully understood by the public. All regulators can
fail for different reasons. If an Advanced Regulator fails closed then the
alternator will work at full power and destroy everything around itself. Simply
turning the regulator ‘off’ will have no effect, so in the event of a Sterling system
failing or tripping, for whatever reason, we physically break the field wire
guaranteeing that the Advanced Regulator will stop working.
Information LED display:
Most Advanced Regulators have no real information being transmitted to the
operator and as a result one has no idea what is going on. Depending on the
model we give the operator as much information as possible as to what is
happening with the product and the installation system in general.
Battery temperature sensing:
One battery temperature sensor is supplied with the unit. This will adjust the
output charging curves with the ambient battery temperature.
High battery temperature trip:
Most Advanced Regulators monitor the battery temperature to perform the task
as explained above, but what is the point of monitoring the temperature if in the
event of a battery going over temperature you do nothing about it? Sterling
software will pick up the high temperature and in the worst case of a battery
exceeding 50 deg C, will switch ‘off’ the regulator and display a warning.
High battery voltage trip:
In the event of the battery voltage going too high the unit will switch the regulator
‘off’ and display a warning.
High alternator voltage trip:
This is the most common trip used. In the event of poor wiring, incorrect
installation, or any fault in the system, the alternator voltage will rise too high;
the unit will trip out and display a warning.
De-sulphation ability on open lead acid batteries:
In order to prevent and even de-sulphate lead acid batteries a regular charge
cycle exceeding 14.4V ( x 2 for 24V ) will remove the sulphate from a battery
bank and so prolong its life expectancy.
In event of failure auto return to standard regulator:
There are many good reasons to leave the standard regulator in place, one of
them being that, in the event of a Sterling failure or any trip condition of the
advanced regulator, your standard regulator will automatically take over and
allow the journey to continue but at a lower charge rate. If your Advanced
Regulators does not offer this feature then you will lose the use of the boat
during any failure.
Can be used with or without temperature sensing:
Some people don't want to fit temperature sensors, the choice is yours, the
software will pick up if you use it or not and control accordingly. Most other
makes insist a temperature sensor be fitted.
Protects batteries if temperature sensor open circuited:
A big problem with temperature sensors (why people don't like fitting them) is
that they are on a battery. If someone changes the batteries and breaks or open
circuits the temperature sensor wire, most Advanced Regulators will destroy
your batteries by over charging them. Not so with a Sterling. In the event of a
failure of a cable break the Sterling software will pick it up within 2 seconds and
return to the default settings and carry on safely. It will also protect batteries if
split charge relay/diode fails open circuit.
A common fault when fitting an Advanced Regulator is the old split charge diode
or relay that is not up to handling the new performance, resulting in a regulator
to fail. This will result in the destruction of the other battery bank, as the battery
sense wire will be isolated from the alternator (but not with a Sterling, again our
software jumps in and saves the day).
Protects batteries if advanced regulator fails:
In the unlikely event of the Advanced Regulator failing then most regulators will
fail closed and destroy all your batteries (would it surprise you to know that the
Sterling software will jump in and save the day again?).
Alternator temp monitoring and disengagement:
This unit can monitor the alternator temperature and switch off the control unit in
the event of high alternator temperature. The Advanced Regulator will
automatically re-engage when the alternator cools down.
Reg. bypass for max rotor performance:
There is a voltage drop across any regulator, thus reducing the max voltage
drop possible across a rotator and so reducing the possible output power
available from the alt, the new reg bypass removes all voltage drop restrictions
and so maximising the power from the alt under maximum demand conditions.
If used in stand alone mode, transfers from adv. to stand ref. in fault.
This new innovative feature offers a new backup in event of problems, for
example: if the advanced reg is used as the only regulator and a split diode or
relay fails, the advanced reg would pick up the dangerous high voltages
associated with this event and shut the system down. This will save the
equipment but could leave you stranded as the alternator would no longer work.
However, this new system, when detecting such a fault recognises that the
primary electrical route to the auxiliary battery bank may have been
compromised or destroyed. The electrical route to the engine battery bank may
well be intact, so rather than shut the system down the new unit transfers the
regulator control from the Aux battery bank ( under advanced control ) to a
default condition at the B+ at the alternator, there will be no advanced charging
effect but it will get you home.
Battery balancing to help compensate for diode voltage distortion:
When split charge diodes are used with advanced regulators, a lot of current is
forced into the large empty aux battery bank and the full small engine battery will
have a lot less current flow and so lower voltage drop across the diode. This can
push up the voltage on the engine start battery beyond the batteries limits and
may cause the battery to excessively gas. The balancing system tries to pull
down the surface voltage of the engine battery to reduce this effect.
Manual or auto scan operation:
There are so many factors required for an advanced regulator to safely operate
that we monitor them all the time, however, we have never had the ability to
display this operation to the public before, and, as such, anytime there are
problems with advanced regulators. We are always on the phone with
customers running through voltage checks to help them find the problems with
their systems. 99 times out of a 100 it’s their installation, poor wiring, long cable
runs, dirty connectors, thin cables, defective relays, diodes, rotary switches etc.
They all contribute to our product disengaging itself in order to protect your
installation. This new feature is as much for our benefit as yours, it shows all the
parameters which are monitored and how close your system is to the alarm/ trip
preset parameter. This allows you to ensure your system is up to scratch and
that it can safely deal with this new enhancement.
Page 9
Alternator to Battery chargers
System wiring, single or twin alt
( minimum, requirement, )
Not just a new product
but a whole new concept
Full system wiring single or twin alt
(including optional remote kit if used)
All the performance of an advanced alternator
regulator without all the fitting
engine
alternator
temp sensor
engine
alternator
+ 13.5 - 14.1V
+
Domestic
battery current
( optional remote kit )
a
b
beep
alarm
light
light
2
REMOTE CONTROL (OPTION)
including 10 metres cable Unique
remote housing can be surface mounted,
recess mounted or flush mounted
Help
3
set up
Amp temp
4
hr
System
Amps
System Trip
System Disengaged
Low voltage warning
System Within Limits
Sterling
Sterlingpower
powerproducts
products
40 amp fuse
40 amp fuse
on/off
on/off
Volts
1
2
3
4
CE
Remote control
and information panel
( optional remote kit )
Power
Management
Advanced Digital Split Charge
with Power Amplifier
Alternator
AMP Hr Counter
on/off
on/off
Default
1
volts
Screen
14.35
v mTimer
Pos 4
Bat
14.4v
37amps
a/hrs
Alt
15.4v435
134m
beep
alarm
light
light
2
Alternator to Battery chargers
D/C voltage Max Alt amps Size L x W x D Weight
12
80
250 x 180 x 70
2.5
12
130
250 x 180 x 70
2.5
24
80
250 x 180 x 70
2.5
Remote for above products in Blue ( no shunts )
12
160
250 x 280 x 70
3.5
12
210
250 x 280 x 70
3.5
Part nos
AB1280
AB12130
AB2480
ABNRC
AB12160
AB12210
24
100
250 x 280 x 70
3.5
24
150
350 x 280 x 70
5.0
24
200
350 x 280 x 70
5.0
Remote for above product inc 2 x 200 amp shunts
AB24100
AB24150
AB24200
ABRC
Help
3
set up
Amp temp
4
hr
System
Amps
System Trip
System Disengaged
Low voltage warning
System Within Limits
Volts
Sterling
Sterlingpower
powerproducts
products
ON
1
2
3
4
Engine
starter
key
solonoid
Starter motor
CE
ON
1 2
14.35
v mTimer
Pos 4
Bat
14.4v
37amps
a/hrs
Alt
15.4v435
134m
ON
NON SEALED
LEAD ACID OR
TRACTION
L.E.D. YELLOW
Max volts 14.8 v
1 2
1
volts
Right Hand Side
14.1-14.8 V
ON
Default
Screen
fuse
fan
1 2
1 2
1 2
DOMESTIC BATTERY SYSTEM
Power
Management
Advanced Digital Split Charge
with Power Amplifier
Alternator
AMP Hr Counter
Fan
ENGINE STARTER
BATTERY
a a
Remote control and information panel
( ABRC )
Left Hand Side
ON
160-210 amp
b b
fan
Right Hand Side
Fan
Left Hand Side
ON
fuse
fan
ON
Engine
battery current
( optional remote kit )
1 2
11
80 & 130 amp
+
+
200 amp shunt
1 2
a a
a
b
1 2
b b
1 2
+
+
fan
13.0 - 13.5 V
200 amp shunt
ON
ON
A.G.M.
GEL OR
L.E.D. RED
SEALED
max volts 14.1 v
LEAD ACID
L.E.D.GREEN
Max volts 14.4 v
ENGINE STARTER
BATTERY
Alternator
temperature
sensor
cable
( supplied )
temp sensor
Battery
temperature
sensor
cable
( supplied )
ENSURE ALL NEGS ARE COMMON
DOMESTIC BATTERY SYSTEM
When would I use an alternator to battery charger over an advanced alternator regulator?
1) If you are a boat builder or vehicle builder and labour costs are a critical issue, then this unit
wins hands down. It requires only one extra wire (a negative) to the unit, the other power cables
will already be standard. The only wires required for this unit are the alternator in and domestic +
engine battery out.
2)If you are worried about the time and effort that it takes to fit an advanced regulator, then this
unit will win. If you already have a split charger diode installed then the fitting for this unit will be
about 15 minutes.
3) If you have a voltage sensitive base platform ( i.e. a car or van with an E.C.U. with high
This is a 100% unique product, not available anywhere else in the world, and totally
voltage alarms ) then this is a must.
designed and conceived by Sterling in order to overcome all problems experienced now 4) If you have warranty issues with a new engine, then this unit simply does not touch the
and anticipated in the future with standard advanced alternator regulators. This following alternator, as a result there is no warranty conflict.
explanation is to help understand what it does and where it should be used and should
5) If you are worried about finding a competent electrician abroad, or concerned about the fitting
not in any way be taken to demean any of the other charging products we manufacture.
costs of an advanced regulator, then this is the solution.
The Digital Advanced Alternator Regulator offers the best low cost technical solution to
maximise the performance of your alternator ensuring adaptative charging. There are,
This new product incorporates a split charge system to charge 2 battery banks. However, on
however, applications and markets that require a different approach to increasing the alternator the domestic battery bank channel only, there is a unique voltage amplifier. This ensures the
performance; without all the work and expertise required to install a regulator.
alternator works at its maximum output (it could also be used on a single output battery charger
or other current limited power source) and increases the voltage of the domestic line (with
Issues with advanced alternator regulators are:
software digital control) up to 14.1V (for AGM) 14.4V (for GEL) and 14.8V for open lead
The main problems with all standard advanced regulators are:
acid/traction. The same advanced program is used in the very successful Digital Advanced
1) Relatively difficult to install. This prevents semi skilled personnel from fitting .
Regulator. Both products ‘fail safe’, allowing the original regulator(s) to operate.
2) Requires the removal of the existing alternator to work on it. This is not always easy to
achieve and can add many hours of awkward work to an otherwise simple installation.
What other uses for this product?
3) Requires extra cables to be run on the boat or vehicle. Again this can appear a simple
This product could be used on any other product which has a current limit on it. For example, if
thing, until a few hours work is required to pass a cable through a bulkhead .
you have an old fashioned constant voltage transformer based battery charger (or a constant
4) Warranty on new engines: some engine/vehicle dealers raise warranty issues if a new
current with low preset voltage controls and poor timer performance) which does not work very
alternator is modified to fit an advanced regulator, with this product, the alt is not tampered with. well, then simply attach this to the output of the old battery charger, and you will have the latest
5) E.C.U. problems Many new engines have E.C.U.'s (electronic control systems) on their
digital controlled 4 step charger, with all the programs, remote control and split output of the
engine management systems, any attempt to fit an Advanced Regulator will result in alarms
latest chargers on the market. Plus, at least a performance increase of about 500% (charger
going off (mostly in vehicles, motor homes and the latest marine engines ). This new system
must not exceed the current rating of the device purchased).
ensures the main vehicle/boat voltage remains within the E.C.U.s programmed parameters and
allows the extra battery bank to be charged at the higher voltages needed to achieve fast
Extra Features built into the system for use if required:
charging.
1) Battery temperature sensing.
6) Total Package 95% of installations using an advanced alternator regulator also have some
2) Alternator temperature sensing. This disengages the unit in the event of the alternator
sort of split charger system. This product already has this split charge system built in to it.
temperature getting too high, it then re-engages the unit when the alternator cools down.
3) Battery sensor. the system battery sensor is built into the unit and is connected to the
How do we do this.
battery out terminal. An extension cable can, however, be fitted to sense the voltage at the
Well, in theory, it is very simple. With an advanced regulator which connects to the alternator’s
battery thus improving the performance slightly in the event of long cable runs.
regulator, we override the standard alternator regulator and we push the alternator’s voltage up 4) Ignition start. Some alternators require a voltage on the alternator to start up. A split diode
to increase the voltage at the batteries. This results in a massive charge improvement at the
will prevent such an alternator from working. However, there is a built in device to overcome this
batteries.
problem in the event of such an alternator type being used.
With the alternator to battery charger we do the reverse. We put a load on the alternator to pull 5) The remote control. This offers full set-up information, plus voltages and temperatures of all
the alternator voltage down. This fools the alternator into thinking that there is a major drain on the relevant places, as per the digital alternator regulator.
the system and as such the standard regulator works at full current. However, the voltage is
6) Current measurement. This unit, as standard, does not measure current. However, if the
pulled down to a totally useless voltage for charging batteries. So, the new system takes in this optional remote control is purchased it can measure the current to the domestic system ( on
high current, but low voltage, and amplifies the voltage to charge the auxiliary battery bank at a both remote models ). The remote on the 160-210 amp models can also measure the alternator
much higher voltage than the base system voltage. In order to achieve the fast battery charging, and starter battery currents it comes complete with 2x pre-wired shunts that enable 2 currents to
the software control program and settings for this product are the same as for our digital battery be monitored and the third current to be derived from the first two using the embedded software.
chargers and our digital advanced alternator regulator.
The end package is a very simple and easy to instal with all the performance and safety features
of the most expensive Advanced Alternator Regulator, but with an extremely simple and
convenient installation method.
Page 10
Charge your batteries over 5 times faster, input 50% extra
power plus de-sulphate the batteries and make them last
longer.
Can be used with 2 alternators
Available in 80 / 130 /160 / 210A models
improvement over the standard non-assisted alternator.
Position 1: This is the most interesting stage where the magic is at work, the point where the
domestic battery voltage exceeds the alternator input voltage, this is what the advanced
charging process is all about.
What do I expect to see from this unit and why?
The illustration below shows results from bench tests representing a typical split charge
system with an engine battery of 100Ah (standard lead acid) and a domestic battery of 3 x
100Ah (standard lead acid). The engine battery was discharged to 11V (about 10 engine
starts) and the domestic bank to about 11V (will no longer run an inverter and is about 60%
empty). The alternator used was a Bosch 90A with a standard 13.9V (variable) regulator. The
unit battery type is programmed to open lead acid. There are 2 graphs, one is the current
delivered into the batteries, and the other is various voltages measured on the system.
System voltage graph:
The key points to pick up on here are:
The yellow trace (alternator voltage into the unit) clearly shows the system doing its job. It is
designed to pull this voltage down a little to enable the standard alternator regulator to produce
its full current- you can clearly see that the standard alternator voltage is at position 4 on the
voltage curve, however, the input voltage has been pulled down to position 5, the effect on
the alternator output current is full output at position 8 - 9 , this is where you can clearly see
the standard alternator current without the advanced charging system taper down fast from 80
- 30A over the same time (from position 2-3). The advanced charging equates to about 70A
The current graph: The domestic current graph clearly shows the constant current charge
between points 8-9, at position 9 the current starts to taper off until it reaches position 10. The
accuracy of the software can be seen when the voltage drops from the high voltage charge to
the constant voltage charge (float), the current only dropped 5A, (at position 10) showing
without doubt that the software program was spot on, the batteries could not accept any more
charge and were clearly full. The high charge voltage is maintained between voltage positions
6-7 at 14.8V.
Engine priority
Position 11 shows that through the whole process the engine battery continues to charge and
is not deprived of its charging voltage, the engine battery performance is the most important,
as, at the end of the day it must be able to restart the engine.
Engine battery bank, domestic battery bank, and alternator voltage curves
15.00
volts
14.50
7
6
4
14.00
5
13.50
1
alternator input voltage
starter battery voltage
domestic battery voltage
13.00
578
587
587
568
578
559
550
541
532
523
504
495
486
477
468
458
449
440
431
422
413
403
394
385
376
367
358
348
339
330
321
312
303
293
284
275
266
257
248
238
229
220
211
202
193
183
174
165
156
147
138
128
119
110
92
101
83
73
64
55
46
37
28
9
18
513
time in mins
12.50
Domestic battery bank current curve, with engine battery bank current curve
568
559
550
541
532
523
513
504
495
486
477
468
449
440
431
422
413
403
394
385
376
367
358
348
339
330
321
312
303
293
284
275
266
257
248
238
229
220
211
202
193
183
174
165
156
147
10
138
0 . 0 0 00
11
128
10
119
20
0.010
110
0.020
What a Standard alternator current curve was without the voltage amplifier
3
101
30
92
0.030
Starter battery bank current
83
40
73
0.040
Domestic battery current
64
50
55
60
0.050
46
0.060
37
70
28
80
0.070
amps
Amps
0.080
9
8
2
9
90
18
0.090
458
0.100100
time in mins
Optional Extra Remote control kit ( 160-210 amp unit )
Included parts: the remote panel, 10 metres of pre-wired link cable and 2 x 200A pre-wired shunts.
The 2 x shunts enable 2 x real currents to be measured and 1 x current calculated in the software
the 3 x currents to be measured, accuracy +-5%
Advanced Digital Split Charge
Alternator Voltage Amplifier
on/off
Screen
Main
1
Eng
2
set up
3a+b
temp
4a+b
Dom 12.3v 50A
Alt 12.8v 50A
alarm
light
System trip
System Disengaged
Low voltage warning
System within limits
Sterling power products
200 amp shunt
200 amp shunt
CE
Screen1:
Push the button marked Main 1, this is the main screen and
the best one to leave the unit on. It shows the domestic
battery voltage and current, also the alternator output current
Screen2:
Push button marked Eng 2. It shows the engine battery
voltage and current. This screen also shows the elapsed time.
Screen 3a:
Push button marked Setup 3a+b: There are 2 screens on this
button. Push once for screen a, then again for screen b.
Screen a shows the system setup, this refers to the domestic
battery only
Screen 3b:
Push button marked Setup 3a+b: There are 2 screens on this
button. Screen b shows the effective boost being delivered at
this time and ranges from 0% ( during the rest periods and
on float ) to 100 % when system on full power
Screen 4a:
Push button marked Temp 4a+b: There are 2 screens on this
button. Push once for screen a, then again for screen b.
Screen a shows the alternator temp and the domestic battery
temp. If the temperature sensors are not fitted it will default
to 20 deg C
Screen 4b:
Push button marked Temp 4a+b: There are 2 screens on this
button. Push once for screen a, then again for screen b.
Screen b shows the box heat sink temperatures, LHS stands
for left hand side, guess what RHS stands for.
Dom 12.3v 50A
Alt 12.8v 50A
Start 12.7 4A
Timer: 134 m
System set:12v
Bat Type : Wet
Alt Controller
Power 13% Bost
Alt Temp + 20C
Bat Temp + 20C
Case LHS + 17C
Case RHS + 23C
Page 11
Battery to Battery chargers
High power versions
16-100 amp
New model 12V / 100A
24V/60A available April 2012
Original model
12/24V models, up to 50A (at 12V)
Waterproof (IP68)
12/24V models - up to 30A (at 12V)
inc 2 x temp sensors
1 x battery and
1 x alternator
inc 2 x temp sensors
1 x battery and
1 x alternator
inc.
2 meters of
pre-wired cables
with fuses
optional
remote control
optional
remote control
incl. 10m cable can be surface mounted, recess mounted or flush mounted
This increasingly popular device has a massive amount of applications
never before undertaken, from charging your caravan battery, golf trolley,
while driving along in your car, to charging large battery banks in lorries or
boats. The key thing about this product is the ease of installation and the
fact it does not work nor change anything on the standard engine/ vehicle
system and as such does not raise any warranty or installation issues.
Fully programable for different battery types.
Why do I need the d/c adaptative battery charger?
By now you will appreciate that the best way to charge a battery is using a 4
step battery charging curve (that cannot be achieved from a standard
alternator). This system enables one to simply attach the unit to a standard
engine battery and it will fool the alternator into working at it’s maximum
ability and ensure all it’s surplus power is used to charge the auxiliary
battery bank to it’s maximum. This system is designed to use only the
surplus power and ensures that at all times the power required to run the
primary system (the vehicle system or the boat engine) is not affected. The
surplus power is converted into a higher voltage and used to charge a
secondary battery bank using a digitally controlled programmable 4 step
charging curve as per all the other high charge products Sterling makes.
What performance improvements would I expect?
In a nutshell it charges your extra battery system about 5 times faster than it
would otherwise charge. However, in the case of things like caravans this
could easily increase 20 fold. This also, at least, doubles the useful power
subsequently available, and increases battery life by de-sulphating them.
For best effect, use open lead acid batteries, avoid gel, sealed and A.G.M.
batteries (see ‘which is the best battery’ article in the brochure).
Advantages of this unit.
1) Installation: it does not get any easier, simply connect to your starter
batteries and to your domestic battery, job done, makes for easy and low
cost installation.
2) No direct connections to the standard engine alternator, or to the
outboard (if used on an outboard), thus, on new installations there is no
extra wiring for a split charge system.
3) Ensures the engine battery system is not interfered with.
4) Multiple units can be used, for example, if you have a 60A alternator, and
3 battery banks (engine, domestic, and bow thruster) then 2 of these can be
used to run the bow thruster and the domestic system. The internal
programs will adjust their charge patterns to accept the other unit and ensure
only the excess power is used and the primary system is not placed in
jeopardy.
5) Ensures there is no voltage rise on the engine management system, to
ensure no alarms nor damage to the system, be it an outboard, a car, a boat
or a camper van
6) No vehicle warranty issues as you are not connected to the main system
How does it work?
The unit monitors the engine start battery, the unit will not start until the
battery voltage exceeds 13V then it waits for 150 seconds, this ensure that
some charge is replaced after engine start. It then pulls the engine battery
down to no less than 13.3V, this enables the engine battery to still receive a
charge and ensures the alternator works at its full potential. This further
ensure the engine battery is okay.
Other features included in this system are remote control option, alternator
temperature sensing ( for larger models ), battery temp sensing, ignition feed
(if required), automatic start and shutdown.
7) Voltage reduction: (new external fan model only) another major key
advantage of this unit is that not only can it boost the voltage up on the output
but it can also reduce the voltage on the output, (so why do I need this
feature) the truth is in most applications you do not, however, on some
modern engines, due to the introduction of calcium batteries the alternator
manufactures have increased the standard regulator’s voltage to punch
through the calcium in the batteries. There are now many alternators fitted
with exceptionally high output voltages, for example, there are some
common (on boats) Hitachi alternators which are fitted with regulators
which are 14.6V +/- 0.2V, we have certainly seen these alternators produce
up to 14.8V and we have even seen some car alternators reach 15V on first
start up, this is great if you have open lead acid batteries but fatal to an AGM,
Gel or sealed battery. So, in this case, it is necessary not to boost the voltage
of the alternator but to reduce its voltage. This new generation of battery to
battery chargers do both, so, in effect, we do not care what the alternator
voltage is, it can be between 13.5V to 15V we will deliver the correct charge
and float voltage to your expensive domestic battery bank.
We also offer a range of 12-24V / 12-36V / 24-24V / 24-36V / 24-12V
The dotted line shows the original system and
shows how simple it is to connect the bat-bat charger
Installation to add an extra battery bank to
an existing split charging system
This unit can be used to charge extra battery banks from
boat Inboard engines, boat outboard engines vehicle engines
(cars/lorries/vans) caravans, camper vans and generator engines.
Standard simple installation for auxiliary charging system on a
Small boat inboard or outboard, or a vehicle, 4 wheel drive, or camper
engine
engine
alternator
d/c battery
charger
alternator
starter motor
already installed split charge
diode/relay/voltage amplifier
starter motor
domestic/aux
battery bank
Starter battery
domestic/aux
battery bank
d/c battery charger
Starter battery
This is the most common and simplest installation and is simply connected to
the starter battery. In order to connect up the d/c battery charger all you do is
connect one wire from the auxiliary battery banks to the starter battery, the
starter battery stays between 13-14V (within its limits) and the domestic
battery goes up to 14.4V-14.8V. In order to put a good fast charge into the
auxiliary batteries, this is especially good if the battery bank to be charged is
not close to the starter battery and things like bow thrustors or batteries in the
boot of cars or lorries.
Bow thruster
battery bank
This option shows a typical split charge system on any boat or camper
vehicle, already installed and that has been using advanced alternator
regulators or any other advanced charging system. Assume that then an
extra battery bank is required, such as a bow thruster, radio battery bank or
a generator. For ease of installation simply drop on a d/c battery charger.
Page 12
electric
golf trolley
Helpful hints on which product would suit which use
16A model: ( waterproof ) Applications for the 16A model include: Small outboard motors up to about 30 hp with magneto
charging systems, small portable generators sets with 12V auxiliary charging systems which are very ineffective, charging electric
wheel chairs in transit, charging electric golf trolleys in the boot of cars, starter battery banks from larger main battery banks such
as on a boat from a combi, charging caravan batteries via an aux power point on a car while the car is driving along ( charger about
20 times faster than normal ) charging batteries up to about 80Ah.
30A model: ( waterproof ) Camper or work van with alternator up to about 60A auxiliary systems, larger marine outboards
engines with alternators up to about 40A, bow thrusters, anchor winch battery banks, battery banks up to about 150Ah
60A model: ( waterproof ) Camper or work vans / boats
with alternator up to about 80A and battery banks about 100-
300 Ah.
100A model: Camper or work vans / boats with alternators over 120A and 100-500Ah+ battery bank.
150A model: Extreme charging for alternators over 200A and battery banks 300 -1000Ah.
Battery to Battery chargers /
D/C Input voltage D/C output voltage Amps in
12
12
50
12
12
100
24
24
30
24
24
60
Remote control for items in green
12
24
50
24
12
30 in / 50 out
Remote control for items in red
NON WATERPROOF
Size L x W x D Weight
200 x 270 x 70
3
190 x 100 x 70
1.5
200 x 270 x 70
3
190 x 100 x 70
2
110 x 68 x 20
200 x 270 x 70
3
200 x 270 x 70
3
0.05
Part nos
BB1245
BB12100
BB2430
BB2460
BBRCN
BB122450
BB241250
BBRC
Battery to Battery chargers / IP68 FULLY WATERPROOF
D/C Input voltage D/C output voltage Amps in Size L x W x D Weight
12
12
25
230 x 135 x 65
3
12
24
25
230 x 135 x 65
3
12
36
25
230 x 135 x 65
3
No remote control for the above
Part nos
BBW1220
BBW1224
BBW1236
New, higher powered, waterproof (IP68) model.
Not just a booster but a reducer as well giving full
charge control regardless of alternator voltage.
Deg C
Available
End of 2011
Alt
Battery
Sterling Power Products
V
A
IN
IP68
Electronics
Fan not IP68
Remote control:
cut hole diameter
54mm (optional extra)
Water proof
yes
yes
yes
yes
yes
Size L x W x D Weight
145 x 110 x 120
3
145 x 110 x 120
3
145 x 110 x 120
3
TBA
145 x 110 x 120
3
52mm diameter
Bat-Bat charger
Scroll
Lock
Buzz
off
OUT
Back
Light
Remote control functions
1) Input voltage from battery
2) Output voltage to battery
3) Input current to battery
3) Waterproof display, encapsulated electronics
4) Screen colour change for alarm/charge/ok state
5) Battery and alternator temperature reading
6) Buzzer alarm and override function
7) Information scroll option
8) Back light option
9) Little power consumption when on sleep
145 mm Long, 110 mm Wide, 120 mm Tall
Battery to Battery chargers
D/C Input voltage D/C output voltage Amps in
12
12
16
12
12
30
12
12
60
12
12
90
12
24
60
Remote control
12.6
Part nos
BBW1216
BBW1230
BBW1260
BBW1290
BBW122460
Remote control allows access to all the relevant information, the
BBRCN
panel comes complete with a 10 meter telephone type extension
lead. The meter is in a standard 450 mm threaded housing. This is an
optional product and is not required for the operation of the main
products.
This new next generation compact model incorporates IP68 ( full waterproof
) for the main product, however, the fan is external to the product and is not
IP68. In the unlikely event the product gets completely immersed in water
and the fan destroyed the fan is a standard 40 mm fan on a 2 pin connector
and can be easily and cheaply replaced, the main unit would not be
damaged.
The unit has an internal magnetic programming ability with the magnet being
in the lid of the product so as not to lose the magnet. The magnetic
programmer can be used to simply select 1 of 5 battery types to ensure you
can charge the battery bank correctly (AGM, sealed lead acid, open lead
acid, calcium, and LiFePO4) (lithium).
cable lengths, ideal for things like caravans where the large cable voltage
drops would fundamentally reduce the ability of the product to do its job to
the maximum, this allows the unit to “pull” the cable voltage way down to
about 8V (as opposed to 13.3V) to pull as much power as possible down the
line ( Warning: this option should only be used in conjunction with an ignition
activated line feed from the vehicle, so that when the vehicle is switched off
the product will no longer be able to feed from the starter battery, this should
only be used when engine is on to avoid flattening the starter battery. This
function is best suited for tow caravans only).
Fully adjustable for battery type and other functions.
A unique option on the 16A battery to battery version is the ability to remove
the internal input voltage control regulation, this allows the unit to operate at
much lower input voltages enabling a lot more power to be drawn down long
Encapsulated electronics, fully waterproof thermostatically controlled fan
cooled for smaller footprint. Fan is not IP68, however, it is designed to be
easily replaced in the event of a failure.
Page 13
Tow Charger
Wildside
Range
Increase your charging speed by 400%
Increase your effective battery capacity by 100%
Free yourself from camp sites,
enjoy Wildside camping
Free to travel
Many caravaner’s want to enjoy the freedom of the road and engage in ‘Wild side’ camping, however this usually means you need to rough as your
favourite electrical products simply cannot be used as much as you want, and so, you find yourself being restricted to caravan parks having to go from
site to site to get to a 230V hook up to charge the batteries, or you carry a portable generator around to run all day to keep the batteries fully charged to
keep the kids happy, with the tow charger they can do all this while moving about from area to area. As little as a 30 minute drive can replace an average
daily usage of the batteries, or why not take full advantage of this type of product and beef up your battery banks and add an inverter for a hair dryer or
microwave, all fully possible with this product.
There are simply so many applications for this product that we had to pick 2
key markets and cover them. As with any new product/concept there is a lot of
explaining what the product is going to do for you and how you will benefit from
the product.
Over the years modern vehicles’ ability to generate large quantities of surplus
electrical power has increased. During this time frame the power required
from the vehicle being towed as also grown at the same rate, however, the
ability to transfer that power from where it’s being generated to where it is
required (the towed vehicle) has simply not kept up with the times. The end
result is a caravan which no longer gives the owner the freedom it was
originally designed for, in the 50s there were no portable TVs, Playstations
hair dryers and microwaves, like it or not today, there are. So, In order to recapture the essence of the caravan we must revisit the power system.
The problem, the main problem is thin copper cables causing massive
voltage drops so when the power reaches the battery in the caravan there is
little ability to deliver it. The standard 7 or 13 pin socket gives a 1.5 mm2 cable
for the lights etc and a 2.5 mm2 to charge the battery and a 2.5 mm2 to run the
fridge. The other problem is the fact that the vehicle’s alternator is a fixed
voltage device, where as you know you need to increase the voltage to step
charge a battery.
The new concept from Sterling is to allow a lot more power to be transmitted to
the tow vehicle, not only in the form of many more amps but also increase the
voltage offered to the tow battery banks to ensure a fast and full charge is
given to the tow vehicle’s battery system. The more exotic battery chemistry
needs are correctly dealt with, the end result is a product which can charge up
to 5 times faster and increasing the available useful power by over 100 - 500%
+ against conventional tow charging methods, we also supply 10A auxiliary
path to run other items such as a fridge or other 12V appliances on the tow
vehicle.
to charge up your batteries giving you the freedom of the road to enjoy your
‘Wild side’ life style. This also removes the need to carry portable gen sets with
dangerous petrol being kept inside the vehicle.
At Sterling we like to sell all our products based on facts and not fiction as facts
speak louder than old wives tails. We commissioned tests to determine the
advantages of using the Wildside tow charger over conventional charging
systems under normal caravan towing conditions. This was not only to
determine how much faster it charges the batteries but how much actual power it
transmits into the battery.
Battery charging test: we will perform 2 main tests
The tests: The cables used were the standard 1.5 mm sq cable one would
expect to see on a vehicle tow system, then repeated using 2.5 mm sq cables
and 2.5 mm sq negative cables to see the effective performance difference. The
final test was the Wildside tow product kit fitted with 16 mm sq cable, all
information regarding voltages, amps, Ah, were logged and compared.
Test 1: The first test is a pure technical test to show the potential charging
performance of the Wildside against the conventional charging systems, this
test is assuming the worst case ( a flat battery ) and a 2 hour road journey to see
how much faster and fuller the Wildside can charge your battery bank in that
time frame.
Test 2: This test is a more real world realistic Wildside camper routine. With a
fully charged battery (20A, 3 stage charger left overnight for 16hours) we put a
load on the battery for 1 hour (3 lights plus a TV = approx 300W of power or
about 25 Ah). With the fully charged battery minus the approx. 25Ah we then
simulated a 1 hour drive to attempt to return the charge back. The first attempt
we used a 1.5mm sq cable under charging, then the whole process was
repeated (i.e. the battery was fully charged overnight etc) for the 2.5mm sq cable
and finally repeated with the Wildside unit with 16 mm sq cable. This was in an
attempt to see how much charge could be returned into the battery over 1 hour.
Increase battery life, almost 100% of caravan batteries that are replaced are
replaced because they are sulphated, and they are sulphated because they
are never charged correctly, the tow charger ensures each battery type is
charged according to its correct charging voltage requirements which inturn
will extend the life of the battery.
This frees your caravan or boat from continual reliance on fixed camper sites
Things you should know about this test.
1) The Alternator, was a Bosch 90A with the regulator at 14.2V at the output of
the alternator (the performance of the below graphs would improve the higher
Key:
Red = Wildside w/ 16mm sq charge cable
Blue = single 2.5 mm sq charge cable
Green = single 1.5 mm sq charge cable
Test 1 - charging battery from flat - refer to key
Charging battery from flat for 2 hours using 3 different methods
50
approx
22Ah
charging
approx
45Ah
charging
Battery charge rate Amps
40
35
30
Approx:
67Ah
25
Approx:
24 Ah
Approx:
13 Ah
approx
13Ah
charging
15
approx
11Ah
charging
approx
6Ah
charging
0
0
15
13.5
3h18m - 20A / 3 stage battery charger overnight
Wildside
3h14m - test with Wildside kit for 2h
fully charged
after 2 hours
43m - 2.5 mm cable test without Wildside for 2h
12.5
approx
7Ah
charging
3
2
1
14
13
10
54
Battery discharge time with fixed inverter 200 watt load after being
charged with and without a Wildside for 2 hours from completely flat
14.5
Added Ah to
batt. over 2h
20
15
Voltage at battery
45
Battery voltage increase while
charging with and without Wildside
30
45
60
75
90
time elapsed (minutes)
31m - 1.5 mm cable test without Wildside for 2h
105
120
12 0
15
30
45
60
75
90
time elapsed (minutes)
page 14
105
120
0 15 30 45 60 75 90 105 120 135 150 165 180 195 210 225 240 255
time elapsed (minutes)
the output voltage of the alternator and decrease the lower the output voltage,
some modern vehicle alternators start off at a high voltage ( approx 14.9V ) but
then drop to a low voltage after an hour or so ( approx 13.5V ), however, the 14.2V
we regard as a fair / average test voltage.
2) The wiring, this test is performed under near perfect wiring and connection
conditions, the connectors are new, the plugs are new so the test would be the
best test possible, the cable length from the alternator via the engine battery to
the caravan battery was measured @ 8 meters ( for all tests ), the more real world
on an older installation. I would guarantee a lower performance on tests 1 and 2
than the test we have done here, we are therefore extremely confident that the
tests provided are truthful and honest (and totally reproducible by anyone
wishing to try) with no intent to deceive in anyway.
3) The battery used was a so called “Leisure battery” ( Alphaline , marked as 115
Ah at a 20 hour rate), chosen at random and mentioned for disclosure purposes
only and not a promotion for this battery or battery type, just readily available in
this market. We have no reason to believe this battery is any better or any worse
Test 2 - charging battery which has be
drain by 300Wh (approx 25Ah) from full
Red = Wildside w/ 16mm sq charge cable
Blue = single 2.5 mm sq charge cable
50
45
approx
27Ah
charging
approx
45Ah
charging
40
Battery charge rate Amps
35
Added Ah to
batt. over 1h
30
Approx:
36Ah
25
Approx:
11 Ah
20
approx
10Ah
charging
15
approx
8Ah
charging
54
3
2
1
15 mins
30 mins
45 mins
Conclusions
Conclusion for test 1: Charging an empty battery on a 2 hr journey: from the charging graph (1st
graph page 14) you can see that on an empty battery the tow kit will replace over 6 times more
current than a 1.5 mm charge cable and about 3 times more than a standard 2.5 mm sq cable.
Similarly, with the Wildside, you are charging at a higher voltage (refer to 2nd graph (charging
voltage) page 14) which significantly increases the power delivery into the battery this shows when
we come to drain the batteries (3rd graph (load) page 14). After only 2 hours of charging the
battery lasted 3h15m which is 4.5 times longer than the 2.5mm sq cable charging and 6.3 times
longer than the 1.5mm sq cable. As you can see from the graphs that after 1 hour most of the
Wildside’s work was done, the second hour was spent tapering off. Had the battery bank been
larger the Wildside’s performance would not have tapered off so seemingly prematurely and
would have sustained that 45A charging for a lot longer and would have been even more
impressive. So, even with the 500%+ performance improvement there was lots of potential power
which could have been delivered, leaving huge scope to increase your battery bank to take full
advantage of this extra power delivering ability. To take full advantage of the Wildside you should
triple/quadruple your battery bank size to 350-450Ah and you would, indeed, be well catered for.
Conclusion for test 2: Charging a battery that has been flattened by 300Wh (300W for 1 hour)
from fully charged. With the Wildside unit attached we see 35Ah of charge entering the battery
which will more than replenish the 27A (max) drained over the 1hour period. The 2.5mm sq cable
only replenishes 9Ah over the 1 hour period. Thus, the Wildside product provides a 4 times
improvement over the standard setup.
10
0
than any other battery of this type.
We used the battery for a few cycles to take the new edge of the battery (
new batteries on the first few cycles give great performances, however, this
quickly disappears ) then we fully charge the battery with a top quality charger
for 24 hours to ensure maximum charge, then we connected a 300W inverter
with a 200W load (approx 18A draw) and discharged the battery until the
inverter stopped working (about 10.5V), the time to achieve this was logged
(this established the max performance one could get from the fully charged
battery and also established the technically “flat / empty” state of the battery).
The vehicle was then run for 2 hrs while we monitored the recharging of the
battery under different conditions using a standard tow bar 7 pin connector (one
would expect the same from a 13 pin connector ). The first charge curve was
with the 1.5 mm sq negative and positive pin being used then we used the 2.5
mm sq negative and positive and finally the Wildside with 16 mm sq cable to
see what the difference was.
60 mins
Other benefits: Due to the fact that up to now caravans have been unable to effectively charge
batteries. Similarly, attempting to store power in large battery bank was pointless, as such they
have notoriously small batteries on board, i.e as low as 50Ah, with this device all this can change,
now you can have a serious battery bank as the Wildside will give you the ability to charge it, there
is simply no reason why you cannot have 2-300Ah battery bank, fit an inverter and have an active
microwave, hair dryer etc. on board. Wildside camping need not mean roughing it.
Other Key market applications:
time elapsed (minutes)
Bass Boat fishing ( USA , Australia )
This product runs in conjunction with the a on board Sterling 12-24 or 12-36Vbattery to battery charger and gives the Bass Boat Fisherman the ability to ensure their
onboard trawler motor batteries are fully charged in situ when they arrive at any event and are also re-charged in the transit journey between events. The tow charger
maximises the power delivery to the boat and the onboard battery to battery chargers delivers it to the trawler motor batteries. The waterproof onboard Sterling 1224V or 12-36V battery to battery charger ( not included in this kit, sold as a separate product ) is also used to keep the trawling motor battery topped up as you move
from fishing spot to another fishing spot. The same product would be automatically activated when the engine starter batteries receives the charge from the Tow Kit.
The tow kit can deliver 40A at 12V which is about 20A at 24V, so a 24V / 100A battery bank could be charged in a few hours of driving ensuring that your batteries are in
good operational condition as you move from event to event.
Arrive ready to fish
12 to12V
Boat start
battery
SALTWATER
12 to 24V / 36V
on board
fridge
(not inc)
Trawler
motor battery
IP68
and
TESTED
Ideal for multiple combination use, example: 12-12V charging ( tow charge kit ) plus
Sterling onboard 12-24V charging for trawler motor battery ( not included in this kit )
Please note, the products requires you to run a 16 mm sq
(AWG 6) positive and negative direct from the alternator or the
vehicle starter battery to ensure that enough power is delivered
to the product to enable it to do its job correctly, we estimate in
the region of 10 meters positive and 10 meters negative will be
required. Due to the cost and weight of cable there is simply no
logic in supplying it in the Kit, however, failure to fit this cable
will result in dramatic performance drop of this product.
This can also be used on smaller camper vans where the cable
requirements are not as demanding as a towed vehicle, larger
battery to battery chargers are available for the larger motor
homes.
IN
12.6
Scroll
Deg C
Wildside
Tow Charger
Full Tow Kit, Included in Kit
Flow
Sleep
Alarm
Sterling Power Products
V
A
Solar Regulator
Free to fish
aux feed cable AWG10 x 1 meter 20A moulded fuse
OUT
Back
Light
Remote control
(optional)
Description
Part number
45A Full Tow kit Battery to Battery charger (inc 1 meter cables)
Tk1
Tow Kit Battery to Battery charger Remote Control (optional)
Tk1r
Extra 50A quick release 50A connectors set ( 2 units )
Qr50
page 15
Pos battery feed cable AWG8 x 1 meter
60A moulded fuse
Neg battery feed cable AWG10 x 1 meter
20A moulded fuse
1 x gold plated fuse
holder with 80A fuse
for vehicle battery
2 x 50A connectors to for
trailer to car connection
Combined Batt. to Batt. charger and MPPT solar reg
Wildside
Range
IP68
Combined:
Battery to Battery Charger
MPPT Solar Regulator
Twin Solar Output
Patent pending :
What is the Wildside range?
The Wildside range is a unique total package integrating the best MPPT solar
regulator with a Sterling Battery to Battery Charger ensuring not only the
maximum charge into your batteries when mobile ( Battery to Battery charger )
but harvesting the maximum power from your solar cells when stationary.
Where required, both power sources will also seamlessly integrate when the
total power can be used with extremely low quiescent current. Other benefits
include the fact that the solar cell is diverted from the engine battery bank (
when full ) to your secondary battery bank with the engine battery set as the
priority ( not applicable if fitted to a caravan), also if there is a battery charger on
your secondary battery bank it will also charge your primary battery bank
through the system. It is also extremely easy to install and set up. This unit has
all the battery type selection and adjustments as per the standard battery to
battery charger and MPPT solar regulators.
this has to offer. The unit will charge both the engine start battery (as the
primary) so it covers all engine management losses during the winter and long
lay ups. Any surplus power is directed into the secondary/domestic battery
bank as and when the primary battery is taken care off. The engine starter
battery is regarded as the primary for obvious reasons.
This product is ideal for the caravan, camper van and yacht market where solar
cells are regularly used and where a high performance solar regulator is
required along with a battery to battery charger.
This unique products saves a lot of time and money on installation and
duplication of technology.
Note the maximum continuous refers to the current the unit will process, i.e.
if you fitted a 16A unit with a 50A alternator or battery charger the unit would
only process 16A, no damage would be done to the unit as the product is
current limiting and would simply not allow more current through (not a wise
choice).
Note that the minimum solar cell power refers to the maximum power the
system will process, the cell array can be larger without damaging the product,
as it is very unlikely that a solar cell will achieve the full power on a normal
installation. If, for example, you had 300W on a 180W unit on a perfect day we
would only process 180W maximum. However, on a less than perfect day and
the power generated drops below 180W then that would be processed.
Battery to Battery charger: If you do not know what advantages a battery to
battery charger offers you over a conventional charging system please read
the information on Battery to Battery chargers.
Solar regulator: (Type MPPT) If you do not know what advantages a
Maximum Power Point Solar regulator offers you over a conventional solar
regulator please go to the previous pages marked solar regulators to see what
Which product suits your needs?
This is a little daunting, however, bare in mind getting it wrong will not result in damage to
our product as it is current limiting. To match the product against your requirements you
need to take various factors into consideration:
1) What is the maximum power of your alternator in amperes? We will use 90A for this
example:
2) What is the size of your secondary battery bank? we will use 200Ah for this example.
3) What is the size of the solar cells? ( if the solar cell’s power is lower than the product
rating then the solar cell power does not matter, i.e. If we conclude that we need a 60 amp
Wildside ( based on alternator size and battery bank size ) which can support up to a 700W
solar array then the solar cell size, if below that, is okay or even a little above it. However, if
the solar cell array is 1000W+ then the 60A model would not maximise this and it would be
best to use the 100A version as the solar power is so great as to make the alternator size not
the primary / predominate power supply.
Things to bare in mind:
1) There is only so much you can fast charge into a battery, an open lead acid allows a fast
recharge, gel, not so much. So, for a fast recharge, of say a 100Ah battery, there is not
much point in trying to put more than about 30A into it ( you could try 500A if you had it but
the battery would simply not accept this current and reduce to 30A within a second or two ).
Therefore, with a 200Ah battery there is no point having much more than about a 60A unit
as it would simply be wasted even if you had a 150A alternator. However, if, in the future you
saw the time when you might put on a larger battery bank then it would be prudent to fit the
90A version as when the larger battery bank was installed then this unit would deliver that
extra power effectively etc.
2) Down sizing is okay, for example: If you only have a 50A alternator on a vehicle or boat
there is no point fitting a 100A unit as the most you will process is the 50A from the alternator
as that is the limiting factor. In order to save money we would recommend rating the unit you
require at a lower rating than the alternator output. Simply because you may, for example,
have an 80A alternator, but at cruising speed or low RPM you may only produce 40A so the
60A model would be great for that size. However, you may only have 1 x 80A battery bank to
charge, in which case the 60A would be too big to utilise that power, thus, a 16A or 30A
would be ok.
I accept the above is some what confusing, however, if in doubt and the budget is not a
problem biggest is usually best.
Flow
OPTION, 52 MM HOLE CUT DIAMETER
Sleep
Alarm
Sterling Power Products
Voltage Continuous
Current
12 V
16 amps
12 V
30 amps
12 V
60 amps
12 V
100 amps
Engine
start battery
Solar
Cell
input
Starter
Battery
input
Domestic
Battery
Output
Reg
Wind turbine
if applicable
to boat/
vehicle electrics
IP68
Electronics
Fan not IP68
Remote control features
Remote control
Check web site
for launch dates
expected FEB 2012
solar
IN
V
A
Solar Regulator
12.6
Scroll
Deg C
Back
Light
OUT
1) Ammeter
2) Voltmeter (in and out)
3) Alarm buzzer ( with ability to isolate )
4) Background light
5) Background light changes colour for
different events i.e charging, discharging,
warning, etc.
Quiescent Recommended
Battery Bank
Current mA cell power W size ( domestic )
Size
Weight
1 mA
250 +
up to 150 Ah
145 x 110 x 120 0.8kg
1 mA
450 +
up to 300 Ah
145 x 110 x 120 0.8kg
1 mA
800 +
up to 600 Ah
1 mA
1400 +
up to 1000 Ah+
Remote control hole diameter 50 mm
TBA
Page 16
Part number
WS1216
WS1230
WS1260
WS12100
RWS
145 mm Long, 110 mm Wide, 120 mm Tall
Low power
Mirror Charger
The auxiliary battery charger maintainer is simple to install and
is a low cost product. It is designed to enable extra battery
banks on a boat or a camper van to be kept topped up from a
separate battery bank which has, for example, a battery
charger / wind gen / solar cell connected to it.
Why use this product instead of a voltage sensitive relay?
A voltage sensitive relay takes a relatively large amount of
charge to hold in a relay. This is power you cannot afford if you
are only producing low current (e.g. from solar / wind input). The
Battery Maintainer uses FETs instead of relays and as such
uses very little power itself (less than 1 mA) thus solar input can
be more efficiently used. The Maintainer is also current limiting
so the high load on starting would not affect it. Relays also have
Input V d/c
12
12
24
24
Battery maintainer / charger inc 1 metre of cable
Output V d/c
Amps
Size L x W x D mm Weight kg
12
3
140 x 45 x 40
0.25
24
1
140 x 45 x 40
0.25
24
3
140 x 45 x 40
0.25
12
1
140 x 45 x 40
0.25
Part nos
BM12123
BM12241
BM24241
BM24121
g
IP 65 waterproof
Ignition protected
Auxiliary
battery
Examples of where one would use this type of product successfully:
1)Boats: Trickle charge
2)Camper vans: Trickle 3)Solar / wind top up:
starter or bow thruster from
domestic (if domestic is being
charged) 12V to 24V, 12V to
12V and 24V to 12V
configurations can be made.
charge starter from domestic
(if domestic is being charged
via charger/renewables)
starter tend to operate engine
ECU and tracker. Likewise
12V/24V configs
Battery charger
Combi
Solar cell
Wind turbine
Engine Alternator
other d/c charging
power source
www.sterling-power.usa.com
Source Battery V good
Auxiliary Battery Low
Charge current flowing
Aux Batt High V protect
Auxiliary Battery
Charge / Maintainer
Model type
fuse
fuse
made in tiawan
Primary
battery
Specification
you may have a solar cell or a
wind turbine on the main
battery bank and again wish to
share the surplus power from
this device to other batteries,
thus maintaining them at a
ready condition.
Power consumption in offline/standby is 0.001 amps approx 1 Ah every 40 days.
Power consumption online (normally not important but only important if a low power
solar cell is being used) = 1 mA
A solar cell in excess off 1W would work through this without a problem.
High voltage trip 15V on aux battery bank (x 2 for 24V), high temperature
lock down at 80 deg C.
Aux battery 'low voltage' warning LED on if aux bat below 12.6V and 'off' above 12.7V.
Voltage required to activate the device 13.3V input.
Voltage at which point the device switches off and on to standby 12.9V input
Reverse polarity protected (fuse).
Ancillary equipment
200A continous
1000A overload
waterproof cover
rubber boots for main cables
2 keys
56 mm
23 mm
40 mm
200 amp continuous isolator switch
RoHS
Pro
top view
10 mm bolt
pre-boxed
ready for shelf
RoHS
compliant
6 mm
dia
34 mm
Isolator
95 mm
6 mm
dia
17 mm across nuts
Key Features
Isolates
battery
spare key
cover seal for
switch
plus spare key
65 mm
200 amp continuous isolator switch
1000 amp overload
31 mm
compliant
STERLING POWER PRODUCTS
STERLING POWER PRODUCTS ProIsolator
STERLING POWER PRODUCTS
www.sterling-power.com
200 amp Battery isolator Pro Isolator
D/C amps Weight kg Part nos
200
0.1
IS200
bottom view
rubber terminal protector
At first glance this low cost D/C voltmeter looks like any
other one available anywhere, however, on closer
inspection you will see it is not. Standard voltage probes
only go to 14 volts and is unable to inform you if the
advanced charging cycle is in progress or a system has
failed and is overcharging your system. The extra 2 LED's
are preset to give more useful information than the very
limited standard ones. This is a Sterling product and is not
available anywhere else.
Available in 12 and 24V versions.
D/C Clamp ammeter and voltmeter
D/C clamp metre plus multi meter
Size mm
Weight kg Part nos
160 x 35 x 25
0.1
CLAMP1
rubber terminal protector
D/C Voltage Probe & Diagnostics Tool
Electrical Specification: Meets IEC 1010 CAT111
D/C voltage 0-200 volts overload protection 600V
A/C voltage 0-500 volts overload protection 600V
D/C current 0-600 amps overload protection
A/C current 0- 600 amps overload protection
Resistance 0-200 ohms overload protection 400V
Continuity beeper
Data hold function
A/C frequency response from 40-400 Hz
A/C speck tested on sine wave 50/60 Hz
Compact yet heavy duty
page 17
Output
12V to 12V 3 A
12V to 24V 1 A
24V to 24V 3 A
24V to 12V 1 A
Spare 10 amp fuse
Input
Save money on batteries and stop them from being destroyed
by discharging. A flat battery means you need an expensive
replacement .
RoHS
compliant
ORANGE
Positive
Output
How does it work?
This unit is activated when the main battery has reached about
13.3V and allows excess power to be transferred from the primary
charging system to charge/maintain an auxiliary battery bank.
Please note that this product has no fast charge / boost ability but
simply mirrors the input voltage with a small voltage drop
(depending on the current flow), the final charge voltage would be
around 0.2V lower than the primary charge voltage. This is more
than enough to keep a battery topped up and supply any small
loads, such as: the battery internal discharge and the engine
management system discharge (up to about 1A continuous). This
product should not be used on a battery with a sustained heavy
discharge or drain as it does not have the ability to pass high
currents, for higher currents see the Voltage Sensitive Relays or
the Battery to Battery Chargers sections of the catalogue.
This maintainer has the ability to charge and maintain the charge,
even if the battery is low ( in a long time frame for example a 100A
battery at 50% discharge could take about 1-2 days ) it would never
do this if the current discharges from that battery is in excess of 2A.
Sterling
Power
Products
www.sterling-power.com
RED
Positive
Input bat
a limited life cycle and on low power generation a relay could be
clicking ‘on’ and ‘off’ all day. However, with a FET control system
there is no physical contacts to wear out and no noise produced.
This Maintainer should not be used on a battery with a sustained
heavy discharge/drain as it can’t pass high currents. See Voltage
Sensitive Relays or the Battery to Battery Chargers section.
A 100Ah battery at 50% discharge would take about 24-36
hours.
Protected fuses
24-24 v 2 amp
24-12 v 1 amp
Auxiliary Battery Charge / Maintainer
12-12 v 3 amp
12-24 v 1 amp
BLACK
Negative
Common
Battery - Battery Charger / Maintainer
D/C Voltage Probe and Diagnostic tools
D/C voltage Size L x W x D mm Weight kg Part nos
12
100 x 20 x 15
0.25
TM12V
24
100 x 20 x 15
0.25
TM24V
0.0 Volt drop Alternator splitting system
ProSplit
R
Zero Point Zero Volt Drop Intelligent Digital
Alternator Power Distribution System.
This product uses a micro processor to monitor the multiple battery
bank outputs which are to be charged by an alternator; it ensures the
batteries are all charged in conjunction with each other and prevents
any back feed through the device in the event of high loads on one
battery bank. The system also has the ability to disconnect the
alternator and individual battery bank outputs in the case of problems
caused by the alternator or other power items in the system. It does all
this and still offers only a max voltage drop of less that 0.01V, much less
than any so called 0V drop mosfet / diode system. Many so called 0V
drop systems simply do not come close, the Mastervolt battery mate is
as high as 0.6V at full power (where it counts) while the Sterling is at
0.09V, a 500% performance improvement over the Mastervolt battery
mate unit and about 1100% over a standard diode.
Faster battery charging Apart from the obvious charging benefits of
the 0V drop across the unit which dramatically helps battery charging
from the standard alternator, the Pro Split R has another unique feature
to boost this ability even more. The main problem with split charge
systems is that they are trying to charge 2 battery banks ( or more ).
Usually one is already almost full ( the engine battery ) while one is
empty ( the domestic battery bank ). The problem is that when you try to
charge the 2 batteries with conventional splitting systems the higher
voltage from the full engine battery fools the regulator on the alternator
into thinking that the combined battery states are in fact better than they
actually are. The trick is to isolate the engine battery ( when it is safe to
do so ) so, the only voltage presented to the standard regulator is the
empty domestic battery. This ensures a one on one charging
experience between the empty battery and the alternator regulator
which dramatically improves the regulator’s charging performance into
this battery bank. Then, when it’s prudent to do so, we re-engage the
engine starter battery at a level where it does not affect the maximum
charge ability of the regulator.
How does the unit work? This unit on the surface looks like a simple
device, however, this is a very complex software control device. Under
normal operation the unit has a simple operating mode. Being
engineers we are not only concerned about normal operation
conditions, we also like to build into our products as much safety and
control as possible to both protect your electrical system and to ensure
the available power is directed to where it is required most.
Single and twin engine versions
80-250 amp 2 to 4 battery bank
battery is at 13.6V (this higher voltage is not an issue in this case but
the phenomenon will cause a problem in later examples) this is
because at 60A the voltage drop across the diode to the domestic
battery is 1V, however, because the starter battery is almost full it is
only drawing a few amps from the alternator and so its voltage drop
is only going to be about 0.4A (remember the voltage drop across a
diode is not linear but is proportional to the current flow, i.e. the more
current flow through a diode the greater the voltage drop).
Conclusion: in example 1, there is no danger to anything but there
is an appalling low charge voltage presented to the batteries making
the charging system grossly ineffective.
Example 2 is replacing the standard regulator with a battery sensed
regulator, this in effect, says to the alternator, give me 14.2V at the
domestic battery bank (or at the end of the battery sensed cable)
regardless of what voltage the alternator has to produce to achieve
this goal. This will improve charge at the domestic battery a great
deal, i.e. you can see that the voltage will rise on the battery from
12.8V in example 1, to 14.2V in example 2. However, when the
voltage is checked through the system (and taking into account the
voltage drops across the diodes) the engine battery voltage is now
15.2V, this would rise even more if the cables were longer i.e. if you
had 4 or 5 meters of cables then the voltage drop in the cables could
be up to 1V, this would drive up the starter battery by another 1V etc.
Conclusion: the starter battery should be open lead acid type as it
is going to gas a little. In the short term the batteries would simply
gas a little, and a regularly maintained battery would be ok.
However, with a sealed, gel or AGM type any gassing could
damage this type of battery.
Example 3 is pretty much the same as example 2 except a modern
advanced regulator will push the batteries up to 14.8V and in some
cases the new calcium batteries could go as high as 15.1V. This
simply adds another 0.6V onto example 2 with the same
conclusions, only worse.
The solution: Example 4 If the voltage drop across the splitting
device could be eliminated then there would be no excessive rise in
voltage on the starter battery. This way the gassing/high charge rate
of the secondary would be the same as the domestic battery bank
and under control. This would prevent excessive gassing taking
place and causing excessive water loss in the starter battery. It also
has many added features associated with this new technique.
Other advantages of the Zero Volt Drop Intelligent Alternator
Distribution System
What is the problem? Voltage drop across splitting systems (such as
diodes) will cause poor performance when trying to charge batteries.
This can be easily compensated for by using things like advanced
alternator regulators or battery sensed alternators, however this, in
itself, can cause problems (particularly with prolonged use and sealed
batteries such as AGM and gel) with other batteries in the circuit, i.e. an
over charge can take place, as explained in the diagrams below.
All boats have at least two battery bank outputs, some have three.
These tend to be the engine start battery, the domestic battery bank
(please note that if you join three or four batteries together in your
domestic battery bank it is still one battery), and the bow thruster
battery. Having introduced 2-3 battery bank outputs onto your boat, the
problem then is how do you charge them from one alternator source (or
two alternators which I will discus later).
1)
2)
3)
4)
5)
Example 1 shows a typical split charge diode installation with a
standard alternator with no advanced regulator nor battery sensing
regulator. The test assumes a 60A alternator, the diode is 70A rated and
there is an average cable between the alternator and the battery bank.
The alternator voltage is assumed to be about 14.2V, however, in real
life this could vary from 13.9-14.8 volts depending on the manufacturer
and the internal regulator fitted to the unit. Important to note on example
1 is the fact that the alternator produces 14.2V at the alt but, by the time
it gets to the domestic battery, there is only 12.8V left, this is an appalling
voltage and would result in you having extremely bad charge
performance at your battery bank. However, note that the engine
6)
7)
8)
Page 18
Distributes the most power to the battery bank which
demands it.
Isolates a battery bank when there is any attempt to back
feed the power from the full battery bank to a more
demanding battery system.
Isolates full batteries to ensure empty batteries can charge
faster from a standard regulator maintaining the engine
start battery requirements as paramount.
Isolates the main alternator from all the batteries in the
event of a failure of the alternator’s own regulator. This
prevents the batteries from boiling.
Isolates any battery bank which tries to back feed a high
voltage from a different source. i.e. if there was a defective
battery charger on one battery bank trying to back feed into
another battery bank then the unit would disconnect that
battery bank to save the others.
L.E.D. display shows which channels are in use and which
are not.
Overload design, for example, our model rated for a 180A
is actually continually rated for 240A with overload in
excess of 2000A
Fail-safe, in event of unit failure the engine start battery and
alternator remain connected, ensuring the safe running of
the boat/vehicle. It prioritizes the engine start battery
charging over all other battery bank outputs.
Competitors products: various
other companies claim they have 0V
split charge systems, however the so
called transistors / mosfet’s splitters
when under load are only about 50%
better than the standard low cost
diodes, where as the Sterling is 90%
better. We have a 0.09 volt drop
under full load conditions as opposed
to 0.6 V which the Mastervolt product
has, making our product over 500%
more effective. Plus, we offer all the
extra functions as described above,
which the transistor/ mosfet
products simply cannot achieve.
Voltage drop across splitting systems
V
1.2
1.1
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
Standard split diode
Mastervolt
Batterymate 1602-IG
Serial U918B0618
Sterling Pro Split R
10 20 30 40 50 60 70 80 90 100
120
140
AM PS
For 2 or more alts either use the twin unit or multiple alternators can be
used on the single inputs as long as the total amps of
the combined alternators does not exceed the rating of the product
24
24
24
24
24
24
24
Twin 24
Pro Charge Ultra 80-230 V 40-70 Hz A/C input
Max Alt Amps Battery banks Size L x W x D mm Weight kg
120
2
150 x 80 x 120
0.6
180
2
150 x 80 x 140
0.7
250
2
150 x 80 x 155
0.9
120
3
150 x 80 x 130
0.9
180
3
150 x 80 x 150
1.0
250
3
150 x 80 x 180
1.3
2 x 130
4
150 x 80 x 295
1.8
60
100
150
240
60
100
150
2 x 80
2
2
2
2
3
3
3
4
150 x 80 x 120
150 x 80 x 140
150 x 80 x 165
150 x 80 x 250
150 x 80 x 150
150 x 80 x 175
150 x 80 x 220
150 x 80 x 295
1.8
0.6
0.7
1.2
0.7
1.0
1.3
1.8
Part nos
PSR122
PSR182
PSR252
PSR123
PSR183
PSR253
PSRT134
PSR62
PSR102
PSR152
PSR242
PSR63
PSR103
PSR153
PSRT84
Point zero volt drop / IP66 waterproof
3 output unit
2 output unit
1= alternator voltage
2= input to diode voltage
3=output diode voltage to domestic battery
4=voltage at battery terminal
5= output voltage to engine start battery
6=actual voltage at engine battery
1 14.2V
2 14.0V
3 13.0V
Alt
Split charge
diode
12.8V
4
fuse
fus
e
15.2V 5
6 13.6V
Engine
bat
14.2V
4
6 15.2V
Engine
bat
Domestic battery
Example 1
1 16.2V
2 16.0V
3 15.0V
Alt
Advanced
alternator
regulator
Split charge
diode
fus
e
fuse
6 15.8V
4
14.8V
Engine
bat
Example 3
Domestic battery
Example 2
split charge diode with standard alt producing about 14.2 V
assuming a 60 amp alt , producing 60 amps
into a empty domestic battery and a full engine
battery
15.8V 5
Split charge
diode
fuse
fuse
13.6V 5
1 15.6V
2 15.4V
3 14.4V
Alt
split charge diode with Alternator with a battery sensing reg
assuming an 60 amp alt , producing 60 amps
into an empty domestic battery and a full engine
battery
1 15.2V
2 14.8V
3 14.8V
Alt
O volt drop
Intelligent alternator
distribution system
14.8V 5
fuse
D/C voltage
12
12
12
12
12
12
Twin 12
twin alternator unit 4 output
Advanced
alternator
regulator
fuse
6 14.7V
4
14.7V
Engine
bat
Domestic battery
split charge diode with Alternator with Advanced alt reg
assuming a 60 amp alt , producing 60 amps
into an empty domestic battery and a full engine
battery
Domestic battery
Example 4 The cure
Replace the split charge diode with a 0 volt drop
intelligent alternator distribution system. Then with
advanced charging systems the voltage on the domestic
and engine battery remains the same
Page 19
160
Programable for : Charging with alternators, battery chargers ,
Latching relay control solar/wind
charging or Starter battery product mode or Battery protect mode
Pro Latch
R
IP68
waterproof
Suitable for use as one of the following:
1) Split charger ( VSR ) relay / uni + bidirectional
2) Battery protect relay ( over discharge and over charge ) 3)
Engine Start Protect relay
Why a latching relay over a conventional relay?
A conventional relay ( such as ones used in cars to switch on your lights or control
power distribution on boats etc. ) These are by far the most common forms of relays
produced, they are very reliable and relatively low cost yet inefficient. For instance,
a standard 80A/12V relay would consume about 0.45A (staying on). So, with a 70 A
alternator the consumption of 0.45A for the relay is of no real importance. However,
if you are planning on using a 60W solar cell on a normal ‘English’ day you would
expect approximately 0.4A of current all of which shall be lost across the relay, thus,
rendering the solar cell useless. So lets do the maths: with the engine off, a
single conventional relay will consume in 1 day 0.45 A x 24 hrs =10.8 A. Per
week = 75.6 A.
A latching relay works in a completely differently way, instead of using power to
“stay on “ it locks into position, so no matter if the circuit is ‘on’ or ‘off’ it engages a
locking device ( latch ) which consumes no power to hold that position. On the down
side they cannot be used straight out of the box like a standard relay. This is
because they need a control circuit to work the internal latching device. It only
needs a short burst of power to pull the contacts from one side to the other then the
power must be removed, this, in itself, needs a control circuit. Sterling’s efficeincy is
down to 0.0005A (0.5mA) where our competitors are at 4-12mA. So lets do the
maths: with engine off our latching relay with active control circuit will
consume 0.0005 x 24hrs = 0.012A per day which is 0.084A per week. Compared
to a standard relay which uses 75.6A in a week a latching relay system will use
nearly 1000 times less, and this is for only 1 relay, what happens if you need 2,3 or 4
on a larger installation, clearly this low power consumption latching relay is the
only sensible choice if solar or wind is used to supplement the main alternator
charging system.
12V or 24V is automatically selected by the product, If less than 16.5V is
detected then the unit will power up as 12V, if more than 17V the unit will power up
as 24V.
Fine voltage key trigger point adjustments, each function has factory preset
voltage trigger points these trigger points can be customised. A magnetic swipe can
be used to adjust from 10.7V-14.8V for ‘on’ voltages ( x 2 for 24V ) and 10.4V- 14.5V
for ‘off’ voltages (x2 for 24V), you would perhaps customise these settings for
lithium batteries.
85 mm x 90 mm x 80mm
4 operational modes
1) Bidirectional + uni directional charging: (default voltage setting, on
13.3V, off 13.0V x 2 for 24V ) If, after the engine is switched ‘off’, and there are
solar cells or wind charging systems in the boat/vehicle then the ability to charge
other battery banks becomes very important. Therefore, the power
consumption of the splitting device becomes extremely important and so the
latching relay comes into a world of its own. There is no limit to how many battery
banks that can be charged. An instant starter disengage circuit is built in to
prevent starter motor high current surge damaging the product. This open
circuits the relay between activating the starter motor and the bendix engaging
the fly wheel. On Charge Mode the unit is preset for either side activation, i.e.
whichever side of the relay reaches the trigger voltage first will activate the relay
in that favoured direction. For uni-directional the relay will only be activated by a
voltage in excess of 13.3V ( x 2 for 24V) on the input cable stud only, the output
cable voltage will not activate the product. In the event that you need the output
cable to do the activation simply reverse the cables.
2) Battery Protection Mode: (default setting, ‘off’ 12.0V, ‘on’ 12.3V x 2 for
24V ) The battery protect system, protects a battery bank from premature and
expensive destruction due to deep discharge or over charging. It only takes one
accidental deep discharge of a battery bank to destroy that battery bank, a very
expensive mistake indeed. This is most common on things such as hire boats or
hire equipment. This leaves the owner with a large battery replacement bill. The
battery protection relay disconnects the batteries at a preset limit in order to
protect the battery bank. The unit has a built in warning system, i.e. it will switch
the power off for 10 secs then back on for 1 min to give a reasonable warning to
Remote control functions
allow the operator time to complete a process, such as: start the engine or
1) Input voltage
activate a battery charger to take place to help the situation ( i.e. recharge the
Closed
2) Output voltage
batteries ). This could happen on a boat late at night so the extra minute allows
3) Optional water proof display, encapsulated
Sleep
Alarm
someone to start the engine to recover the batteries. For extra safety, the
Sterling Power Products
optional remote control gives the option to override the trip for 1 min in the case
electronics.
V
of emergency.
4) Various over ride to allow lights to be
Ah
switched on for safety (only available with remote) Remote isolation mode: by using the remote control the battery bank can be
IN
OUT
Audible alarm
manually isolated if required.
disconnect
5) Sleep: power saver function
hold 5 sec
Select
Back light
6) Audible alarm stop
Over ride Latching Alarm
relay
3) Engine Start protection mode: (default setting ‘off’ 12.4V & ‘on’ 12.6V )
7) Audible alarm disconnect
To over ride
This mode is designed to allow products to be safely run from an engine starter
8) Back light option on/ off
hold for 5 sec
battery and to disconnect the product at such a stage as to allow the engine
9) Background light colour change depending
starter battery to retain enough power to ensure the engine will start. Refer to the
on function.
Start Pro at the bottom of the next page.
54 mm hole cut 10) Relay circuit opened or closed indicator
11) High voltage trip alarm and low voltage
Optional remote control for the above products, features include: LCD
warning
displays can be selected to show input voltage or output voltage. Other
alarms/information displayed via LEDs would be: High voltage trip alarm (
Remote control allows access to all the relevant information, the panel
showing if fault on input or output ) alarm set at 16V ( x 2 for 24V ), Relay
comes complete with a 5 meter telephone type extension lead. The meter is
engaged or disengaged - Emergency override function ( hold select button for 5
in a standard 50 mm threaded housing. This is an optional product and is not
sec to give 1 min override ) - Audible alarm function disengage ( especially boat
required for the operation of the main product.
or camper vans would not want alarms going off at 4 in the morning ).
Background light on/off ( background light changes colour with cycle, red =
warning, blue for online, green for offline - Sleep mode indicator - 1 min safety/
latch override ability.
Remote control
12.6
Preset voltage ( can be adjusted if required )
Part
Continuous Max Intermittent Quiescent
Input voltage Output stud
Number
Current
Current
Current mA
Battery protect Starter Protect
Charging mode
Off 11V on 13V
Off 12.4 on 13V
on 13.3 off 12.9
LR80
80
500
0.5
12/24 auto
6 mm
Off 11V on 13V
Off 12.4 on 13V
on 13.3 off 12.9
LR160
160
1000
0.5
12/24 auto
8 mm
Off 11V on 13V
Off 12.4 on 13V
on 13.3 off 12.9
LR240
240
1500
0.5
12/24 auto
8 mm
LRB80
80
500
0.5
B = Budget: Relay only available with a fixed/non adjustable factory setting, non-programmable
LRR
Latching relay remote with 5 metres of cable, for longer use standard telephone cable extension.
Page 20
Examples of common applications for the Pro Latch R
Voltage sensitive charging relay
Product protection mode
To Bow thruster
Inverter Lights etc
Protect Mode
Battery protection
To electrical consumption panel
Voltage sensitive charging relay
Typical small yatch
( Product protection)
Engine alt
Charge Mode
To expensive
electrical
equipment
Protect Mode
( battery protection )
Charging source:
with ability to
destroy onboard
equipment .
Alternator or
Battery charger
Engine
bat
Engine alt
Charge Mode
Reg
Reg
Engine
bat
Domestic battery
Domestic battery
Domestic battery
Domestic battery
Solar / wind
Multiple use on small boat
Solar / wind
Engine Starter Battery Protection Mode
To Inverter
Engine alt
Engine alt
Charge Mode
Engine Start protection Mode/ product protection
To radar/expensive
electronics
Starter
Motor
to Inverter/ Boat electrics
or Tail lift / Vehicle electrics
Engine
bat
Engine
bat
Domestic battery
Bow Thruster/Anchor Winch
Switching algorithm information:
All the 3 applications are not a simple ‘on’ / ‘off’ software control device, as a result, for convenience and ease of explanation, all control voltages are described as a
specific voltage which are, in fact, a mean voltage which has a time and history element to the software algorithms. A different algorithm exists for each product and
switching point in order to prevent unnecessary ‘on’/’off’ cycles where none are really required. Some control voltages, such as high voltage protection trips, are
instant but all the others are not .
A dedicated, Combined flexible automatic vehicle starter battery protection product
Plus a Manual remote battery isolator.
Start Pro Tech
Professional starting
protect technology
Control unit
Engaged Light
(as many as required)
local
buzzer
Remote buzzer
( as many as required )
-+
O
Momentary dash
mounted switch
Manual override
&
Manual Isolate
vehicle mobile
interlock ( to ign feed )
-+
To Aux
electrical
system
C
optional
remote
Closed
Sleep
Alarm
Sterling Power Products
V
IN
Ah
12.6
Audible alarm
disconnect
hold 5 sec
O
C
IP68
waterproof
Alt d+ ( or ign feed )
safety interlock
++
OUT
Select
Back light
Over ride Latching Alarm
relay
To over ride
hold for 5 sec
Standard
momentary
switch
(1 with kit )
-+
+ remote
light
indicator
Main switch
160-640 amps
Optional Key
momentary
switch
The Start Pro is a dedicated, flexible vehicle battery protection product,
with an extremely wide range of uses, the unit comprises of an isolated
switcher box available in models from 80A to 640A continuous. The
control box is common and options include more buzzers / lights, and
even a digital remote control panel giving voltages and other control
options.
Features:
1) Alternator / ignition feed interlock to prevent switch operation while
engine is running.
2) Ignition switch interlock, to ensure product continues to remain
engaged even if an alternator fails or a belt breaks (to get you home).
3) Dash mounted override switch to engage product to start engine ( you
can have as many as you want ).
The control box comes preset with the default setting which would cover
4) Dash mounted manual battery isolator
the vast majority of uses, however, using a built in magnet the product’s
5) There is a buzzer built into the control box to give a warning before the
voltage settings and buzzer alarms (plus many other things) can be
unit disengages, this can be duplicated as many times as you wish.
altered.
6) engaged indicator 2 mA draw (fit or not up to you).
The product is waterproof (remote control, control box and main
7) remote Digital meter plus override functions for the more discerning
switching box all IP68)
installer, whether operator has more information and so more ability to
make decisions.
Description
continuous rating 5 sec 30 sec rating vehicle V Part number
Control box , main switch , momentary switch, engage light & remote buzzer
160 amp
1500
600
12
SP12160
Control box , main switch , momentary switch, engage light & remote buzzer
160 amp
1500
600
24
SP24160
Control box , main switch , momentary switch, engage light & remote buzzer
320 amp
3000
1200
12
SP12320
Control box , main switch , momentary switch, engage light & remote buzzer
320 amp
3000
1200
24
SP24320
Control box , main switch , momentary switch, engage light & remote buzzer
480 amp
4500
1800
12
SP12480
Control box , main switch , momentary switch, engage light & remote buzzer
480 amp
4500
1800
24
SP24480
Control box , main switch , momentary switch, engage light & remote buzzer
640 amp
6000
2400
12
SP12640
Control box , main switch , momentary switch, engage light & remote buzzer
640 amp
6000
2400
24
SP24640
ELS1
Extra momentary standard switch ( one supplied standard in each kit )
Key operated momentary switch with 2 keys ( optional extra ) Please note only momentary switches can be used with this product
ELKS1
Extra buzzer
BZ1
Digital remote control ( inc 10 metre connection cable )
SPR
Page 21
Relay Charging relays inc: Ignition Feed, VSR and CVSR
Pro Con
IF Ignition Feed relay unit
gnition feed/D+/signal feed relay:
This range of low cost low signal activated relays is the simplest in the range, it offers the ability
to link together as many battery banks as you wish and therefore charge different battery
banks on a boat/vehicle when the engine is running.
Ideal applications: Boats with outboard motors and simple cabin batteries with no heavy loads
on the cabin batteries, small vehicles/boats with auxiliary battery systems with low loads on
the auxiliary battery bank which are not in excess of the rating of the relay so as not to overload
the relay circuit.
Its limitations: There is no current limit with this type of device, so avoid using it on a system
which have a high secondary battery load, such as a big inverter, anchor winch or bow thruster,
as the surge currents associated with this type of equipment can destroy the unit (see current
limiting relays for this application).
Starter battery interlock: this unit has the ability to interlock with up to 2 engines starter motors
to ensure the relay is inactive when starter motors are engaged, thus protecting the relay and
avoiding fuses blowing.
Start up time delays: a 30 second start up time delay prevents the relay coming on while the
Pro
IP68
Available in 12 V : 80,160 & 240 amps
24 V : 50,100 & 150 amps
Waterproof
engine is being started , again protecting the relay circuit and preventing fuses blowing and
damage to the relay.
Advantage over a standard relay: A standard relay has an activation feed via a cable. This
feed takes about 0.5A to run, which adds the 0.5A to where you are taking the feed from, either
the d+ on the alternator or key switch or oil pressure switch. This can place enough extra load
on these circuits to cause a problem. There is also the secondary problem of voltage drop in
the ignition feed cable affecting the relay. The Sterling IF product overcomes this by only using
the ignition feed as a signal and takes no power from the ignition feed wire. The signal then
activates an internal control system, which in turn activates the relay from main power circuit
internally. This also has the advantage of not suffering from voltage drops in the feed line and
allows the relay to run cooler. This unit is also waterproof and in a much safer package form.
The package also contains anti-spark protection to help reduce the effect of back EMF from
open circuiting the relay under heavy loads, without this relays will weld close if the unit is
switched off under high current pass applications. The connection terminals are also high
quality brass nuts and bolts gold plated and not poor quality crimp connectors which are not
suitable for high sustained current flow.
Con VSR Voltage Sensitive Relay 12/24 auto select plus fine adjust
IP68
Available in 80,160 & 240 amps
12/24 auto select
Waterproof
Voltage Sensitive activated relays:
This product would be regarded as the next level up from the signal feed relay (as above), the
main difference being that it is totally automatic - this relay does not require an ignition feed to
operate, it works on monitoring the input voltage to the device (usually the starter battery or
battery bank with other charging source such as a battery charger or wind gen), when this
voltage exceeds 13.3V the processor makes the assumption that the alternator/battery
charger or other power device is active and as such it will automatically engage the relay to
connect the main battery bank to the auxiliary battery bank and so charge the aux battery.
Conversely, when the voltage drops below 12.9V the processor in the relay assumes that
either the engine has been stopped or the load on the aux battery is pulling the starter battery
down too much and for safety reasons it should be isolated. In a nut shell this is easier to install
than the above and is smarter, however, it has some of the same limitations as the standard
signal relay.
Ideal applications: See the above signal relay applications. Also ideal for charging a
secondary battery bank from a battery charger which has only one output such as combined
inverter charger. The starter motor interlock connection prevents the starter motor current
being pulled through the relay and damaging the relay.
Its limitations: See the above limitations for the signal relay. Another major problem with
standard relays is their ability to switch off under high load. The main job of a voltage sensitive
relay is to sense any major current being taken out of the starter battery (primary) and to stop it.
For example, if we take a typical 12V boat system with an 80A alternator and install a standard
80A VSR on the engine starter battery bank to charge the secondary battery (domestic battery
bank, anchor winch or bow thruster battery bank). On engine start up the alternator will raise
the voltage on the starter battery and this will engage the relay to charge the secondary battery
bank (so far so good). However, for the sake of argument say the secondary battery bank is
discharged (i.e. first thing in the morning) and then someone switches on a 2000W inverter, or
a bow thruster or the anchor winch, these items will attempt to draw 200A + from the secondary
battery bank. However, because the secondary battery is nearly empty, the load (the 200
amps) will automatically attempt to draw this current from the highest voltage source which, in
this case, would be the starter battery bank. Obviously we do not want this to happen as we do
not want to drain the starter battery or burn out the 80A relay or even worse set fire to the
cables because you are now trying to pull 200A plus down these cables. In theory the large
current flow through the VSR will drop the starter battery voltage and so trigger the relay to
open circuit and so switch off this circuit stopping the drain and saving the day. However, a
relay has 3 main ratings, for example, an 80A relay can take 80A all day no problem, (hence its
continuous rating) and has a short term overload of about 400A for about 1/10th sec. It has a
third rating, however, that is much more important; that is the maximum current it can open
circuit at. The assumption by the public is that an 80A relay can open circuit at 80A, but that is
not so, it has an open circuit current rating of about 30-40A. And so the problem becomes
apparent, the high load on the secondary battery system (in the above example) causes an
instant load of 200A + on the relay (that's ok, it can deal with this for a split second) then the
control circuit attempts to open the relay to stop this discharge, then BANG you open the relay
with 200A going through it (with an open circuit rating of about 40 amps) and so you cause a
large back E.M.F. If you're lucky, it will vaporise the contacts blowing them in to small pieces
Pro
and open circuit the relay destroying the product. To reduce this effect, Sterling puts anti back
E.M.F. spark reducers on all relay products.
Adjustable : This unit comes factory set to bi-directional activation and can be fitted
with no adjustments required to operate as a Voltage sensitive relay straight out of the
box, it is auto voltage adjustment so it can be fitted to a 12 or 24V circuit, however, the
following things can also be adjusted if desired.
Unit directional activation:
Function 1. Charging activated by starter battery voltage increase (engine on) This is
the most common setting and the factory default setting. This setting also does not have an
ignition feed requirement. This connects the primary and secondary banks based on a voltage
in excess of 13.3V being sensed on the primary battery only (the engine starter battery). The
2nd battery bank, once connected would only disconnect when both battery banks drop
below 13.0 volts on both sides. The 13V safety threshold is still activated to protect and
seperate the batteries if, or when, the drain that invoked this function (voltage drops below
13V) once the unit has tripped, will not re-engage until the voltage on the primary battery bank
(the engine start) has exceeded 13.3V again. No ignition feed required on this setting
Function 2. Charging either way( bi directional ), based on a voltage rise on either side of
the unit ( default setting ) This function will close the relay at 13.3V sensed on either side of the
relay, a good example of this would be the use of a combi inverter charger on the domestic
battery bank, because most combi’s only have a single output charging line (to the domestic
battery bank) then with this function the unit will charge from the combi to the starter battery
bank (in effect giving you 2 outputs from the battery charger) when the combi is on, but also
charge from the alternator to the domestic battery bank when the combi is off. In either mode
the unit still has the 13.3V on and 13V off mode and the current limit function. No ignition feed
required on this setting
Function 3 . Charging batteries one way only. This function allows a charge to flow from
the alternator, or battery to battery charger, or any other charging source to a secondary
battery bank, but only when the engine is running. In effect, this mode only allows current flow
from the primary source to the secondary, and will continue to flow until either there is an
overload threat or a low voltage threat to the primary battery or the engine is shut down. This
function requires an extra wire to the unit, an ignition feed, that informs the unit if the engine is
running or not.
Voltage parameter activation: Voltage activation and deactivation parameters can be
adjusted using the setup command
Auto 12/24V selection, the unit will auto select the system voltage using the following,
if it senses 4 to16V it will lock to 12V , if it sees 16-30V it will lock to 24V. If for some reason the
input voltage is very low ( in the case of an empty 24V system ) then the product can be
disconnected and allowed to re-engage, once locked the product will hold that setting until
fully isolated again.
Both the VSR and the CVSR unit are fitted with the latest active progressive
disconnect algorithm to ensure that the batteries can charge even where large
differential voltages exist. As such there will be various time delays between what the
customer has preset as the turn ‘off’ voltage point and the product actually turning off.
The time delay will reduce the lower the voltage is below the programmed disconnect
voltage.
Con CVSR Current Limiting Voltage Sensitive Relay 12/24 auto select
IP68
Waterproof
Current limiting Voltage Sensitive Relays: This range have all the adjustment abilities as per
the above Pro Connect VSR.
These relays have built in current limiting, in a nutshell you can do whatever you want with
them, if you overload them they simply switch off safely. The trick with a relay is not to open
circuit when it is overloaded, but to remove the load, then open circuit the relay within its
rating. With a current limiting VSR in an overload situation such as the example in the section
Page 22
Available in 70,140,210 & 280 amps
12/24 auto select
above (Voltage Sensitive Relays) the 200A will surge through the relay for a split second
(within the relay's capability), then the built in current limiting device will see this overload and
reduce the current from the dangerous 200A+ to a very safe 6A, the relay will then safely
open circuit with a 6A load and not a 200A load, and so protect the relay and your installation.
Once the high load demand has been removed then the relay is safe to re-engage and
continue doing its job.
ALL Inc rubber boots
Pro
IP68
Connect IF 80,160 & 240 amp
Waterproof
Ignition Feed / signal feed Relay:
D/C voltage
12
12
12
24
24
24
Stud sizes
80 amp = 5 mm
160 amp = 8 mm
240 amp = 10 mm
Pro Connect
Amps
80
160
240
50
100
150
Ignition / Signal feed Relays relays
Size L x W x D mm Weight kg
140 x 60 x 40
0.025
140 x 60 x 40
0.030
140 x 70 x 40
0.030
140 x 60 x 40
0.025
140 x 60 x 40
0.030
140 x 70 x 40
0.030
Part nos
IFR1280
IFR12160
IFR12240
IFR2450
IFR24100
IFR24150
IP68
VSR 80,160 & 240 amp
Waterproof
Voltage Sensitive Relays
Voltage Sensitive Relays ( adjustable )
D/C voltage Amps Size L x W x D mm Weight kg Part nos
12 & 24 auto
80
140 x190 x 40
0.1
VSR80
12 & 24 auto
160
140 x180 x 40
0.2
VSR160
12 & 24 auto
240
140 x200 x 40
0.25
VSR240
Digital
The VSR and CVSR unit is fitted
with the latest active progressive
disconnect algorithm to ensure that
the batteries can charge even where
large differential voltages exist.
As such there will be various time
delays between what the customer
has preset as the turn ‘off’ voltage
point and the product actually turning
‘off’. The time delay will reduce the
lower the voltage is below the
programmed disconnect voltage.
Current limiting
Voltage Sensitive Relays
Digital
280A
C.V.S.R ratings
Continuous operating current of the VSR at 30 deg C = 80A
Continuos relay operating current at 90 deg C =70A
Instant overload current = 650A
Current limit after shut down current = 6A
Waterproof
At rest power consumption less than 1mA
IP68
Pro Connect
CVSR
70 - 280 amps
Current Limiting Voltage Sensitive Relays ( adjustable )
D/C voltage Amps Size L x W x D mm Weight kg Part nos
12 & 24 auto
70
140 x120 x 40
0.1
CVSR70
12 & 24 auto
140
140 x140 x 40
0.2
CVSR140
12 & 24 auto
210
140 x180 x 40
0.25
CVSR210
12 & 24 auto
280
140 x180 x 40
0.25
CVSR280
210A
140A
70A
Which model suits my needs best ?
1) The first part is easy, what is the max size of your alternator or charging
device. I.e. do you have a 90A alternator or a 100A battery charger charging the
primary battery bank. This means that the secondary battery could be
subjected to at least that load, so, the relay must be able to comfortably handle
that sort of current continuously. It would be wise to give the relay a good 1020% comfort zone, i.e. always up-size the relay if the charging source and relay
are the same, for example, if you have an 80A alternator, combi or battery
charger with an 80A relay then go to the 160A relay option to be safe.
2) Next its cost of installation and ease of installation. If you are fitting the unit
and access to ignition feeds is simple then the Ignition Feed system should be
entertained, however, if not then the Voltage Sensitive Relay version is much
simpler to fit and totally automatic, and has a lot more functions.
3) Do you need to vary which side of the relay activates the unit, or even ensure
the unit is isolated (via ignition feed, or even adjust the standard voltage
parameters, all this is possible on the Voltage Sensitive Relay)
4) The last, but most important aspect is safety. The most important thing here
is to establish what the maximum possible load is that could be placed on the
secondary battery bank when the relay is engaged, i.e. a large inverter/anchor
winch, bow thruster. Remember that every load you put on, the secondary
battery will have a % of this load transferred to the primary battery depending
on how full the secondary battery is. This could range from a few percent to 100
percent, so, it is important that the relay system can deal with this high load
without damage. If there are large potential loads such as hundreds of amps
then the only way to do this is using a Current Limiting Voltage Sensitive Relay
because when exposed to excessive currents, the current limiting models
simply and safely shut down until the excessive current is removed, i.e.
switched off, then it can automatically re-instate itself and carry on after that
large surge load has stopped. This removes the need for excessive cabling and
ensures a safe installation with less reliance on fuses for protection.
Pro Connect CVSR
Pro Connect VSR
Pro Connect IF
Sterling product features check list
0.01 volt drop
Ignition feed ( not always required )
Water proof to IP65
SAEJ1171 ignition protected
High overload surge rating
Back EMF spark arrester
1 LED information display
Remote LED connection
No ignition feed voltage drop
Suppression diodes across relay to prolong life
Time delay to prevent engine starter damage
Single & Twin Starter motor disengage connections
12 V and 24 V automatic selection
Extremely Low Quiescent current approx 1 ma
Custom Voltage adjustment parameters available
Active progressive disconnect algorithm
Automatic voltage activation
Automatic voltage de activation
Protects primary battery from discharge
Emergency auxiliary forced activation
High battery voltage trip protection
5 LED information display
5 alarm functions and safety trips plus information
Adjustable relay trigger side operation
Short circuit protection ( prior to engagement )
Current limiting protection
Page 23
Voltage Sensitive Relays Analogue and Digital 80 - 160A 12 and 24V
Analogue
Voltage sensitive relay analogue vs digital
Fixed program
There are 2 main types of voltage sensitive relays on the market, by far the most common is the lower
cost analogue model ( The Sterling analogue model has the added advantage of 8 mm stud
connectors and IP68 rating ( fully waterproof )), this type of device is very basic and simply switches
on and off between two preset voltages with a 40 or so second time delay. This product works fine for
the majority of installations where the second battery banks is only being charged when the engine is
running and there is no real current drawn from the second battery set while the vehicle is on the
move, ideal for most vehicle operation, however, things get more complex where there is current
being drawn while the engine (on a boat or while a vehicle is not moving but the engine is running) or
the batteries are the more exotic batteries such as AGM are being used ( where different voltage
switching is required ) then the limitations of the analogue ( no adjustable aspect ) unit can be over
come with the more expensive but much more controllable digital unit. The digital unit offers the
operator a wide switching voltage range to chose from ensuring the open circuit voltage is above the
discharge voltages of AGM, Gel and lithium, also the unit’s bi-directional features may be required,
and last but by no means least a switching algorithms is used to prevent unnecessary switching of the
relay. Also, because a digital unit is active all the time the quiescent current of the product is vital, i.e.
the current it takes to run the product, in the case of the Sterling is less than 1 mA that’s 0.001A which
is about 1A per week usage.
Why would I want to adjust a voltage sensitive relay?
1) Most Analogue VSRs come preset ( for 24V x 2 ) to engage at 13.3V and disengage about 12.8V.
Where as this is ok for normal lead acid batteries an AGM, Gel and Lithium battery have a much higher
surface which will require adjustment voltages as high as 13V, this makes standard relay settings
incorrect and will require the thresholds to be adjusted up. Batteries would be partially discharged at
this voltage and would require switching off at about 13.2V. This could not be achieved with a fixed
analogue model but there is no problem with the digital.
2) Directional control, Most analogue VSRs are preset as Bi-directional activation, i.e. if either the
second battery or the first battery reaches the required trigger voltage the unit will work, however,
there are times when the system wants to have the unit activated from the first battery but not
activated from the secondary battery, this is called unidirectional, the digital version can do this.
Engage 13.3V
Dis-engage 12.8V
Delay 30 sec
8 mm stud
connectors
88 x 90 x 90 high
Product
80 amp
160 amp
Continuous current Overload ability Part Nos
12v
80 amps
200 amps
VSRA8012
12v 160 amps
400 amps
VSRA16012
80 amp
160 amp
24v
24v
Digital
The digital unit has a unique built in magnetic program ability, the lid of the unit has an in built magnet
and the unit has an internal reed switch to pick up the magnets pulse generated by the user when the
unit requires reprogramming this allows the product to be totally programmable by the lid but still
maintained the waterproof integrity.
This unit is fitted with the latest on/off algorithms to prevent unnecessary switching, and has an
extremely low quiescent current of less than 1 mA
Page 24
200 amps
400 amps
VSRA8024
VSRA16024
Preset voltage
on 13.3V
off 13V
Quiescent current 0.001 amps
Online current 0.2 amps
Adjustable Program
8 mm stud
connectors
ig
A ital
na c
lo on
gu tr
e ol
co
nt
ro
l
D
Manual emergency
override (if required)
( optional )
– negative
– LED remote
– manual override
80 amps
160 amps
Digital
What size of relay do I require?
To match a relay to your system the important things are
1) Ensure the amp ratings of the relay 10 - 20 % is larger than the largest charging source.
2) Ensure no load on the secondary battery bank exceeds the rating of the relay when on.
In the event of having a large load such as a 2000W + inverter, anchor winch or bow thruster then
please look at our range of Current Limiting Voltage sensitive relays to deal with these high
loads.
If the relay is to be used on a battery bank with a solar cell which is required to charge other
batteries when the engine/battery charger is off then please look at the Latching Relay products
as this is more suitable for that operation.
Remote LED if required ( not supplied )
LED signal 5 mA at about 2.1 v ( suitable for standard LED )
IP68
waterproof
88 x 90 x 90 high
Product
Continuous current Overload ability Part Nos
80 amp 12/24v
80 amps
200 amps
VSRB80
160 amp 12/24v 180 amps
400 amps
VSRB160
IP68 waterproof
Fixed voltage switching
Fixed time switching delay
Digital algorithm switching delay
12 or 24V unit only
Auto select 12 and 24V unit
Adjustable switching voltage settings
High voltage disconnect
Low voltage warning
Anti relay contact arching protection
High quality brass connections
Relay electrical override ability
3 LED information rail
1 LED active information
Bi directional operation only
Adjustable Uni or Bi directional
Reverse polarity protection
Split charge Diodes & Battery De-Sulphation device
All boats have at least two battery banks, some have three. These tend to be the engine
start battery, the domestic battery bank (please note that if you join three or four batteries
together in your domestic battery bank it is still one battery), and the bow thruster battery.
Having introduced 2-3 battery banks onto your boat, the problem then is how do you
charge them from one alternator source (or two alternators which I will discuss later).
There are four various options employed by boat builders, below are the options with a
short explanation giving both the positive and negative aspects.
1) Rotary switch. This method is very dated and not very common on boats. It is
recognisable as a large circular switch with four marked positions on the switch. It is
marked, off, 1, 2 and both. The good side of this system is that it is easy to install. The bad
side is that it needs constant human intervention to ensure it works. Failure to operate it
correctly will result in all batteries being discharged or not being charged correctly and
possible damage to the alternator. They also tend to suffer failure if large prolonged
current is passed through them. The spring in the switch can over-heat and loses its
tension; this leads to an exponential break down of the switch that manifests in heat.
When these switches fail they tend to melt the plastic case (if you are lucky). Simply check
the temperature of the switch every so often by touching the back - it should be cold.
2) Split charge relay. This system is both dated and extremely dangerous, and
more than likely will make your boat fall short on CE requirements, especially if an inverter
is used or a bow thruster. The good side is, that it is easy to fit and requires no alterations
to the standard engine system, but, it merely connects the domestic battery bank to the
engine battery via a relay, which is energised when the engine starts.
The bad side (and the very dangerous side) is that a relay is prone to over loading. Say,
for example, you have a 70A relay on your system and a 55A alternator, all seems great,
but if you fit a 1500W inverter which can draw 150A and one morning the domestic battery
is flat. So, you start the engine to charge the domestic batteries, the 70A split charger
relay will come online to enable the alternator to charge the domestic battery bank. Then
you load your inverter to 150A, the 150A will not be drawn from the domestic battery
because it is flat but can be drawn from the engine battery (which is full). That means you
will draw 150A up the split charge cable and through the 70A relay. If you are lucky you will
destroy the relay, if you are not so lucky then you will set fire to the cross over cables,
hence the dangerous aspect. The system must be suitable for the purpose for which it is
installed and this is clearly not. Be warned about split charger systems using relays. If
using relays it is important to have a massive overload ability
3) Split charge diodes: By using a set of diodes on a heat sink, one can ensure no
b a c k feed through the diode, thus ensuring that high currents from other
Voltage drop across splitting systems
Competitors split diode
A
M
P
S
1.0
0.8
Sterling low volt drop diode
0.6
V
0.4
O
L 0.2
T
S 0.0
Mosfett 0 volt drop system
Sterling Pro Split 0.0 volt drop
10 20 30 40 50 60 70 80 90 100
120
140
AMPS
Pro Split
Charge rate with different splitting systems
1.4
1.2
battery banks do not flow up the charge lines and cause a fire. This is the most common
method by far employed round the world and is the standard in the USA, for 3 reasons,
safety, safety and safety, by the way did I say safety? However, all is far from perfect. The
big down side with a split diode system is the voltage drop across the diode (in the order
of 0.8-1.2V). This dramatically reduces the charge rate of the alternator on average by
about 70%, however, this can easily be over come using products such as the Advanced
Alternator regulator in conjunction with the Split Diode.
4) 0 volt-splitting systems: These are electronic devices using a control
circuit and driving mosfets. The end result is a very low voltage drop across the splitting
system (in the order of 0.04 -0.6V) but no reverse current flow is permitted due to the
operation of the mosfets. However, on standard marine engines it is much more
effective to employ the lower cost diode where an advanced regulator is fitted, (see
performance).
5) 0.0 volt splitting system, The new Pro Split R from Sterling has a voltage
drop about 1/10 that of a split charge diode and 1/5 that of a 0 volt drop mosfet system.
See Pro Split graph below.
Conclusion: Test 1: From fig1 we can see the voltage drop across different splitting
systems. This directly relates to the ability to charge the batteries, the larger the voltage
drop across the device, the less effective the batteries charge.
Test 2 shows the clear advantage of using advanced regulators in conjunction with a
conventional split charge diode. The advanced regulator automatically compensates for
the voltage drop across the diode, plus the high charge 4-step program further
increases the charge rate. The illustrated tests were on a 300 amp hour battery bank,
but can easily be extrapolated to 400 amps plus.
The best low cost system clearly is a standard low cost split charge diode (for safety and
cost) or the new Pro Split R and an advanced regulator on the alternator to compensate
for the diode faults and charge at the constant current charging curves. This, not only
charges 2-3 times faster (on a good installation, but much higher on a bad one) but puts
about 100% more useful power into the batteries.
The best system but a bit more expensive is the new Pro Split ( see next page )
For a twin alternator system, the ideal system is: on the largest alternator, fit direct to the
domestic battery bank and attach an Advanced Regulator to that alternator. On the
smallest alternator split this with a split charge diode between the engine battery and the
domestic (and any other battery bank) and add another advanced regulator to it. This
gives maximum charge rate to the domestic batteries.
160
110
100
90 Sterling digital adv. regulator
80
with Sterling low volt drop diode
70
or pro split
60
Sterling Pro Split 0.0 volt drop
50
40
30
Sterling low volt drop diode
20
10
Competitor split charge diode
0
10
20
30
40
50
60
70
80 90
100 110 120
130
140 150
160 170 180
Test alternator = Bosch 90 amp
TIME/ MINUTES
Standard regulator output voltage = 13.83 voltsfig
fig1
ated
l
p
gold ina ls
term
2
Split Charge Blocking Diodes 70-200 amps, 2-3 outputs
Sterling Power has developed a range of low cost split charge diodes. These diodes have
enhanced performance over conventional diodes and at a lower cost. The difference is in
the devices. All other split charge diode manufacturers use conventional alternator diodes,
which at low current flow have about a 0.93 voltage drop. When the full rated current of these
diodes is approached, the voltage drop increases to about 0.95 volts. This results in
excessive heat and power loss across the diode. For example: A conventional one
alternator in and two battery bank out, tested against a Sterling unit had the following
results:
CONVENTIONAL SPLITTERS
AMPS PASSED (A) 30
50
60
70
STERLING SPLITTER
30
50
60
70
VOLTAGE DROP (V) 0.93
POWER LOSS (W)
27.9
0.78
23.4
0.95
47.5
0.97
58.2
1.1
77
The Pro Pulse is designed to connect to a 12 V battery
bank. This unit reverse feeds a small electrical pulse
back into the battery which prevents and also
reverses sulphation on the battery plates.
By keeping the plates clean and free from sulphation
the battery stays fresh and responsive to charging
and discharging.
If you have been replacing batteries because they are
not holding their charge then in most cases the battery
is, in fact, in good condition except the plates are
sulphated. Sulphation acts like a waterproof coating
over the plates preventing the plate area effected
being active and contributing to reduction in the
battery cell performance. The solution is to remove
this sulphation and expose the plate to the battery
process again. The Pro Pulse should be fitted to any
battery bank to ensure that sulphation is not only
prevented but also reversed and so prolong the life
and performance of the battery bank.
This device is not required if you have a Pro Digital
battery charger or any other advanced Sterling
charging product connected to your batteries as they
have a de-sulphation cycle built into their software
program.
This is not a battery charger and it cannot actually
charge your batteries it is a de-sulphation device.
0.75
37.5
0.74
44.4
0.74
51.8
Low voltage drop split charge diodes
Alternator inputs
Battery banks Max alt current
1
2
70
1
3
70
1
2
90
1
3
90
1
2
130
1
3
130
1
2
160
1
3
160
1
2
200
1
3
200
Battery De-sulphation &
maintenance device
Connects direct to battery
No external power source
D
Code
D70A2
D70A3
D90A2
D90A3
D130A2
D130A3
D160A2
D160A3
D200A2
D200A3
Pro Pulse De-Sulphation unit
Size
Code
PP12V
100 x 90 x 30 mm
Pro Pulse
Reverse feeds high frequency pulse
Battery to blow sulphation off the plates
Prolongs battery life by up to 100%
Rejuvenates older batteries
Sharpens battery response to accept faster charge
Preserves cold start performance
Suitable for use on all vehicles and boats
Page 25
e13
12 V unit
for 24 V use 2 x 12 V
Electrical Latching Battery Isolator 320-640A IP68 waterproof
Electrical battery isolators are used to switch the main pos or neg
d/c cables which are connected to a battery bank, the idea being to
be able to isolate the battery bank remotely or automatically to
preserve the charge in the battery bank or prevent a fire in an
emergency situation, thus ensuring that no drain takes place while
the system is switched off, commonly used on boats or camper
vans and emergency vehicles or on some cases for emergency
switching i.e. in a racing car it may be required to isolate the battery
in the event of an accident.
The key features to look for in this type of device is the continuous
rating of the product, its overload rating ( i.e. if the engine start is
being used through the device ) making sure the product uses 0A
when off and online so none of the power is consumed (Sterling
uses a small amount of power to run an on LED ), there is only a
small draw of about 2A for about 1/4 of a second during the
crossover event.
This product comes complete with a remote spring load switch with
an LED ( on ) remote and local indicator, which can be de activated
if power loss is a priority.
Large 8 mm ( on smaller units ) and 10 mm ( on larger units ) studs
ensure good contact for electrical cables, with the product potted
ensuring IP68 so the product can be mounted anywhere.
These are 12 or 24V, however, due to the low instantaneous power
consumption of the switching mechanism you can tap the voltage
from a higher voltage battery to use a lower rated product i.e. if you
only have a 12V unit and a 24V battery bank then simply tap 12V of
the 24V battery. If you have a 48V forklift then simply tap off 12V or
24V depending on the unit.
Isolated switching and control circuit:
The control circuit is totally isolated from the switching circuit, this is
extremely important and means that the unit can switch on the
negative or the positive of the battery. Also the battery it switches
need not be the battery where the control voltage comes from. I.e.
you could have a 12V control system with a 36V battery bank you
wish to switch, this is not a problem.
Latching relay technology:
This is very important because along the control voltage is 8-32V to
operate the switch, because such little power is used to operate the
switch it can easily be used on a 36V or 48V ( + ) system as you can
tap of 12V to operate the control circuit without any fear of
damaging a larger battery bank.
safety
interlock
circuit
D+ alternator or ignition feed safety interlock circuit:
The biggest fear with a electrical battery switch ( as with a normal
manual switch ) is that because its so easy to use then if someone
switches off the switch with a engine running, this could cause
massive damage to the engine and the alternator, the Sterling unit
has an alternator D+ interlock which, if connected to the alternator
d+/61 or other ignition feed stops the switch from working. I.e. if the
engine is running the switch will not operate until the engine ignition
is switched off or the alternator is powered down, minimising the
risk of any potentially expensive damages to the vehicle’s
alternator or engine management system.
Multiple operational points:
This product is designed to be totally flexible with no real limitation
as to how many points the product can be operated from, simply
purchase more momentary switches if required.
640A
continuous
2400A
intermittent
both inc 3 way momentary
rocker switch plus engage lamp
extra rocker switches
available for meltable
operational points
Key lock optional: the unit comes with a momentary rocker switch
to operate the unit, however, one can purchase a key lock option if
required.
Rating: The products rating are there continuous rating i.e. full
current all day, this can be used to calculate if the product is suitable
for aux battery systems such as marine domestic battery banks or
vehicle secondary battery banks, simply ensure that the
continuous load application does not exceed the rating of the
product.
Cold cranking/ engine start: This is a very hard aspect to rate a
product for as there are so many factors. Most of which the operator
would not be able to ascertain and, as such, we need to give rough
guidance, these products have a very large overload rating,
especially the 5 second rating ( cold cranking ). The 160A model
would be on the edge for cold cranking but ideal for most auxiliary
battery isolation, a small petrol engine such as a marine outboard
would be okay but a diesel van may be too much, it is best to start at
the 320A version if an engine start is required.
160 and 320A
continuous
1200A
intermittent
Key switch
optional extra for
added security
Other relevant product: Which could go with this unit if used for
engine isolating, the alternator protection device can be fitted to
the engine alternator so that in the event of accidental switching
then the engine alternator will be protected.
Remote activity
Driver’s cockpit
Battery
isolator
Split
charge device
Battery
isolator
Start battery
Aux battery bank
To Auxiliary
Devices
Specification:
12V model operates down to 8V / 24V models down to 16V
Totally isolated switching voltage from control voltage
All models are Continuous current rated
Off power consumption = 0.000A
On power consumption 1.5mA - 0.0015A LED Consumption
Switching power about 2A for 0.5 seconds
Electrical Battery Isolator
Continuous rating: 5 sec 30 sec
starter rated
Size
Weight
Power con Control voltage
160 Amps
1500 A 600 A Not suitable for engine start
80x90x90H
0.2 kg
0 amps
12 v
160 amps
1500 A 600 A Not suitable for engine start
80x90x90H
0.2 kg
0 amps
24 v
320 Amps
3000 A 1200 A Car & small van ,Petrol boat
80x90x90H
0.2 kg
0 amps
12 v
320 amps
3000 A 1200 A Car & small van , Petrol boat
80x90x90H
0.2 kg
0 amps
24 v
480 amps
4500 A 1800 A lorry, diesel Plant up to 600hp
150x100x120H
0.4 kg
0 amps
12 v
480 amps
4500 A 1800 A lorry, diesel Plant up to 600hp
150x100x120H
0.4 kg
0 amps
24 v
640 amps
6000 A 2400 A lorry, diesel engines up to 1000hp 150x100x120H
0.4 kg
0 amps
12 v
640 amps
6000 A 2400 A lorry, diesel engines up to 1000hp 150x100x120H
0.4 kg
0 amps
24 v
Extra momentary switch ( one supplied standard in each kit )
Key operated switch with 2 keys ( optional extra ) Please note only momentary switches can be used with this product
Page 26
Part number
ELB12160
ELB24160
ELB12320
ELB24320
ELB12480
ELB24480
ELB12640
ELB24640
ELS1
ELKS1
Power Management Panel 4 X AMPS , 4 X VOLTS, AND 1 X Amp Hr Counter
The latest software driven Power Management Panel is an extremely
effective unit designed to monitor and display all the CE
vital electrical
information on an average boat. This enables important (potentially
expensive) decisions to be made regarding faults and general on-board
D/C electrical power management. The information obtained also helps
any third party engineer to identify problems.
The operation of the panel is based on 100 mV shunts. Shunts enable
all current measurement to take place remotely from the instrument
clusters, thus removing all the voltage drop and R.F.I. problems
associated with running heavy duty cables up to a control panel and
navigation instruments.
Power Consumption = 0.5 mA off/0.7 mA on
Max readable current = 199 A D/C
Max display volts = 199 V D/C
Safe to over 1000 amp surges
L.E.D. Background light.
amp hr ctr up to 7999 amps
Screen = 16 digit 2 line L.C.D.
Back light/switched
Accuracy = + or - 1%
Extra Shunts
available, 200 + 400A
The new panel has a built in Ah counter on one channel, and in total enables 4
different amp readings, 4 different volt readings, and one Ah counter. The
shunts of the system can be fitted in negative or positive cables
(unlike most others). The counter counts the amps going into and out of the
battery system. The amp hour counter setup and function are completely
automatic and requires no intervention from the user.
The background light ensures perfect legibility in daylight, direct sunlight and at
night.
Each panel comes complete with a 200A shunt, (up to 3 extra shunts may be
purchased) and a list of labels for the panel front.
The plastic box can either be surface or flush mounted by using the new parts.
Power Management
with
AMP Hr Counter
1
on/off
14.35 v
35.7A
Power Management Panel with Ampere Hour Counter
(Includes 1x 200A brass shunt)
3
Amp
hr
light
light
Amps
4
200A shunt
0-80V
Sterling Power Products
12.2
Power Monitoring
Volts
IP68
Key Functions over competitors:
This new design makes full use of the intelligent shunt concept where all the measurements
takes place at the shunt and the data is then transmitted.
By use of intelligent shunts, this unit can be used on Negative or Positive cables making the unit
extremely flexible. Both the shunt and the remote are epoxy encased for water
protection and anti vibration. The LED is multicoloured allowing different colours to be displayed to
show different activity on the channel.
Voltage reading
0-32V
% Full
CE
Shunt
included
1 X Ah counter, 1 x ammeter 3 x voltmeters
V
Volts
1
2
3
4
Sterling Power Products
Part nos
PMP1
S200A
S400A
A 200A shunt is suitable for inverters up to about 2000W at 12V / 4000W at 24V
the 400A shunt is suitable for inverters up to about 4000W at 12V. The shunts have
a very high instant load ability, i.e. 1000A to start an engine etc. is no problem on either size.
Control
beep
alarm
m Pos 4
-435 Ah
2
200A shunt = 200Lx40Wx50H
400A shunt = 260Lx55Wx50H
Power Management Panel
D/C voltage Size L x W x D mm Weight kg
12 & 24
170 x 90 x 40
0.25
Extra 200 amp shunt
Extra 400 amp shunt
on/off
Alarm
Amps
Ah
Backlight
hold 3 sec
54 mm hole cut
68 mm outer frame diameter
Panel depth 0-30 mm
200A
85 mm x 85 mm x 67 mm high
weight 0.25 kg
Functions:
1) 3 x Voltmeters, supply voltage + 2 others, individual alarms ( adjustable ), accuracy from 0.01V
2) Ammeter 0.01 - 500A ( depending on shunt ) ( 200A continuous )
3) Ampere hour counter up to 999 Ah, ( adjustable alarm )
4) Suitable for up to 2000Ah battery bank (1200Ah for lithium)
5) Power consumption on sleep ( unit still counting )= < 1mA ( 0.001A )
6) Power consumption active ( screen working no back ground light ) = < 2mA
7) Power consumption with background light = 10mA
8) Back ground light changes colour depending on activity.
Green ( within parameters ) Blue ( charging )
Red ( low battery requiring attention )
Specification:
9) Adjustable buzzer alarm, can be deactivated
12-24V base voltage
10) Comes preset to use with no adjustments
Quiescent current:
12) Fully adjustable, alarms and warnings
with no display active ( sleep mode ) 0.001A
13) Readings can be locked or allowed to scroll
with display active and background light 0.008
14) Background light switchable, plus changes colour
Voltmeters 0-36V
depending on operational events ie red for danger
ammeter 0-500A
green for ok Blue for charging etc
ammeter accuracy between:
15) 12/24V unit auto
0-1A / 0.01A resolution
10-100A 1A
100-500
10A
Ah capacity 999Ah, suitable
for up to 2000Ah battery bank
Intelligent shunt: Rather than
Ah accuracy +/- 2%
putting the brains of the operation in
the remote multimeters the
intelligent shunt process all the
Product
Continuous current Overload ability Part Nos
information at the shunt. This ensure
Panel Meter ( no shunt )
PM1
accurate digital streaming up to the
200A shunt
200A
100A
PMS200
remote control ensuring no
Panel meter with 100A shunt
PM200
corruption of the data; this also
reduces the size of the remote
control.
Page 27
IP68
Solar Regulators
waterproof
Good Solar cells are very expensive and people who buy and use them want the maximum power they can possibly get from their investment. In order to make an
informed decisions as to which type of solar regulator you need then you must understand how a solar cell performs and what is the difference between the 3 main
groups of solar regs. As with most things in life, you get what you pay for, a typical 20 A / 12 V solar regulator can vary in price from £20 - 200+, why ? Is the £20 as good
as the £160 or at least nearly as good or is it a total waste of money?. Its extremely important to know which technology you purchase.
How does a solar cell work and what are the important operational features? . ( please note all Sterling regs are waterproof )
As a solar cell is a current making device at a given voltage, the important thing to remember is the basic formula: Power ( watts ) = amps x volts. Therefore, to get
the maximum power out of a device you must have as many volts and amps as possible. If the voltage was allowed to reduce, then the performance and hence the
power manufactured by the cells drops off, and same for the amps. Maintaining maximum volts and amps is absolutely critical to achieve maximum harvesting
potential of a solar cell.
In order to achieve maximum power form a solar sell we must find its Maximum Power Point (MPP) on the solar cells power curve. This is the ideal point where one can
best obtain the most power from that solar cell. Figure 1 is a typical solar power curve which would have an open circuit voltage of about 22 V but a best power
performance voltage at about 17 V. In order to maximise the available power from the solar cell one must maintain the maximum power point and not allow the voltage
to drop. The only way to achieve this is to make sure that the solar cells voltage is allowed to float free of the restrictions placed by the battery voltage. I.e. the battery
voltage maybe 13.5 V but the maximum power point could be 17 V and, if the solar cell voltage is allowed to be pulled down to the battery voltage ( fig 3 below ) you can
Max
Power
Point
22
v 18
o
l
t 14
s
fig 1
Max
Power
Point
22
v 18
o
l
t 14
s
Current/ amps
max available
power achieved
with MPPT regs
fig 2
Acheived
Power
Point
22
v 18
o
l
t 14
s
Current/ amps
Achieved power
with PWM reg
fig 3
Current/ amps
22
v 18
o
l
t 14
s
Acheived
Power
Point
Achieved power with
low cost switching regs
fig 4
Current/ amps
clearly see that a lot of the positional power which is actually available ( fig 2 ) is in fact not able to be manufactured and as such the achievable power is vastly
reduced. Figure 2 shows the amount of power which can be obtained ( in red ) which is the maximum volts x amps if the cell was free from the battery restrictions (
12V ) and allowed to rise up to its ideal operational voltage ( 17 V ). However, if the battery’s voltage is allowed to pull down the solar cell voltage, such as the case in
low cost PWM ( fig 3 ) or switching regulators ( fig 4 ) they have a direct connection between battery voltage and the solar cell voltage and thus limiting the
performance of the solar cell, only achieving 50% ( if even) of the potential of the solar cell itself. So, as you can see, to use a low cost regulator on an expensive solar
cell can be a waste of money and you will lose 50% of the cell’s ability, this is a false economy except is limited applications, it's a bit like buying a Ferrari and putting
tractor wheels on it, all the potential of the Ferrari would be neutralised.
Other key things to think about with solar regs.
Remember a solar cell only works for about ½ a day ( if even ). However, the solar regulator works for 24 hours regardless of whether the solar cell is producing power
or not (night or cloud cover). So, the key question is, what power does the regulator use to exist (we call this the quiescent current)? With most solar regulators
this averages from 25-50 mA (on a 12V system). That means, for example, a 50 mA drain over 1 years is about 430Ah. However, at Sterling, we try to keep the
quiescent current below 1 mA, this means the loss in current over the year would be more in the region of 8A not 430A. Therefore, 422Ah, which would otherwise have
been wasted running the regulator can effectively be harvested and passed into the battery system. Low quiescent power consumption is achieved by the use of a
more expensive micro processing chip set, some manufactures are reluctant to spend the money on this type of device. Obviously other features which are of vital
important are 4 step battery charging and the ability to select the different battery types being charged. This ensures the best charging curves for the battery and also
prevents damage to battery bank.
Power Curve for a standard solar cell
3 main types of solar regulators.
Max
12 volt module ( 21 v cell )
1) Basic regulators. These are simple switching devices which switch between 2 voltages,
Power
typically they come on at about 12.9 volts at the battery and switch off at about 14 volts ( x 2 for
Point
Output Power
24 V ) , this is effective at covering power loss from the battery but will not charge well or
obtained
from
solar
effectively use the maximum power potential form the solar cell, which for a lot of applications is P
cell from
absolute fine. Ideal for low cost 10-100 watt low quality solar cells.
o
3 different
The ideal use for this type of reg is, for example, if you had a motor home or a small boat on a
swinging mooring and a small solar cell who’s only job was to keep the starter battery topped up w
solar regs
when vehicle / boat is not in use, then this product is perfect, a low cost cell and low cost e
Basic reg
switching regulator will do the job. However, if you have a good quality, expensive solar cell, r
who’s job is to effectively and efficiently contribute useful power into a system then this type of
PWM reg
regulator would be a very poor choice indeed, as such we limit the range of this product as to use
this technology on larger cells simply makes no sense. Advantage: very low cost. Suitable for:
Low cost cells where the objective is simply keeping a relatively inactive battery topped up (
MPPT reg
such as a starter battery ) as opposed to contributing useful power into a system.
Disadvantages, very ineffective at maximising the harvest from a solar cell. (Please note the
voltage 10
15 17
Yellow section on the Power curve graph ).
power point that the cell can achieve at that moment in time, depending on
2) PWM. Pulse Width Modulate regulator ( mid range cost, mid range
weather and other environmental factors, such as temperature. That side of
performance ) this type of regulator is still connected to the battery bank and is
the product is 100% geared to maximize the harvesting of the suns energy.
still under the influence of the battery voltage. However, the pulse width
This also allows for different cell ratings to be used with different voltages and
modulation allows the cell voltage to rise a bit further but it is still restricted
high temperature swings with no adverse effects and no setup required.
because of its direct connection to the battery bank. Its performance is better
The big advantage of the MPPT is that the battery and the solar cell are not
than the basic regulator type but still falls short of achieving the maximum
directly connected. This allows the battery charging side of the regulator free
available power. The lower the battery voltage ( i.e. a battery could drop to 11
to concentrate on the battery / power requirements and effectively use the
volts ), where maximum power is required, the less efficient this product is.
power available from the solar cell. The power is delivered to it via a highly
This can be seen in figure 5, whereby as the voltage drops the power does
efficient power conversion process, which not only maintains the max power
also. Other weakness with PWM controllers is the fact that solar cells open
point (MPP) in the higher voltage levels ( when the sun is out ) but continues
circuit voltage changes with temperature. The colder the cell is, the higher the
to generate power even under low light conditions when the MPP is below the
open circuit temperatures and vice versa, this is important to ensure that the
battery voltage ( see fig 4 ) as the MPPT has a voltage boost function. This
large voltage swings from the solar cell are within the rating of this type of
boost function allows the device to effectively absorb that last little bit of
product. This type of regulator is not recommended for use with ‘on grid’
power that can be obtained from the solar cell. Not only is this an effective
systems as there is still significant inability to achieve maximum power. They
function on a day to day basis, but, over time, if the cells become damaged,
are best used on ‘off grid’ systems. Advantage: Mid range harvest return
dirty or less efficient the MPPT continues to pull the power when a normal reg
from the solar cell, works fine especially in good sun conditions,
will have long since stopped working. Unlike a PWM regulator, an MPPT can
Disadvantage: no boost ability so not good in lower light ( Northern European
be used with ‘on’ or ‘off’ grid systems. This system is also easy to install as
use ), Please note on power curve graph, the power harvested would be
there is no setup depending on different cell types or environmental
the Yellow plus the Green section.
temperature, making it totally automatic.
fig 5
3) MPPT. Maximum Power Point Tracking regulators: ( latest technology and
most expensive type ) up to 40% improvement on top of the PWM, which is
about 70% on top of the basic unit. These, in effect, disconnect the solar cell
from the battery bank to allow it to ‘run free of the battery’ and obtain its best
performance. This means, in effect, you have 2 separate units, the solar cell
side, which is allowed to operate free from the battery voltage restrictions, so
the software can continually track and determine the most effective maximum
Advantage: Maximum performance from cell, low light / dirty cell operation
when all other units have become ineffective. Absolutely necessary for:
Large solar cells 100 watt + where every bit of possible power is required to be
harvested, from 100 watt - 1000 watt Disadvantages: higher cost.
Please note on the power curve graph that this technology will harvest
between the Red, Yellow and Green sections.
Page 28
Remote control allows access to all the relevant information, the panel comes complete with a 10 meter
telephone type extension lead. The meter is in a standard 450 mm threaded housing. This is an optional
product and is not required for the operation of the main products
remote control Solar remote control readings
1) Input voltage from cell
2) Output voltage to battery bank
3) Current generated flowing to battery bank
3) waterproof display, encapsulated electronics
4) 24 Ah manufactured
5) Unit temperature
6) Sleep over ride for information
7) Information scroll option
8) Back light option
9) Little power consumption when on sleep
10) Power manufacturing Flow indicator
11) Battery Temperature
Flow
Sleep
Alarm
Sterling Power Products
V
IN
Ah
12.6
OUT
Solar Regulator
Scroll
Deg C
Back
Light
solar
54 mm hole cut
Small
Switching
Regulator
PWM &
MPPT
150 mm Long x 110 mm Wide 120 High
70mm x 70mm x 60mm H
Switcher Reg
continuous
12 v 2 amp
24 v 1 amp
Max solar cell
Power Watts
70
70
Max solar cell
Quiescent current 4 step
open circuit voltage
Draw in ma
Charging
30 v
0.0 mA
no
50 v
0.0 mA
no
Battery
Remote
Type selection Option
no
no
no
no
Sterling
Part Number
SB122
SB241
PWM ( Pulse width modulated )
12 v 15 amp
160
12 v 30 amp
320
12 v 60 amp
680
12 v 90 amp
1000
30 v
30 v
30 v
30 v
<1mA
<1mA
<1mA
<1mA
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
SPWM1215
SPWM1230
SPWM1260
SPWM1290
24 v 10 amp
24 v 30 amp
24 v 50 amp
60 v
60 v
60 v
<1mA
<1mA
<1mA
yes
yes
yes
yes
yes
yes
yes
yes
yes
SPWM2410
SPWM2430
SPWM2450
MPPT ( Maximum Power Point Tracking )
12 v 15 amp
160
30 v
12 v 30 amp
320
30 v
12 v 60 amp
680
30 v
12 v 90 amp
1000
30 v
<1mA
<1mA
<1mA
<1mA
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
SMPPT1215
SMPPT1230
SMPPT1260
SMPPT1290
24 v 10 amp
24 v 30 amp
24 v 50 amp
<1mA
<1mA
<1mA
yes
yes
yes
yes
yes
yes
yes
yes
yes
SMPPT2410
SMPPT2430
SMPPT2450
250
700
1100
250
700
1100
60 v
60 v
60 v
SRC
Remote control option
forLong,
PWM110
andmm
MPPT
only
145 mm
Wide,
120 mm Tall
Alternator open circuit protection device
IP68
Alternator protection unit
One of the largest destroyer of alternators in the marine world is when a cable comes lose, a fuse blows
or an engine is electrically switched ‘off’ when the engine is running, all these things cause an alternator
to be disconnected from the battery while running, this, in turn, causes a massive spike in the alternator
which, in turn, can easily destroy the alternator regulator and any other advanced regulators in use, the
resulting bills can easily run into the hundreds of pounds, to avoid this, this simple device protects your Alternator
alternator from that spike offering a simple safe emergency route for that spike to be discharged giving standard
full protection to the alternator’s regulator with no back feed up the device. This unit is simple and easy Switched
path
to fit with no intrusion on the standard system. The unit does not carry the main current so only light
wiring is required. This unit works in conjunction with any alternator or splitting device suitable for 12 or
24V alternators:
Alternator protection device( 12V )
Alternator protection device( 24V )
Size
Weight
90 x 90 x 60 H
0.25
90 x 90 x 60 H
0.25
Page 29
Part nos
APD12
APD24
Emergency
alternator
route
Combined inverter chargers
Pro Combi S
Pro Combi Q
Pure sine wave
Quasi sine wave
1600, 2500 & 3500 Watt
230v 50 hz
auto select 50 or 60 hz
Now fitted with
Standard Features:
30 amp through current
new TX transformer
P.F.C. (power factor correction)
50% less quiescent current
Inc remote control with
10 metre cable
4 step progressive charging
8 battery type selector
Earth - Neutral link when on inverter mode
to comply with latest regulations
110v 60 hz
auto select 50 or 60 hz
The new Pro Combi range is designed to be very competitive, no frills, high
performance, and value for money products, presented in a simple, easy to
install and use style.
Awarded
Winner
Best Buy
from
If you require power assist, parallel connection, three phase output functions
or any other enhanced combi features then this range is not for you. If you’re
not familiar with these things this ProCombi is perfect for you.
Modern combis are getting more and more complex, with each company
trying to out do the next with abilities beyond the understanding and
requirements of most people. This detracts from the combi’s main strength
of being easy to install and easy to use. There is, no doubt, a market for all
the sexy functions but the vast majority of combi users simply do not need
them and never will. Most people simply require the unit to act as a high
performance constant current battery charger when on mains power then
cross over to act as an efficient inverter when on battery - and that’s it!
SAILING
TODAY
2008
In combi test
against Victron
Mastervolt
& Studer
EN61000-3-2
EN61000-3-3
EN50081-1
EN60335-2-29
The problem with enhanced functions is, even if they are not used, they eat
up valuable power. The more functions on a product running (even though
you do not use them) the higher the quiescent current on the inverter (the
current the unit uses itself to operate). Complex combis at 12V can use as
much as 9.5 A, whereas, Pro Combi can use as little as 2A.
Also, a lot of the expensive combis do not even have a power save function
which can drop the combi power consumption to as little as 0.2A when off
load, some combis continue to consume 2A + even when there is no load.
Sterling has reversed this trend with this Pro Combi range by stripping away
the unnecessary features from a complex combi saving money. The end
result is a simple, straight forward product that does what you think it should.
Using our years of experience in this market we have tailored the product
range to suit 90% of people purchasing Combis.
How to compare model ratings with other Combis:
Watts vs VA : the truth
The most significant issue to be aware of is how output ratings are massaged
to appear better than the competition. You might be excused for thinking that
a unit with ‘3000’ written on it, for example, means that it will deliver 3000W
continuously. This is not necessarily the case if you look at the small print.
Have you ever found it strange that the product you want to run ( i.e. the hair
dryer, washing machine, TV, etc. ) has the power consumption shown in
watts, yet the inverter/ generator companies give you the rating in VA, and
when you put your 1000W product on a 1000 VA inverter it does not work. In
the small print you find out that the 1000 VA inverter is only 700 watts for 10
mins then it over heats- this simply cannot be right.
In the eyes of the unknowing consumer, rating a power product in VA is a
simple way of using meaningless figures to confuse and make performance
appear better than it really is. Unfortunately this practice is still allowed in
Europe (European standards committees are looking into this practice)
unlike the USA where there are recognised standards (eg ABYC) and you
can be sued for publishing misleading information and incorrect ratings. The
only true rating, without confusion, is in watts, using a simple resistive load
with unity power factor, such as an electric heater / standard light bulb, etc.
This method gives a lower correct figure, however, it is not what the
marketing teams involved in promoting power products want to see.
Take, for example, a 3000 Victron Multi that is perceived by the public to be
3000W continuously rated. If, however, you read the Victron specification for
watts at 40degC the actual power is 2200Watts.The Sterling 2500W Combi
delivers 2300Watts which in fact makes it a more powerful unit . This
distortion is not limited to Victron, unfortunately most, if not all, the European
manufacturers push model figures to the realms of fantasy in spiralling
competitiveness and in order to confuse and impress the public who believe
that these figures are actual continuous power rating.
Page 30
Furthermore, the effects of temperature and the duration of duty (i.e. how long a load is
maintained) can also be used to manipulate ratings. It is much harder for a unit working
in 40degC ambient temperature than in 25degC, just as it is harder to run at a higher
load for extended periods. Therefore, a unit rated for short periods at a cooler
temperature will also appear more powerful.
To illustrate, taking data published by Victron Energy and Mastervolt, the following
comparison can be made:
Model/product
Public perceived power
Victron Phoenix MultiPlus 12/3000/120
Mastervolt Mass Combi 12/2500-100
Sterling Pro CombiS or Q 12/2500
Victron Quattro 12/5000/200
Sterling 3500 combi
3000W
2500W
2500W
5000W
3500W
True Cont. Watts @ 40degC
2200Watts
Not stated
2300Watts
12 V / 3000Watts
3300Watts
The simple truth of the matter is VA means nothing. If you want to know how much
power your inverter is going to give you then ask for the rating in watts at 40 deg C , all
the other ratings should be kept for the comic books where they belong. ProCombi has
the lower value in the model name but, in fact, is the more powerful of the bunch when
like for like ratings are compared making it even better value for money than you
thought. With the Sterling unit you get what you think you should be getting, and it does
what it says it does on the box.
The sooner ratings have a legal recognised standard like the U.S.A. the better for
everyone.
Pro Combi Q quasi sine wave 220 v 50 Hz Euro Standard
D/C voltage Power at 25 deg C ( watts )
Part nos
12
1600
PCQ121600
12
2500
PCQ122500
24
1600
PCQ241600
24
2500
PCQ242500
Pro Combi S pure sine wave 220 v 50 Hz Euro Standard
D/C voltage Power at 25 deg C ( watts )
Part nos
12
1500
PCS121500
12
2500
PCS122500
12
3500
PCS123500
24
1500
PCS241500
24
2500
PCS242500
24
3500
PCS243500
Pro Combi Q quasi sine wave 110 v 60 Hz USA Standard
D/C voltage Power at 25 deg C ( watts )
Part nos
12
1600
UPCQ121600
12
2500
UPCQ122500
24
1600
UPCQ241600
24
2500
UPCQ242500
Pro Combi S pure sine wave 110 v 60 Hz Euro Standard
D/C voltage Power at 25 deg C ( watts )
Part nos
12
1500
UPCS121500
12
2500
UPCS122500
12
3500
UPCS123500
24
1500
UPCS241500
24
2500
UPCS242500
24
3500
UPCS243500
European use
230 V 50 Hz
North America
110 V 60 Hz
What does the Pro Combi range offer?
On the battery charger side
1) 4 step constant current battery charging
2) 8 preset battery type selector plus de-sulphation
3) powerful charge rate
4) will charge even with totally flat batteries
5) PFC, draws about 30% less power than conventional units
General
1) removable local panel to give remote control with warning and function LED
2) remote on/off plus remote power saver on/off
4)10 metres remote cable
5) almost 20 alarms / warnings / information
There are 2 main models the Pro Combi Q ( for quasi-sine wave ) and the
Pro Combi S ( for pure-sine wave )
On the crossover side
1) 20 m/s crossover time, will not to lose any equipment due to power loss
2) 30A through current ability on all models
3) twin 30A / single 50A on the 3500W models
So the simple question is, what best suits your needs?
Pro Combi Q, (quasi-sine model) suitable for most installations, where you
would use a microwave, fridge, hair dryer, vacuum cleaner, kettle, computer, etc
The vast majority of products will run on quasi-sinewave. Hi Fi could have a
On the inverter side
buzz on the speakers and older non flat screen TVs may have a line on the
1) high overload ability
screen. It is not possible for us to say what item may have a problem, if any.
2) high temperature rating
Pro Combi S ( pure sine wave model ) where all the above plus washing
3) low quiescent current
machines, bread makers, thyristor controlled equipment are used - then sine
5) power saver mode to automatically reduce power
wave is required.
6) allows through power even with no batteries connected
To make the choice even simpler we have 6 months exchange/upgrade
7) neutral earth link to enable RCD breakers to work
policy. If you purchase a Pro Combi Q and find there is some equipment that
you cannot run due to the Quasi Sine wave and require Pure Sine wave,
On the remote control
Sterling are happy to up-grade your quasi-sine unit for Sine wave with the only
1) ability to switch the unit on/off
cost being the difference between the 2 products (unit must be sent direct to
2) ability to select or de select power saver mode
Sterling and in good condition). Offer applies dealing direct to the factory only.
Pro Combi Q
General specification
Pro Combi S
Pure sine wave
Input Wave form:
Pure sine wave
Input 230 v a/c
Nominal Voltage:
110v USA
110v a/c USA
Input 230 v a/c
184v+/- 4% Euro
Low voltage trip:
92v USA
92v a/c USA
184v+/- 4%
voltage 194v +/- 4% 97v USA
Minimum engage:
95v USA
voltage 194v +/- 4%
270v +/- 4%
High voltage trip:
128v USA
126v USA
253v +/- 4%
253v +/- 4%
High voltage re engage:
122v USA
121v USA
243v +/- 4%
270 v rms
Max input a/c voltage:
135v USA
135v USA
270 v rms
50hz or 60hz auto detect
Nominal input frequency:
50hz or 60hz auto detect
47 hz for 50 hz, 58 hz for 60 hz
Low freq trip:
47 hz for 50 hz, 58 hz for 60 hz
53 hz for 50 hz, 62 hz for 60 hz
High freq trip:
53 hz for 50 hz, 62 hz for 60 hz
( on by pass mode ) same as input
Output wave form:
( on by pass mode ) same as input
Circuit breaker
Overload protection :
Circuit breaker
Circuit breaker
Short circuit protection :
Circuit breaker
30 amp
Transfer switch rating :
1500-2500 w = 30 amp the 3500 w= 50 amp
96%+
Efficiency on line transfer mode:
95%+
20 ms
Line transfer time :
20 ms
yes
Bypass without battery connected :
yes
30 amps
Max by pass current :
30 amp
35 amps: Alarm
By pass over load current :
35 amps: Alarm
Inverter Specification / output
Inverter Specification / output
Modified Sine Wave/ Quasi sine wave
Output wave form:
Pure sine wave
1600
2500
Output continuos power watts
continuous 1500 / 2500 / 3500
2400
3600
Output continuos power VA
0.9- 1.0
Power factor:
0.9-1.0
230vac
Nominal output voltage rms :
110v USA
115v USA
230vac
260vac
Max voltage rms :
110v USA
130v USA
260vac
+/- 10% rms
Output voltage regulation:
+/- 10% rms
50hz+/-0.3hz or 60hz+/-0.3hz
Output frequency:
50hz+/-0.3hz or 60hz+/-0.3hz
<150ms;0% to 100% RCD load
Transient response time:
<150ms;0% to 100% RCD load
>85%
Nominal efficiency :
>88%
PQS1500=4500va PQS2500=7200va
1500model =4500va 2500model = 7200va
Surge ratings :
12 v 2a 24v 1 amp with new TX transformer
12 v 2a 24v 1 amp with new TX tran
Online current consumption at 12 v/24
12 v 0.4 24v 0.2
12 v 0.4 24v 0.2
Power saver mode current consumption
yes, less than 3 cycles
yes, less than 3 cycles
Short circuit protection:
Inverter Specification / input
Inverter Specification / input
12 or 24 v depending on model
12 or 24 v depending on model
Nominal input voltage :
10 v for 12 v model 20v for 24 v
10 v for 12 v model 20v for 24 v
Minimum start voltage :
10.5v for 12 v model 21v for 24 v
10.5v for 12 v model 21v for 24 v
Low battery alarm:
10 v for 12 v model 20v for 24 v
10 v for 12 v model 20v for 24 v
Low battery trip:
15.5 for 12v model 30v for 24 v
15.5 for 12v model 30v for 24 v
High voltage alarm:
below 20 watts when enabled
below 20 watts when enabled
Power saver :
Same switched on/off on remote
can be switched on/off on remote control
Power saver :
Charger Mode specification
Charger Mode specification
196-245 v ac
196-245 v ac 96-130 v ac USA
Input voltage range:
dependent on battery type
dependent on battery type selection
Output voltage:
1500 - 40A 2500 - 70A 3500 - 100A
1600- 40A 2500 - 55A
Output current 12 v model :
1500 - 20A 2500 - 35A 3500 - 50A
1600- 20A 2500 - 25A
Output current 24 v model :
0-15v for 12 v x 2 /24v
0-15v for 12 v x 2 /24v
Battery initial voltage for start up:
15.7 12 v x 2 for 24 v
15.7 12 v x 2 for 24 v
Over charge protection shutdown:
Charger curves
Charger curves (4 stage constant current )Battery types
Same as Pro Combi Q
4 step digital controlled progressive charge
same
Battery type
charge V
float V x 2 for 24 V
same
Gel U.S.A
14.0
13.7
same
A.G.M. 1
14.1
13.4
same
A.G.M. 2
14.6
13.7
same
Sealed Lead Acid
14.4
13.6
same
Gel Euro
14.4
13.8
same
Open Lead acid
14.8
13.3
same
Calcium
15.1
13.6
same
De-sulphation
15.5 for 4 hrs
same
Battery bank size: auto detected / auto program adjusted
General Features.
General Features.
Front control panel removable as remote
Remote control. Front control panel removable as remote
Size: 185W 180H 430L (1600, 2500) 227W 180H 512L (3500)
Size: in mm
185W 180H 430L (1600, 2500)
Weight: 1500w 20 kg
2500w 20 kg 3500w 24kg
Weight:
1600w 18 kg
2500w 20 kg
Page 31
Quasi Sine Inverters
Pro Power
Q
General opinion over the last few years was that the quasi-sine wave inverter was dead and the pure sine-wave inverter would rule the world (an opinion not shared by Sterling). Sales of quasi-sine
wave inverters have continued to out-grow sales of pure sine-wave, proving that there is plenty of life left in this technology. The principle reason is that most of the equipment such as mobile phones,
TVs, drill chargers and all that type of equipment which used to have a problem working with quasi-sine wave tends to now work fine on quasi-sine as the effected equipment tends to use a switch
mode power supplies in the design which works fine with quasi sine wave. This meant that rather than the problems getting worse over the years the problems have diminished, however, this is not to
say that the odd microwave, drill, vacuum cleaner would not work (if there is a thyristor control circuit employed then this can still be an issue) but there is no question this is becoming more rare as the
years go past, plus, it usually is a lot cheaper to replace a £35 microwave to a different model which will work rather than spend £700 on a sine wave model to make it work .
Sterling has invested in a new range of quasi-sine inverters because they are smaller, lower cost, offer better performance, are more efficient and more reliable than sine-wave. We, at Sterling, have
always found the quasi-sine wave inverter more than adequate for general requirements in boats and vehicles. There is still the odd appliance, such as washing machines, where quasi-sine wave
inverters simply do not work but all in all they do a great job - especially considering their cost. With this in mind, we have made a new range of DIGITAL quasi-sine inverters called the Pro Power Q. The
idea behind this was to push forward this technology and bring in some new features. The most obvious change in this new inverter is its style, tough aluminum extrusion with great looking plastic end
caps. Euro and British sockets are on all this range, enabling the unit to be compatible across Europe without problem. The new extrusion design has allowed us to reduce the size of the 1000-2500W
units by nearly 40% but still offer their full power and even better performance over the previous models. If you also require a battery charger then look at our new Pro Combi Q range.
Noisy fans was always a favorite complaint with our standard range, So for power to size ration this new larger size Pro Power Q range is simply unchallenged.
ALL THESE INVERTERS ARE
e marked to 95/54/EC
350 WATT
I12150
800 watt
1800 watt
RoHS
1000-2700 watt
150W oval style is available in 2 versions
inc remote control
I12150 = this model is the most popular with a
universal socket which can be used for all differentand 10 mtrs cable
plugs round the world.
I12150CT = this model has a British socket on one
side and a German style socket on the other, This
unit tends to be used where companies want to
have the inverter standard rated as a mains power
source, where in actual fact it is an isolated power
supply.
New turbo coke can inverter:
The popular 100 watt inverter which
can lie flat or fits in a standard coke
can holder in cars / lorries / boats
now has a new big brother which
keeps the same convenient style
and application, but now has an
internal fan to keep it cool. The end
result is that it can produce a
comfortable 170 watts. The new
turbo model is about 20 mm longer
and requires either an open cup
holder or a cup holder with at least 5
mm larger diameter than the unit to
allow the fan enough room to let the
air flow through the product.
compliant
230 v 50 hz Quasi Sine wave inverters
Socket type Voltage d/c Power( continuous ) Size L x W x Dmm Weight
Universal
12
100 watts
65 dia 145
0.2
Universal
12
150 watts
100 mm oval 145L 0.3
British/Euro
12
150 watts
100 mm oval 145L 0.3
Universal
12
200 watts
65 dia 145
0.3
British/Euro
12
350 watts
120 x 150 x 65
1.0
British/Euro
12
600 watts
150 x 150 x 65
1.3
British/Euro
12
800 watts
180 x 150 x 65
1.8
1000-2700 watt Inc Remote control and 10 metres of cable
British/Euro
12
1000watts
180 x 250 x 100
2.0
British/Euro
12
1800watts
270 x 250 x 100
4.0
British/Euro
12
2700watts
370 x 250 x 100
5.0
5000 watt inc remote control , not compact design as above
British/Euro
12
5000watts
700 x 250 x 250 10.0
New High power versions no remote
Hard wired
12
4000watts
510 x 230 x 155
7.0
Hard wired
12
5000watts
510 x 230 x 155
7.5
Universal
Universal
British/Euro
Universal
British/Euro
British/Euro
British/Euro
British/Euro
British/Euro
British/Euro
British/Euro
I12170T
I12100
Hard wired
Hard wired
Fan cooled 200 watt
The quasi sine wave inverter is by far the most popular for the above
reasons. All Sterling inverters are continuously rated, with all the usual
overload, over voltage and low voltage cut outs, all the inverters come with
cable and 24 kt gold connectors, in order to prevent battery terminal
corrosion. Available in 230 volts for UK and Europe and also 110 volt for
building sites / off vehicle use or for equipment supplied on boats made in
the USA (not suitable for washing machine / some bread makers)
2700 watt
24 v versions
24
100 watts
65 dia 145
0.3
24
150 watts
100 mm oval 145 0.3
24
150 watts
100 mm oval 145 0.3
24
200 watts
65 dia 145
0.3
24
350 watts
120 x 150 x 65
1.0
24
600 watts
150 x 150 x 65
1.3
24
800 watts
180 x 150 x 65
1.8
1000-2700 watt Inc Remote control and 10 metres of cable
24
1000watts
180 x 250 x 100
2.0
24
1800watts
270 x 250 x 100
4.0
24
2700watts
370 x 250 x 100
5.0
5000 watt inc remote control , not compact design as above
24
5000watts
700 x 250 x 250 10.0
New High power versions no remote
24
4000watts
510 x 230 x 155
7.0
24
5000watts
510 x 230 x 155
7.5
Part nos
I12100
I12150
I12150CT
I12170T
I12350
I12600
I12800
I121000
I121800
I122700
I125000
IH124000
IH125000
I24100
I24150
I24150CT
I24170T
I24350
I24600
I24800
I241000
I241800
I242700
I245000
IH244000
IH245000
110 v models for UK building sites with remote control and Engine interlock
Yellow 16 amp 12
1800watts
270 x 250 x 100
2.0 AI121800
Yellow 16 amp 12
2700watts
370 x 250 x 100
4.0 AI122700
Yellow 16 amp 24
1800watts
270 x 250 x 100
2.0 AI241800
Yellow 16 amp 24
2700watts
370 x 250 x 100
4.0 AI242700
Page 32
Pure Sine wave inverters
Pro Power S
ADVANCED DIGITAL PURE SINE WAVE INVERTER (high quality telecom spec)
150 watt - 2000 watt conventional stand alone inverters
3000 watt with 30 amp a/c crossover switch
We have developed the new Sterling pure sine wave, heavy-duty
inverter with very high quality wave form, because most sine wave
inverters will not run some sensitive equipment. This inverter ensures
all electrical products run at their very best. This model is of telecom
output standard, and simply the best. It removes all problems linked
with even the so called best pure sine wave inverters. It works perfectly
with all sensitive equipment which even so called pure sine wave can
cause problems with.
The 2000-3000 watt unit is capable of running a standard washing
machine and all thyristor controlled devices which cannot be run by
quasi-sine. However, if there is a washer dryer then the 3000 would be
best. The units all come with a standby circuit which offers a 0.2A
consumption with no load and a low online loss of about 1.2A if power
saver is not engaged.
The remote control is a standard feature that comes complete with a 10
metre connecting cable.
1500/2000 watt
inc remote control
350 watt
200 watt
230 v 50 hz Pure Sine wave ( telecom standard wave form )
Socket type Voltage d/c Power( continuous ) Size L x W x D mm Weight Part nos
Universal
12
200 watts
230 x 120 x 75
1.4 SI12200
Universal
12
350 watts
230 x 120 x 75
1.7 SI12350
British/Euro
12
700 watts
290 x 175 x 80
3.5 SI12700
British/Euro
12
1000 watts
340 x 175 x 80
4.1 SI121000
with remote control ( below )
British/Euro
12
1500 watts
390 x 300 x 100
3.5 SI121500
British/Euro
12
2000 watts
390 x 300 x 100
3.5 SI122000
Universal
Universal
British/Euro
British/Euro
24
24
24
24
British/Euro
British/Euro
24
24
Hard Wired
Hard Wired
12
24
200 watts
230 x 120 x 75
1.4
350 watts
230 x 120 x 75
1.7
700 watts
290 x 175 x 80
3.5
1000 watts
340 x 175 x 80
4.1
with remote control ( below )
1500 watts
390 x 300 x 100
3.5
2000 watts
390 x 300 x 100
3.5
With a/c automatic 16 ms crossover 30 amp a/c
3000 watts
510 x 280 x 190
14.5
3000 watts
510 x 280 x 190
14.4
SI24200
SI24350
SI24700
SI241000
SI241500
SI242000
SI123000U
SI243000U
700/1000 watt
ONBOARD ENTERTAINMENT EQUIPMENT INVERTER
400 watt, Pure sine wave ( low frequency )
With auto cross over switch ( U.P.S. FUNCTION )
Dedicated for use with AV systems these models have particularly low
levels of noise emissions to which very sensitive equipment can be
susceptible. The auto crossover function means that when power is
transferred from inverter to another available source, there is no loss
of power to the appliances. As a result there is no interruption to
operation and clock settings etc are preserved.
Output continuous power 400 watts
Surge rating ( 5 seconds ) 800 watt
Output voltage 230 volts +/- 3
volts
Efficiency 88%
Power draw in stand buy 0 amps
includes
d/c input cables
a/c input cables
plus
remote and 10 meters
cable
230 v 50 hz Pure Sine wave ( telecom standard wave form )
Socket type Voltage d/c Power( continuous ) Size L x W x D mm Weight Part nos
Universal
12
400 watts
250 x 100 x 85
5.5 SI12400
Universal
24
400 watts
250 x 100 x 85
5.5 SI24400
Page 33
High power performance alternators
Description
12 v 200 amp alternator with standard reg
12 v 200 amp alternator with standard & PDAR
12V / 200A
GOOD LOW R.P.M. PERFORMANCE
Part nos
AL12200
AL12200PDAR
200
190
75
180
150
170
160
150
140
130
120
110
55
100
90
x 2 lugs
80
56.5
70
12 mm
dia
no
thread
Max D/C output amps
60
50
40
30
90
20
10
0
155
90
12 mm
dia no
thread
0 1000 2000 3000 4000 5000 6000 7000
Alternator Shaft R.P.M
Description
12V 140 amp alternator with standard reg
12V 140 amp alternator with standard & PDAR
12V / 145A
GOOD LOW R.P.M. PERFORMANCE
alt supplied with multi v and twin v pulley
photo shows multi v
150
19.0 mm
M10
140
130
120
62mm
110
TERLING POWER PRODUCTS
UNIVERSAL ADVANCED DIGITAL+
4 STEP ALTERNATOR REGULATOR
EXTRA
CONNECTIONS
BLOCK
GREEN: HIGH CHARGE RATE ON
S
ALT
TEMP
YELLOW: TIMER ACTIVATED
GREEN: FLOAT MODE
BATTERY
TEMP
ORANGE: LOW VOLTAGE WARNING
D+
SWITCH
RED ONLY : HIGH BATTERY V TRIP
FLASHING RED: HIGH BATTERY TEMP
BATTERY TYPE: GREEN: GEL/SEALED
YELLOW: OPEN LEAD ACID
RED: A.G.I.
ALL L.E.D.S
FLASHING
HIGH
ALTERNATOR
VOLTAGE
TRIP
BATTERY NEG TRIP FAULT
GREEN:HIGH ALT TEMP DISENGAGE
YELLOW:12 V SYSTEM SETUP
dia
pulley
6 grooves
100
90
80
16.5 mm
70
60
50
ON
ON
ON
12
LEAD
OPEN
L.E.D.
( YELLOW )
A.G.M
L.E.D.
( RED )
182 mm
40
30
20
10
0
10 mm
GREEN: 24 V SYSTEM SETUP
BATTERY TYPE
PROGRAM SELECTOR
SWITCH, INSIDE LID
12
3 BATTERY TYPE
POSITIONS
GEL
SEALED
L.E.D.
( GREEN )
shaft dia
175mm
Max D/C output amps
with or without
the best
advanced
alternator reg on
the market
fan
Part nos
AL12140
AL12140PDAR
dia
REMOTE
CONTROL
SOCKET
12
HELP LINE FOR STERLING POWER PRODUCTS TEL U.K 01905 26166
CS144 Delco
24 v 140 amp
PDAR
DIGITAL 4 STAGE
ADVANCED
ALTERNATOR
REGULATOR
50 mm
0 1000 2000 3000 4000 5000 6000 7000
Alternator Shaft R.P.M
175 mm
Description
24 v 150 amp alternator with standard reg
24 v 150 amp alternator with standard & PDAR
GOOD LOW R.P.M. PERFORMANCE
Part nos
AL24140
AL12140PDAR
150
60
140
130
150
0.5
30
33
120
pulley not supplied
shown as example
110
100
90
80
Max D/C output amps
70
60
50
40
30
20
10
0
0 1000 2000 3000 4000 5000 6000 7000
Equilivent product part numbers
12.3
AC172RA Alternator Shaft R.P.M
Bosch
0120 689 520
Prestolite 1277640
3
16.5
Page 34
180
15
47
97
M24
Pneumatic tank gauge system
Stainless steel
or copper
flange
4 mm
Stainless
steel tube
or
copper
Internal dia
6 or 7 mm
External
diameter
5.5-6 mm
Oil resistant
tube
4.2 mm hole
Weld
or solder
Tank
top
0.95 meter
can be
extended to
2 meters
Oil resistant
gasket about 3 mm
Supply
m3 nut and bolt for metal tanks
or 4 mm self tapper stainless steel for plastic
Pneumatic
Tank Gauge
Pump / control box must be positioned
above the highest point of the tank, i.e.
above the filler cap height, in order to
prevent liquids from entering the unit
and damaging the sensors
Tank Gauge System Pump Package and LED Display
Size L x W x D mm Weight kg Part nos
145 x 90 x 40
0.5
TGS
MAX TANK DEPTH
ON STANDARD MODEL
SET ON WATER DENSITY
1.50 metre
AIR
PUMP
TRANSDUCER
80 mm x 60 mm x 20 mm
TANK
PUMP ON/OFF
PUMP ON
CONTINUOUS
MODE
ALARM OFF
LOW VOLTS
WARNING
LIQUID
1 metre Stainless steel tank tube
Weight kg Part nos
0.05
TGT
The problem:
Most boats suffer badly from unreliable tank level
gauges, this is a particular problem with dirty
water tanks. The main problem is the corrosive
nature of the salt water in the tank and the fact
that float meters are damaged in the tanks.
The solution:
The measuring device must not be effected by
the movement or the corrosive nature of the fluid
it is measuring. The best way to achieve this is the
way ships and other quality tank meters work by
using pneumatics. This has always proved too
expensive to miniaturize for leisure craft use until
now.
How does it work?
The new Sterling gauge works on a very simple
principle. If you put a small tube to the bottom of
any liquid, then pump air through the tube to
remove all the fluid from it, then the atmospheric
pressure or back pressure on the liquid is directly
proportional to the depth of the fluid (taking
density into account). For this to work, we need a
simple pipe (approx 2-3 mm diameter) from the
top to the bottom of the tank, then pump air
through the pipe and measure the back pressure
of the air (the transducer) and display it on a
display panel. Simple?
Well not that simple, we need a compressed air
pump with a complex software program control to
reduce power consumption to milliamps and to
return a highly accurate reading, all at a sensible
cost.
The Sterling Tank Gauge is a fully programmable
system, where you program in the following information,
1) tank depth 2) fluid density (water, diesel, dirty water,
petrol) 3) operation mode (i.e. a water or fuel tank would
require the alarms etc to go off when the tank is empty,
but a dirty water tank would require its alarms when it is
full) with these three pieces of information simply
connect the unit to a pipe which is about 10 mm off the
bottom of the tank and the L.E.D. display will give a good
indication of the depth. For a more accurate analysis the
L.E.D display can be connected to the optional L.C.D
display which will scan up to 8 tanks and display the
depth in % full in rotation, when the fill button is pushed
on the tank, for example tank 6, then the L.C.D. display
will lock onto that channel.
The system must only be used where the pump sensor
unit can be fitted above the level of the highest point on
the tank system, i.e. above the height of the deck filler
system or a U bend in the tube going above the filler, i.e.
in an over fill condition liquid must not run into the unit.
Quick check list
?
No moving parts in the tank
?
No electricity in the tanks
?
Cannot stick corrode or jam up
?
Not effected by any corrosive fluid
?
Easy to replace or repair if faulty
?
No need to test (set up in software program)
?
Very accurate
?
Alarms adjustable both ways
?
Set for water, diesel, petrol, sea water
?
Voltage 8-32V
?
Self cleaning
?
Local and remote readings
Page 35
Red flash
100-95%
Red on
90-95%
Green on
80-90%
Green on
70-80%
Green on
60-70%
Green on
50-60%
Green on
40-50%
Green on
30-40%
Green on
25-30%
Green flash 20-25%
Red slow flash15-20%
Red fast flash 10-15%
Red (ALARM) 0-10%
CE
pump package includes
1) air pump and transducer box
2) LED output display
3) 1 meter plastic pipe from pump to tank
4) 5 meter cable from pump to LED display
5) full instruction set
Sterling Power Products
Tank
Auto
A/CGauge
Power Selector Switcher
level
with
Information
Power Information
Tank 1
Diesel
Select
auto
man
1
2
3
4
Stbd diesel
Port diesel
Stbd water
Port water
CE
on/off
46%
alarm
light
5
6
7
8
Dirty water
Centre water
Centre Diesel
Spare
Multi tank gauge kit includes
1) 8 tank LCD reader / scanner panel
2) selection of sticky labels with tank names
3) 2 x 10 meter cables for 2 tanks
extra tank cables can be purchased
Tank L.C.D. Display Scanner Unit
Size L x W x D mm Weight kg Part nos
90 x 60 x 20
0.2
TGM
Extra 10 metre of cable for pumps TGL10M
Extra 5 meter of cable for pumps TGL5M
Automatic / Manual a/c Power selector switch
3 input 32A / 110/230V a/c auto selector with remote control
Make your own combi
tailored to your needs
Generator
( UP TO 8000 WATT CONTINUOUS
32 AMP 230 VOLT A/C , FUSED ,OR OTHER SOURCE )
Inverter
ProSwitch
( UP TO 8000 WATT CONTINUOUS
32 AMP 230 VOLT A/C ,FUSED, OR OTHER SOURCE )
Shore Supply
New upgraded
model
IMMERSION
HEATER
EARTH TRIP
PLUS FUSE BOX
CONTACTOR
CONTROL
SIGNAL
( UP TO 8000 WATT CONTINUOUS
32 AMP 230 VOLT A/C , FUSED, OR OTHER SOURCE )
Boat/vehicle electrics
FEED TO
BATTERY CHARGER
IMMERSION HEATER
BATTERY
CHARGER
Pro switch 32 amp 110-230 v a/c auto crossover
Description
Part nos
Main control box
AC32A
Extra 230V / 20A contact relay
CON1
TO BOATS / VEHICLES
RING MAIN
STANDARD
BOX WITH 20 AMP
CONTACTOR
ITEMS NOT REQUIRED
WHEN INVERTER ON LINE
The new simple power selector offers many new features not available on
the older 16A crossover switch, due to its digital control system.
1) 40A internal switch: Switches live and neutral with a 0.25s time delay
between switch ‘off’ and ‘on’, to prevent wave doubling of the voltage and
destroying sensitive equipment.
2) Multiple internal power sources: The system powers itself from each
attached power supply; and not from the boats/vehicles D/C system. This
is to ensure the system will work even if your batteries are flat. There is no
point having an A/C selector switch powered from the D/C system,
because if the D/C system fails then you cannot switch the system onto
charge the batteries. The Sterling system obtains its control power from
each input source, so preventing this problem.
3)Sequential switching: The unit has a simple operation mode; channel 1
is the priority, then channel 2, then 3. In other words if you allocate the
inverter to channel 3 then plug in the shore power on channel 1, the switch
will automatically switch the system to the shore power etc.
4) Lock out circuit : It is assumed that channel 3 would be your inverter ( it
could be another power supply depending on how you wire the system up).
With a lower power inverter you may not wish your immersion heater or
battery charger to work when the inverter is online; so connected to this
circuit is a small relay which can break the control circuit on an external
switch/relay block. This then allows you to wire the battery charger and
immersion heater to a separate connector block, preventing these items
being online when the inverter is operational.
5) Remote control: The remote control will tell you which circuit is the
current power circuit; and, if the light is flashing, then it will also show if
power is available on another circuit. There is also a fault light.
6) Faults / Reverse polarity check: The unit will show if there is a reverse
polarity on channel ‘A’ which is assumed to be the shore supply system.
7) Internal fuses: The control box has 6 internal fuses; one on each live
and neutral, so that even in the event of a reverse polarity the neutral line
is also fused for safety reasons.
8) Remote on/off. This switch enables the shore power to be switched ‘off’
( the priority circuit ) in the event of the shore power not being powerful
enough to do a specific job, for example, if your shore power was limited
to say 5A ( about 1.2 KW ) but your immersion heater/washing machine
may be 3000W, you may wish to shut down the shore supply and allow the
more powerful inverter or an onboard generator to do the job.
9) 230V or 110V or a mixture of each can be used at the same time,
ensuring operation in all the worlds different power supply conditions.
10) Other features includes a 10 sec time delay on the generator line to
allow generator start up.
230 V manual 16-30-50A 3 way cross-over switch
ideal where 3 power sources are used such as
inverters, shore power and generators on a boat/vehicle
1
Easy to install
Front panel waterproof
Easy to use
Supplied with 2 shafts
for thin panel mounting
and ½” panel mounting
o
3
Pro switch 32 amp 110-230 v a/c auto crossover
Input sources Output Continuous Amps Max Voltage Number of poles Part nos
3
1
20
300
3
SC20A
3
1
32
300
3
SC32A
3
1
50
300
3
SC50A
Page 36
IP 68
Voltage, Temperature & Galvanic monitoring with alarm
Standard instrumentation never seems to give you what you want. The product comprises of a
device capable of measuring 5 voltages and 3 temperatures. Not only can the unit monitor, it can
also have each channel alarm at specific levels - high and low voltage alarms (made by you), for
example, you may want a low voltage alarm at 10.5V with a high voltage alarm at 15V. This may
be the same with temperatures, you may want to measure battery temperatures and set the alarm
off at 50 deg C, 70 deg C for an engine water pump case or even the overboard exhaust
temperature to ensure the sea water cooling pump is operational. The product is totally flexible
and allows you to choose what you wish to monitor and what alarm parameters you wish the unit
to activate at.
There is also the possibility to change the conversion display factor i.e. if you want to monitor a
120V battery pack you can add a resistor ladder in front of the actual connector and you are able
to change the conversion factor at the display to display the exact voltage.
Specification:
Supply voltage: 8 - 35VDC
Current consumption: < 3mA (30mA with backlight), < 1mA Sleep mode
Voltage monitoring range 1 x 0 - 5VDC ( galvanic montering circuit ) , 1 x 0 - 33VDC ( unit supply
voltage ) 3 x 0 - 60VDC
Adjustable conversion factor for each voltage channel individually
Low and high voltage alarms for each voltage channel in the full range
Temperature range: 3x -10 - 150 DEG C
Temperature can be displayed in Celcius or Fahrenheit
High Temperature alarms for each temperature channel in the full range
Relay (open or closed) can be linked to any volt or temp channel.
Backlight colour user selectable (blue, red or green) or Auto select, changes colour based on
alarms or conditions
Screen alarms: for any alarms the screen will display a red screen
Buzzer alarms: for any alarms the buzzer can be on or off. If on the alarm can be muted.
Galvanic monitoring: channel 4 is a very accurate 0-5 voltmeter , ideally suited to measure the
d/c voltage differential between the shore power earth and the boats earth-neg-bonding-zinc
common voltage. This device can only be used if a Zinc saver / galvanic isolator is fitted to protect
the boat. In the highly unlikely event of a failure or a breakthrough this reading can tell you if there
are any voltages which could damage your boat which has broken through the galvanic safety
barrier.
Manual lock or auto scan. The unit will, on default, simply scan through all 5 voltage and 3
temperatures remaining on each parameter for about 3 seconds, you have the option to allow
Waterproof
continuous scan or simply lock the display on the one screen. Please note that even if you have
locked the display on one parameter all the other parameters are still being scanned and, if there
is an alarm on one of the other channels while you have it locked onto a different channel the
alarm will breakthrough. After you acknowledge the alarm the previously locked screen will be
returned automatically.
Setting degree C or degree F scale. The default is set at deg C, however, the deg F scale can
be simply selected during setup. Prior to auto scanning the 3 temp readings the unit will display C
or F to show the scale it is locked onto. Obviously if this information is redundant after setup but
remains incase a person not knowledgeable about the equipment is looking at the screen.
Removing unwanted channels. There are, in total, 8 channels yet you may only want 3 or 4.
You can simply remove the channels from the scan list if not required.
Removing unwanted alarms. There is an upper (volts + temps) and lower alarm (volts) for each
setting, you may not wish to engage some of these alarms, you can simply remove any alarms
you wish not to use.
Relay Circuit. The relay circuit can be attributed to any one specific setting of the 8 channels or
switch when any of them alarm. To do things like start a generator up when the batteries get too
flat or shut an engine down if a temperature gets too hot, there is a relay offering normally closed (
N/C) or normally opened (N/O) switching. This can then be used to activate whatever you wish to
upon the alarm levels being reached. In most cases we think this will be to start up a generator to
charge the batteries so the default setting is on channel 1 set at a low voltage warning. This will
activate the relay thus activate the gen set if you have that ability on your gen set. However, any
other of the parameters can be used, i.e. you may want high temperatures to switch off an engine
in which case simply program one of the high temp trips to do this.
Background LED lights will only stay on in auto mode when the system has surplus power i.e. it’s
charging.
Lock unit. if you run a charter boat you do not want your customers to change settings. In this
case you can lock the settings by a code. In the case you have locked the unit it will only be
possible to screen through the displays and to mute an alarm.
Automatic backlight color change. The backlight can change its colour automatically if the
colour change value has been tripped. I.e. In a 12V system: < 12.2V = red colour, < 13.2V = green
colour, < 15V = blue color, > 15V = red colour. These values can be changed for each
channel individually.
Low voltage saving. The lowest voltage for each channel will be saved. The voltage has to
remain at this level for minimum 10 minutes to be saved. This ensures that there will be no low
voltage saved in case an anchor windlass or bowthruster has been used. This value can be
deleted to run a new low volt monitoring.
IP 68
-+
Unit
power feed
Temp
1
Internal
Relay Circuit
Remote
control
Closed
Relay
N/C
input
N/O
Input
3
T3
V3
+ 12
+3
+4
+
shore
connection
a/c
fuses
1
3
2
4
5
Sterling Power Products
V
Volts
12.6
Select
Override
Earth
a/c
circuit
Kit includes:
1 x control box
1 x remote control
1 x temp sensor
Temp
Back light
Alarm
Audible alarm
disable
hold >5 sec
54 mm
Monitoring system
cut hole
inc 10 m
connection cable
Typical installation: Totally flexible for example only
Remember it’s up to you what you want to measure, based on the
limitations of the product, this is a simple installation to show the
flexibility of the products and is not a “must connect this way” system,
also, note you can program out alarms which you may not want and
you do not need to use all channels
Zinc
saver
side of
boat
T2
input V d/c
Size L x W x H mm Weight kg Part nos
12-24
70 x 70 x 60
0.2
TVM1
Extra temp sensors ( 1 included ) purchase more TS1
Open
Volts
2
5 x voltmeters
Waterproof
3 x thermometers (1 sensors included 4 meters cable)
Adjustable alarm settings
Relay ( latching ) switch to activate any
auto start equipment.
Earth &
Neg &Fuse
Zinc
Typical extra voltages you may wish to be monitored
Fuse
V1
Engine
starter battery
Alternator
Splitter
V1 = Engine battery voltage ( confirm engine is ok)
V2 = Domestic battery / Bow thruster / Aux Generator/ Winch etc
V3 = Alternator voltage ( confirm alternator is ok )
V4 = Galvanic motoring channel 0-5V d/c measures, d/c component
V5 = Unit actual internal operational control voltage
Fuse rating 5A
as close to battery
as possible
se
Fu
V2
T1
Voltmeters:
Must be connected to a
system with a common negative
Typical extra Temperatures which you may wish to be monitored
Domestic
battery
Page 37
T1 = Domestic battery bank (to ensure batteries not overheating)
T2 = Sea water pump case, (to ensure strainer not blocked or
impeller blades damaged) or stern tube etc
T3 = Overboard exhaust temp (to ensure good coolant water flow
through exhaust outlet, quickest way to spot serious/expensive
engine problems)
High Power Distribution and Fuse Box
This product is designed to ensure your D/C electrical distribution system
on boats and specialist vehicles is both very safe and compact. The clear
plastic cover makes it easy to see the green LEDs indicating live circuits
and the red LEDs indicating failed circuits. In the event of concerns about
excess power being used by the LEDs a simple link can be removed to kill
all the green LEDs (that would otherwise be on all the time) but leave the
red (fuse blown warning) LEDs active (but only on in a fault condition).
wiring time of any system, replacing the need for many individual parts
needing to be fitted and connected whilst also standardising the wiring
arrangements saving a lot of time and money.
Key features include:
1) 3 x ANL fused outputs from 80-500A ability (fuses purchased extra, see
our gold ANL range for the fuse required).
2) 5 x 15A continuous outputs with 30A fuses (supplied) with one 300 x fuse
supplying that section.
3) 1 x 15A 'maintained' output with 30A fuse, extra aux d/c feed position to
bypass main feed in event of ancillary equipment requiring a permanent
feed even if the main battery bank is isolated, such as alarms or bilge pumps.
4) Emergency alternator link in the event of the alternator fuse blowing (this
prevents the alternator being damaged).
5) Green LEDs to show the circuit is live (LEDs on all the time when battery
not isolated, can be switched ‘off’, if preferred, by removing a link).
6) Red LEDs to show when fuse has blown (only on when fuse has blown).
7) Cable guides for the low power cables, plus cable ties to be tightened
when wiring complete to keep wires tidy and secure.
8) Small footprint very compact design.
9) Most negatives returned to box to enable easy circuit checks.
Other interesting features include an alternator fail safe blow fuse. The
alternator fuse can safely blow but offer the alternator an emergency link to
prevent the alternator’s regulator from being damaged due to the loss of a
battery link. This output can also be used for other purposes if not being
used for an alternator.
The unit has been designed with 2 main markets in mind:
1) Retail market: for existing boats/specialist vehicles, this box can bring
your old system up to a much more modern and safer specification. Fit
close to the domestic battery bank and all your fuses are now inside the
recommended distance for modern safety standards. It also puts all your
fuses in the same area and allows easy testing of faulty circuits.
2) OEM market: if used on a system from scratch, this will reduce the
+aux
amps
80-500
+
+
+
1
+
+
----
Link to be removed
if green LEDs not wanted,
red LEDs will still work in
event of fuse failure.
2
+
3
4
6
4
3
1
fuse1-30 a
fuse1-30 a
fuse1-30 a
fuse1-30 a
fuse1-30 a
+
2
amps
80-500
amps
80-500
pos
feed
+
Domestic
Battery
Pos
fuse1-30 a
+
Domestic
main fuse
Up to 500 amps
5
5
6
Battery
neg
amps
80-500
-
Inverter
fuse
Alternator
input
Regulator
protected fuse
Neg
6x
15A
neg returns
1 x 15A bypass output
5 x 15A
aux outputs
isolation
switch
aux output such as
inverter/bow thruster
up to 500A fuse max
or battery charger
aux output such as
inverter/bow thruster
up to 500A fuse max
or battery charger
from alt direct
or from split charge
device
FINISHED UNIT
SHOULD LOOK LIKE THIS
(clear plastic cover lid
removed for better picture)
15A aux feed to
bypass the main isolation switch
to feed items which require a permanent
feed for safety reasons such as alarms and
Bilge Pumps
Main domestic battery bank
D/C High Powered Fused Distribution
Size
Weight
Code
Price inc vat
300 x 220 x 120 mm
1.5kg
PPD500
3 optional GANL fuses
required, please select
the required sizes
Fuse
80 amp
Code
GANL80
100 amp
GANL100
150 amp
GANL150
200 amp
GANL200
250 amp
GANL250
300 amp
GANL300
350 amp
GANL350
400 amp
GANL400
500 amp
GANL500
2
1
Page 38
3
Which split charging product suits your needs?
Sterling has, what appears to be a bewildering array of split charge
products, however, where as there is no question there is an overlap
with some product lines each has a function or a price point which
makes it more suitable for specific operations.
At the end of the day, as with most things, it comes down to cost, the
more expensive the product the more it does for you . However, there
is no need to waste money on a product if not required.
First of all, the products fall into 2 distinct categories, those which
boost charge ( active charging system ) and those with passive
simple splitting systems and have no actual enhanced or fast
charging ability, however, their efficiencies may vary even though
they are not active. So, the first question you need to answer, do you
want to charge at your normal alternator charging rate or do you want
to charge 5 times faster and put over 2 x the amount of useful power
into your battery bank, in this case you want to boost charge ( see the
article ‘fast battery charging’ on page 9 )
I will take each product and explain what it’s good at and what it’s not
so good at, also give it marks out of ten:
Product cost 1 = low cost 10 = high cost
Performance 1 = low performance 10 = high performance
Ease of installation 1 = hard 10 = easy
Split Charge products:
Split charge diode: Historically, split charge diodes have been
the product of choice by most OEMs as they are very safe and
easy to install. However, they suffer badly from high voltage drop
across the product (up to 0.9 V) resulting in appalling charge
performance (see page called ‘fast battery charging’). However,
if used in conjunction with an advanced alternator regulator (which
over comes the voltage drop) then it goes from a poor product to a
great product, most certainly not recommended to use by itself.
Cost 1, install 10, Performance 1, ( if used in conjunction with
advanced reg then performance 9, highly recommended) example:
90A alternator to charge 3 battery banks use a 120A diode, 1 input
3 outputs
increase the number of outputs on an alternator to battery charger or
battery to battery charger.
Latching relays: Not only 0 volt drop but almost 0 amps to operate
the unit ( 0.001 amps ), this means the relay can be used both for
heavy charging applications such as alternators, but, can also be
used for very low charging applications, such as solar or wind. Other
applications are open to this device other than charging. For instance,
battery protection used to prevent expensive batteries discharging
too much and destroying them. Cost 5, install 10, performance 5,
example 70A alternator, 50A battery charger and 10A solar cell, use
an 80A latching relay (assume no secondary DC surge loads in
excess of 80A, increase relay size in the event of higher surge loads)
Pro Split R:A great unique product allowing 0 volt drop but also a
much more sophisticated management system and protection
system. It has the ability to disconnect a full engine start battery to
prevent the full battery voltage slowing down the alternator
regulator’s output and so ensuring the absolutely maximum
performance from the standard alternator, while still protecting the
engine start ability , simply nothing better. Cost 6 , install 9,
Performance 7, (this is the best performance achieved without any
boosting, to achieve performance 10 for older alternators use the
advanced regulators, N.B. Due to the zero volt drop of this product it
can also be used on the output of an alternator to battery charger or
battery to battery charger to increase the number of battery banks to
be boost charged.
Advanced charging products ( active boost ) please read ‘fast battery charging’ to see why active boost
is so important and highly recommended to fully charge
batteries fast and to reduce engine running time.
Ignition feed relay: 0 volt drop ( which is good ) ideal for splitting or
adding a second battery bank where the alternator current is lower
than the relay rating and there is no heavy loads on the secondary
battery system in excess of the relay rating. It can only be used with
an engine/ alternator (the relay must be larger than the alternator
rating). Cost 2, Install 9, Performance 5, example 60A alternator,
charge 1 extra battery bank, Pro Connect IF 80A no secondary DC
surge loads in excess of 80A (N.B increase relay size in the event of
higher surge loads)
Voltage sensitive relay: easier to install than an ignition feed
relay , can be used with engines / alternators and with other charging
devices such as combis or battery chargers (to charge other battery
banks). There are the same current limitations as the ignition feed
relay, alternator / battery charger / combi ( larger rating of any
charging device ). The relay rating must be higher than the alternator
rating and no loads must be larger than the relay rating on the aux
battery’s system. This is to prevent high current draw through the
relay as there is no over current protection, lack of over current
protection can cause the relay to weld close or vaporised open.
Cost 3, install 10, performance 5, example 90A alternator, 120A
combi battery charger, Pro Connect VSR 160A no secondary DC
surge loads in excess of 160A (N.B increase relay size in the event of
higher surge loads)
Current limiting voltage sensitive relay: All the benefits of the
voltage sensitive relay but with current limiting protection, as such
does not matter what the auxiliary load is , any attempt to pull excess
current through the device will limit the current down. This will solve
the overload problem suffered by normal voltage sensitive relays but
keeps all the good sides. Cost 6, install 10, performance 5 example
90A alternator, 120A combi battery charger, Pro Connect VSR 160A
no surge load limitation. N.B,The VSR and CVSR can also be used to
Page 39
Advanced alternator regulator: Historically, the way to boost
the output charge performance from the alternators, was to use
advanced alternator regulators. These are not suitable for modern
vehicles or boats due to tampering with the standard alternator and so
causing warranty problems and can also cause confusion and
problems with the electronic control units (ECU) on engine
management systems. They are excellent for older boats and
vehicles with no ECU and are still prolifically used and sold. They do
not have a built in splitting system and, therefore, if extra batteries
banks are required to be charged one should, ideally use in
conjunction with a pro split R. Yet, any of the other splitting products
will work Cost 2, Install 2, performance 10.
Battery to battery charger: Has no connection with the standard
engine charging system and, as such, is extremely easy to install and
does not affect any vehicle/boat warranties. This gives full boost /
charge effect Cost 3, install 10, Performance 10
Alternator to battery charger : Combines the boost charge with a
splitting system, allows the engine battery to be charged at one
voltage whilst boost charging the other battery bank, Cost 2
,Performance 10, install 9, by using the ProSplit R or other devices
battery bank number can be increased from the standard 2 battery
banks. Example 70A alternator, 2 battery banks (engine start +
domestic) use the 80A alternator to battery charger. Example 2, two
alternators 1 @ 120A and 1 @ 60A, total = 180A. Use the 210 A
alternator to battery charger and put both alternators onto the input.
How effective is advanced battery charging?
I am asked all the time ‘do i really need advanced charging on my batteries ?’ What effect does a split charger diode have on charging ? what % improvement
will our products have on a system? Will the extra fast charging boil my battery? Will it excessively gas the battery? what effect, in real terms, can i expect ?
Most of the question stem from old wives tales rampant in this market, the idea behind this article is to lay to rest any and all of the old wives tales and offer the
facts . Remember the below results are extreme and meant to show just how hard you can charge an open lead acid battery with no adverse effects. The
results were all data logged and were 100% real and reproducible , they are not guess work nor are made up.
Voltage versus current absorbed test
150
55%
Ramp up
input voltage
from start point
100
60%
Voltage
start point
65%
75%
50
0
14.8
13.2
15
14.8 VOLT CHARGE RATE
60 AMP HRS TOTAL ( FROM AMP HR COUNTER )
BATTERY TEMP CHANGE 18 DEG C - 32 DEG C
400 WATT LOAD ON INVERTER LASTED 114 MIN
14.4 VOLT CHARGE RATE
55 AMP HRS TOTAL ( FROM AMP HR COUNTER )
BATTERY TEMP CHANGE 18 DEG C - 26 DEG C
400 WATT LOAD ON INVERTER LASTED 101 MIN
RGE
LT CHA
14.8 VO
14.0 VOLT CHARGE RATE
45 AMP HRS TOTAL ( FROM AMP HR COUNTER )
BATTERY TEMP CHANGE 18 DEG C -23 DEG C
400 WATT LOAD ON INVERTER LASTED 83 MIN
CH
OLT
14.4 V
13.2 VOLT CHARGER RATE
21 AMP HRS TOTAL ( FROM AMP HR COUNTER )
BATTERY TEMP CHANGE 18 DEG C -19 DEG C
400 WATT LOAD ON INVERTER LASTED 48 MIN
E
ARG
amps
14
14.4
Battery charge volts
13
14.0
E
ARG
CH
LT
VO
150
140
130
For 24 v x all voltages by 2
120
How much extra power is actually absorbed into the battery ? 110
100
Having established the dramatic charge improvement which a battery can achieve with the increase
in voltage, the many sceptics amongst us will now say ‘ the battery will charge faster,’ but you will gas
90
the battery profusely, you will over heat it and boil it, and all the extra current going into it is not being
stored, it is simply being gassed off. Therefore the apparent fast charge is a waste of time. All you
80
have done is wreck the battery. These all appear valid points yet are all prolific rumours . Now, lets see
if they are true or simply the old wives tales.
70
Part 2 will this fast charge rate cause amps. We do this by discharging the battery
60
through an inverter with a 400 watt light bulb load
problems with test 2 we take 4 x 100 amp and
time how long each battery can run the load
identical lead acid batteries, as per the above test.
50
after it has completed its charge cycle. If the amp
We connect all 4 together and discharge them to
hr counter shows more amps going into the battery
40
the same level. Then we will charge one at a time
and the load runs for a longer period of time, then
(using a 200 amp regulated power supply) and
the amps must have been stored in the battery. We
30
over a 1.5 hr period and see how much charge in
will also measure the battery temperature before
the form of amps are absorbed into the battery
and after the charge run to see if the battery is in
20
and using an amp hr counter we can measure the
danger ( 50 deg C is when a battery starts to have
actual amp hrs which have passed into the
10
problems ) of over heating and boiling.
battery. After the battery has completed its charge
The battery caps were removed from the battery
cycle at the allocated voltage we will then see if
0
cells to inspect the plates to ensure there was no
the amps are actually in the battery as storage
13.2 V
OLT
CH
0
ARG
E
Time in mins
excessive gassing, which there was not.
For 24 v x all voltages by 2
50%
For 24 v x all voltages by 2
amps absorbed
by battery
volts we were still putting in about 60 amps, a
charge improvement of 6000% ( rather an
improvement).
Why the specific voltages?: The voltages
chosen are real voltages which one would
expect to see in real life.
13.2 volts: this voltage appears in 2 main
circumstances.
a) If you use a split charge diode then one
would expect this sort of voltage at the battery.
b) Most alternators now have a built in
temperature compensator on their regulator.
When the engine room heats up ( especially
on a vehicle ) then the assumption made by
the alternator manufacturers is that the battery
should be full. So, as the warm air in the
engine room is pulled past the regulator, the
voltage from the alternator is reduced, the end
result is we have seen standard vehicle
alternators start off at 14 volts and drop to 13.2
volts in vehicles ( with the bonnet down ) after
about 20 minutes. This is okay for the starter
battery but will ensure your secondary
batteries never charged ( as per the graph ).
14.0 volts: this is where most alternators start
from, and is a standard expected alternator
voltage from an alternator.
14.4 volts: This is the voltage used to charge
sealed lead acid batteries to prevent gassing.
14.8 volts: This is the voltage that one can
push up to in open lead acid batteries without
any damage to ancillary equipment (which will
be connected to the battery at the same time).
Apart from the obvious increase in charge rate
this prevents and removes sulphates from the
batteries.
Battery charge state
shown as aprox %
charge at time of test
Part 1: The effect of voltage on battery charging
There is no magic with advanced charging
systems, in effect, all they do is increase the
differential voltage between where the battery is
and the charge voltage. In other words the higher
voltage that is applied to a battery the faster it will
charge. However, on the down side if you do not
control that higher voltage after the charge then
you will damage the batteries. This simple
experiment will show you the direct relationship
between actual voltage applied to a battery and
the current ( amps ) being absorbed by it. This will
give you some idea how your system can be
improved and where the problem may lie .
This information is 100% accurate and can be
reproduced on any test bench at any time,
The test is very simple and not open to miss
interpretation. We will use a simple 100 amp hr
lead acid, so called 'leisure battery', a low cost,
nothing fancy battery. All we have done is to
discharge the battery to about 50%, then connect
it to a 180 amp regulated power supply. We will
simply present the battery a starting voltage of
13.2 volts and see how much current it will absorb
from the power supply, then we will simply ramp
up the power supply voltage and measure the
extra current absorbed as the voltage increases.
For example, the red line shows that when the
battery was 50% full at 13.2 volts the charge
current was 35 amps and at 14.8 volts the charge
current was 160 amps, an improvement off about
457%. However, the black line on the graph which
was taken when the battery was about 70-75%
full shows that, at 13.2 volts, the current was
about 1 amp ( showing that, at 13.2 volts, the
battery was full ( in its opinion). Where, as at 14.8
30
60
180
Answers to the questions based on actual facts :
1) Will the fast charge rate also put more into my batteries? One can clearly see that on the 13.3 volt charge only 21 amp hrs were put into the battery as opposed to 60
amp hrs with the 14.8 V charger. An improvement of about 300%.
2) Did this 300% improvement actually go into the battery or was it simply lost in heat and gas? The inverter discharge test clearly shows that the 13.2 volt battery ran
the inverter for 48 minutes, where as the 14.8 volt test ran the inverter for 114 mins, a clear 230% improvement. So yes, the extra amps was being stored in the
battery, and was consumed bay the inverter as this was the only place the inverter could get the power from.
3) Will the high charge rate boil my batteries? One can see the rise in the battery temperature at 14.8 volts was from 18 deg C to 32 deg C, well inside the 50 deg
required before there are any problems. Also bare in mind that this test was charging a 100 amp hr battery at 150 amps, in real life with 4 x 100 amp hr batteries you
would need a 500 amp alternator or battery charger to be able to reproduce this test run, so its unlikely that one would have a charging source that good.
4) Is it possible to put al lot of power into a battery in 1 hr? The graph clearly shows that the bulk of the power absorbed by the charger was in the first hour. So,
obviously, the battery was comfortable with this as the temperature rise was well within the battery's limits.
5) A 100 amp hr battery gives 100 amps output? Simply not true, even with the best charger, at least 40% or 40 amp hrs tends to be of no use in a battery.
6) Are there any other benefits from this fast charging? Yes you also de-sulphate the batteries, this dramatically increases the life of the batteries and reduces the
running hours of your engine and fuel costs associated with the charging of the batteries. In fact there are no down sides to this process.
Conclusion: Its quite clear that all the fears are old wives tales. Now all you have to do to harness this information is to add a computer program to
store the charging curves, allow the software to control the charge of your batteries, and then ‘hey presto’, welcome to the world of advanced digital
charging from Sterling Power Products.
10 mm bolt
100g
8 mm bolt
80g
CABLE DIAMETERS
2 X 10 mm 8 X 8mm
232g
CABLE DIAMETERS
1 X 12 mm 4 X 10 mm
431g
CABLE DIAMETERS
1 X 12 mm 2 X 10 mm 6 X 8mm
407g
Page 41
1 X 10 mm IN 2 X 6 mm OUT
170g
3 X 10 mm IN (SOLID)
4 X 6 mm FUSED OUT223g
4 X 6 mm IN AND FUSED OUT
220g
GATC 1428
1 X 10 mm
2 X 6 mm FUSED OUT115g
2 X 6 mm IN FUSED OUT
115g
Footprint
85 mm x 40 mm
GATC 2828
Footprint 85 mm x 40 mm
3 X 10 mm IN (SOLID)
4 X 6 mm FUSED OUT 410g
GFB 3448
Footprint 105 mm x 80 mm
AUE
Fuse
Type
4 X 6 mm IN
4 X 6 mm FUSED OUT 371g
GFB 4848
Footprint 105mm x 80 mm
GFB 2828
GFB 1428
Footprint
05 mm x 55 mm
1 X 10 mm IN
2 X 6 mm IN
2 X 6 mm FUSED OUT 203g 2 X 6 mm FUSED OUT 228g
AUE-L
Fuse
Type
Option
Positive fuse distribution where ignition protection
regulations apply for
Footprint
R.C.D or U.L
105 mm x 55 mm
directives
FUSE BLOCK SERIES FUSE TYPE AUE 1-80A 0-32 V/125V/250V
GATC 3448
Footprint 90 mm x 65 mm
Ideal for lower current
positive distribution
fused outputs
GATC 4848
ATQ
Fuse
Type
Footprint
90 mm x 65 mm
FUSE BLOCK SERIES FUSE TYPE ATQ RANGE 3-35A 0-32 V MAX
2 X 6mm IN AND FUSED OUT
170g
3 X 10 mm IN (SOLID)
4 X FUSED 6mm OUT320g
4 X 6mm IN AND FUSED OUT
320g
Footprint 105 mm x 55 mm
GMFB 1428
Footprint 110 mm x 45 mm
GMFB 2828
Footprint 110 mm x 80 mm
GMFB 3448
AMT
Fuse
Type
GMFB 4848
Footprint
110 mm x 80 mm
Ideal for fused high current
positive distribution
fused outputs
FUSE BLOCK SERIES FUSE TYPE AMT RANGE 20-80A 0-32 V MAX
GPB-2488
Footprint 90 mm x 5 mm
10mm CABLE CLAMP
95g
GBT-700PN
GPB-1044
Footprint 105 mm x 65 mm
8 mm bolt with WING NUT
110g
GBT-100PN
GPB-102468
Footprint 105 mm x 65 mm
Ideal for negative
returns
SOLID BLOCK POWER DISTRIBUTION
GBT-1000PN
GBT-600PN
Salt water
Resistant
Number
Footprint 105 mm x 65 mm
Footprint 148mm x 110 mm
FUSE TYPE RESET or ATQ
BUSS BAR LINK INCLUDED
3A
5A
10A
15A
20A
30A
35A
VIOLET
TAN
RED
LT BLUE
YELLOW
LT GREEN
PURPLE
ATQ /? AMPS
2 FUSES
PER PACK
4 X holder for
AUE fuse range
Fuse holder with
ring terminals
for GANL fuse
2 FUSES
PER PACK
1 FUSE
PER PACK
20A
30A
4 0A
5 0A
60A
70A
80A
YELLOW
LT GREEN
ORANGE
RED
LT BLUE
TAN
CLEAR
4 A 6A
2A
10A 15A 20A
25A 30A 40A
50A 60A 70A
80A
2A 20A 4A 25A
6A 30A10A 40A
15A 50A 60A
Built in light which lights
up when fuse blown
Mica window
80A 250A
100A 300A
150A 350A
200A 400A
500A
RESET FUSE (MANUAL)
NOT GOLD PLATED
5A
10A
15A
20A
30A
GF?AM
Solid connector block
with ring terminal connectors
GPBR
Footprint 100 mm x 60 mm
GANLR
Footprint 148mm x 110 mm
GFBR
SOLID BLOCK RING
FUSE TYPE ANL
Footprint 90 mm x 60 mm
FUSE TYPE AUE+AUEL
BUSS BAR LINK INCLUDED
GAMT /?AMPS GAUE /?AMPS GAUE-L /?AMPS GANL /?AMPS
2 FUSES
PER PACK
GFH-80
plus spare fuse in internal holder
can be used with all AUE fuses 50g
Same as GANL1
but suitable for ring
terminal fitting
FUSE SERIES 24 KT GOLD PLATED
4 X Holder for RESET FUSE
and AMT fuse range
GMFBR
GFH-168
1 X 12 mm IN
1 X 12 mm FUSED OUTPUT
340 g
GANLW 1
Footprint 185 mm x 55 mm
Single AUE fuse holder suitable
Single AUE fuse holder
10 mm cable in and fused out 50g for ring terminals comes with 80 amp fuse
NEW RING CONNECTOR TYPE
Single AUE fuse holder 10mm cable with eye
Bolt for battery terminal 50g
GFH-04-1
Footprint 90 mm x 20 mm
AU E
Or
AUE-L
Fuse
Type
Footprint 80 mm x
35 m m
1 X 12 mm IN
1 X 12 mm FUSED OUTPUT
290 g
GANL 1
Waterproof
unit UL approved
Used for large inverter‘s, bow thrusters,
engine feeds and any other
high current application
SINGLE FUSE BLOCK SERIES FUSE TYPE ANL
60-500A 0-32 VOLT
SINGLE IN LINE FUSE HOLDERS FOR AUE FUSE
Tel 01905 26166
Part
Fax 01905 26155
Email [email protected]
24Kt Gold Plated Machined Brass
Sterling Gold
Sterling Power Products
Gregory’s Mill St
Worcester
Wr3 8BA
24Kt Gold Plated
All products are precision machined from solid brass with a 24Kt gold finish. Do not confuse with lower cost zinc-lead alloy die-casting.
*All pre-packed*
BATTERY TERMINALS sets ( come in pairs )
*All pre-packed*
Zinc savers / Galvanic Isolators
CE and ABYC
ProSave
THE PROBLEM:
Recent interest in damage done to boats due to the 230V shore mains
has highlighted the need to fit a galvanic isolator to your boat.
In order for modern boat builders to comply with modern CE
standards such as EN ISO 13297 they must fit the shore earth wire to
your boats bonding system which is also connected to the hull /
anodes / fuel tanks / engine blocks / shafts / propellers / stern tubes /
rudders / rudder glands / water intakes / etc. This ensures that any
230V mains faults will operate the R.C.D on the boat in order to save
your life.
The down side of these standards is that electrically speaking your
boat is now connected to the rest of the boats in the marina and any
other metal structures in the area. Electrically speaking they become
one and the same. If you follow the earth line you can see everything
bonded to the earth, this includes your boat, the one next to you,
metal work etc.
This results in two main problems.
1) Any earth problem on any boat or shore earth will increase the
voltage in the common earth cable and dissolve - adversely affecting
your boat by dissolving your anodes at an alarming rate (this could
result in the total loss of all the metal on the boat below the waterline)
NEIGHBOURS BOAT
LESS PROTECTED
THEN YOURS
2) Because all the boats are now one, if you have a zinc anode on
your boat, but the boat beside you does not or even worse, the marina
has not put anodes on its structures (metal pontoons etc) then your
boat's zinc (or aluminium / magnesium) will protect all the structures
and boats around you, resulting in dramatic zinc loss and expensive
lift-outs to replace the zinc. For boats on inland waterways, if you
have a magnesium anode and everyone else has zinc or no anodes
at all, your magnesium anode will protect all.
THE SOLUTION:
The trick is to maintain the continuity with the earth to ensure the safety of
your life but remove the continuity with the shore power for the safety of your
boat. The solution is very simple. By installing a Galvanic Isolator / Zinc
Saver we maintain a good earth link with the shore, but prevent any stray
currents coming up the earth line and damaging the boat. The isolator is in
theory a simple device but it has to be built to a stringent specification and
tested by an independent test house to ensure they comply with the relevant
standards, be it the less stringent CE standard or the more stringent
American Boating and Yachting Council standard. This means in a major
fault condition it can carry its rated current for 24 hours without exceeding 90
deg C on the heat sink.
The Galvanic Isolator has the following extra features:
N
C
NAMI : DI
L : DUR
ITA
A
A
E : DESIG
BL
G
DY
ProSave
TOTAL PROTECTION:
Recent upgrades in the new A.B.Y.C. have removed the need for a
monitoring system on the zinc saver as long as, if the unit was to fail (which
in the excess of 500,000 of the older version sold with 0% failure rate ), the
internal devices must fail in such a way as to continue to ensure the safe
connection of the earth circuit. Having spent a lot of money on a new mono
silicon block to ensure the unit will perform as per the new specification and
many hrs testing by UL laboratories, the new Pro Save FS (see next page) is
now fully certified as a fail safe device and as such no longer needs any
monitoring system. This ensures a simpler and lower installation cost for
this new product.
Suitable for use in Europe and the rest of the world
except the U.S.A if ABYC compliance is required.
By far the most common used
device in Europe, complies with
all the requirements, and is also
low cost and very effective.
16-30-50 amp
( European )
16 amp
version
THE SOLUTION
Looks the same as the Pro Save A
except has an internal 25,000 uF
2.5 V capacitor to raise the
performance of the unit in extreme
A/C leakage conditions.
L : DUR
ITA
A
C
NAMI : DI
G
N
C
NEIGHBOURS BOAT
LESS PROTECTED
THEN YOURS
INTERNALLY
INSTALLED
E : DESIG
BL
ProSave
DY
Galvanic Isolators / zinc savers Standard euro version
Amps
Size mm
Weight kg
Part nos
16
120 x 100 x 90
1.0
ZS16A
30
220 x 120 x 100
1.5
ZS30A
50
220 x 165 x 100
1.8
ZS50A
25,000 uF
2.5v
30-50 amp
( European )
Galvanic Isolators / zinc savers standard euro version with Cap
Amps
Size mm
Weight kg
Part nos
30
220 x 120 x 100
1.5
ZS30C
50
220 x 165 x 100
1.8
ZS50C
Page 42
GALVANIC
CORROSION
PATH
BLOCKED
GALVANIC
CORROSION
PATH
BLOCKED
Unit rated to sustain full fault + 20% current
for 24 hrs at 50 deg C & not exceed 90 deg C
Pro Save W 32A, 64A & 110A
Galvanic Isolator/Zinc Saver
Waterproof, Light weight, low footprint, Ignition protected
IP55 Induction fan cooled, 2 x warning LEDS
The new Pro Save W offers all the same
great protection as the other Euro models
but in a new waterproof package with a
very low footprint, made possible by a new
induction fan cooling system which only
operates when the unit is in a major fault
condition, this ensures that in full fault
condition the product does not exceed 90
deg C, during tests the product 24 hr fault
temperature was sustained well below.
The new range also offers two LED
warning lights. The two warning lights
indicate the following:
1) To indicate if there is a break through
fault, ie the earth voltage has exceed the
ability of the device to protect the boats
system ( very rare this would ever be the
case )
2) Total failure due to massive short circuit
way beyond the products ability to protect,
and the product has failed and the boat
and personnel are in danger. If a boat and
shore power systems have normal
conventional safety devices ( Fuses-trips
etc ) installed its simply not really possible
to destroy this product under any fault
condition without some other underlying
event or an incorrectly rated product on
the circuit. The over engineered aspect of
this product cannot be overstated.
Safety first:
This product complies fully to
European standard EN ISO 13297, but
should not be used on any boat where
a UL certificate or ABYC standard is
required see below product for UL /
ABYC fail safe standard .
RoHS
compliant
IP68
WATERPROOF
Electrics
IP55
Replaceable fan
EN ISO 13297
Small Craft Directive
Waterproof Zinc Saver off fault plus 20%
32A at full fault current after 24 hrs temp = 65 deg C
64A at full fault current after 24 hrs temp = 78 deg C
110A at full fault current after 24 hrs temp = 75 deg C
Waterproof Galvanic Isolators / Zinc Savers
Amps
Size mm
Weight kg Connector
32 150 x 120 x H 118 0.75
6 mm
64 150 x 120 x H 118 0.8
6 mm
110 150 x 170 x H 118 0.9
8 mm
Part no
ZSW32
ZSW64
ZSW110
Pro Safe FS 30 & 60A Fail Safe to the latest
A.B.Y.C specification tested by UL
Suitable for use for boats being exported or used in the U.S.A.
UL Certified
205007
ProSafe FS installs easily and does not require a dedicated monitor to verify
the operational status of the galvanic isolator as required by non Fail Safe
Certified galvanic isolators.
ProSafe FS 30 & 60 are built on robust FlatPack semiconductor platforms
ensuring that in the event of a failure, the failure is safe by not compromising
the ground continuity on-board when connected to AC shore power.
ABYC A-28 July '08 Compliant and Fail Safe Certified.
Certified by Underwriters Laboratories (UL). Insures shore power safety
ground wire is maintained through the isolator.
Flat Pack High Power Semiconductors
Robust high power diodes allow the FS Series to meet the new Fail Safe
criteria for conducting inrush currents of 5,000 amps for the required
duration period.
Innovative Design
The FS 60 will cool itself in the event it must conduct current insuring
cooler operation in this mode.
Ignition Protected
Meets ISO 8846 and can be mounted within an engine compartment
Gold Plated Terminations
120/240 VAC / 42A max/ 50 or 60 Hz
LATEST A.B.Y.C.
PROTECTION
120/240 VAC / 82A max/ 50 or 60 Hz
Specifications:
Specifications:
shore cord inlet - Single 15,16,20
compatibility
or 30
ratings VAC/Max - 120/240 VAC/41A
AMPS/Hz
50 or 60 HZ
max unit temp 50 deg C
size L x W x H mm - 175 x 185 x 65
weight kg
1.5 kg
shore cord inlet - Single 50 or dual
compatibility
15,16,20 or 30
ratings VAC/Max - 120/240 VAC/41A
AMPS/Hz
50 or 60 HZ
max unit temp 50 deg C
size L x W x H mm - 190 x 165 x 95
weight kg
1.8 kg
Galvanic Isolators / zinc savers Fail Safe New ABYC
Amps
Size mm
Weight kg
Part nos
30
175 x 185 x 65
1.5
ZSFS30
60
190 x 165 x 95
1.8
ZSFS60
Page 43
Galvanic monitoring and detection
Yacht Corrosion Monitoring Equipment
This equipment highlights any electrical and electrolytic
problems which will cause expensive corrosion on a boat
Yacht Corrosion Test Meter and Workbook
Corrosion Test Kit comprises of an easy to follow instruction manual, which includes survey report
documents. The kit also includes the required test meter and silver/silver chloride test leads. The portable
meter is the only way to test each individual item on the boat (overboard bronze skin fittings, bronze valves,
rudders, prop shafts, etc). Having tested the individual fittings, the survey report will clearly show if your boat
is completely bonded correctly or if there are problems with your bonding. The unit also shows up if there
are stray D/C or A/C currents on the boat which can cause horrendous damage very quickly.
The kit should be used every 6 months on a boat to ensure the anodes are still working and all the bonding
cables are correct.
Where continuous onboard monitoring is required see Onboard Yacht Corrosion Monitor below.
L : DURA
ITA
DESIG
N
4
technology
E:
RoHS
compliant
BL
AMIC : DI
G
YN
STERLING POWER PRODUCTS
D
ProDigital
CORROSION TEST METER
ERODING:
BRONZE
- 300 mV
STEEL
- 500 mV
ALUMINUM - 650 mV
PROTECTED
600 +/- 100 mV
850 +/- 100 mV
800 - 1050 mV
www.sterling-power.com
www.sterling-power-usa.com
+
SILVER:
SILVER CHLORIDE
FITTING
-
TEST
PROBE
The Analog Corrosion Test Meter is supplied
complete with:20ft red lead with essential Silver/Silver
chloride half cell
10ft black lead test probe
This easy to read meter finds all corrosion
problems instantly.
Scale needs no interpretation Green=Good
Yellow=Bad.
Yacht Corrosion Meter
Midland Chandlers
Parkgate Lock
Teddesley Road
Penkridge
Staffordshire
ST19 5RH
Tel +44 1785 712437
Battery Megastore
5 Kennet Close
Tewkesbury Business Pk
Tewkesbury
Gl20 8TY
Tel: +44 1684 298800
Down Marine Co Ltd
163 Comber Road
Dundonald
Belfast
Co Antrim
Tel +44 2890 480247
RoadPro Ltd
Stephenson Close
Daventry
Northants
NN11 8RF
Tel +44 1327 312233
ANTILLES:
Island Water World Off Shore
1 Wellsburg Road
Cole Bay
St. Maarten
Tel +39 06 39746889
AUSTRALIA:
Bainbridge Technologies
Office & Warehouse
1224 Lytton Road
Hemmant
Qld Australia 4174
Phone: 07 3348 8082
RV Powerstream P/L
Lot 25
Macwood Road
Smiths Lake
NSW 2428
Tel +61 265 544 444
AUSTRIA:
Mörth Marine
Triesterstr. 150-152
8073 Feldkirchen/Graz
Tel +43 316 293 929
Werkhof Diskontmarin GmbH &
Co.KG
Jägerstr. 17
1200 Wien
+43 133 078 24
EIRE: S IRELAND
Kirwan Technical Services
Terryglass
Nenagh
Co Tipperary
Tel: +353 672 2136
FRANCE:
Baterie Megastore
350 Rue De L’Odon
14790 Mouen
Caen
Tel: +33 2317 507 97
Seatronic
Le Cap, CS 18807
54 Rue du Grand Jardin
35418 Saint Malo Cedex
Tel +33 299 19 69 64
GERMANY:
Herman Gotthardt GmbH
Leunastr. 50
22761 Hamburg
Tel +49 4085 1505 0
Compass Yachtzubehoer
Handels
Luedinghauser str. 34
D - 59387 Ascheberg
GERMANY
GIBRALTAR
M. Sheppard’s Chandlery
Waterport
Tel: +350 751 48
TEST
HOLD 5 SECONDS
BATTERY OK 300mV
SERVICE : (805) 644 - 1886
Product
Price
inc vatMonitor
Yacht
Corrosion
£ 176.90
Boatsman World
The Boat House
Kontokali
Corfu 49100
Tel +30 26610 80104
Contract Yacht Services
Charlton Robyn& Sia E.E
Petrou Fillipa 3a
Lefkas, 31100
Tel ++30 26450 24490
FINLAND
Navigreen Oy Ltd
Pursilahdenranta 2D
00980 Helsinki
+358 400 697424
ICELAND
Aukaraf EHF
Dalbrekku 16
Kopavogur
Is200
Tel +354 585 0000
Code
CTMB
Silver / silver anode
through hull fitting
Pro Mariner.
Yacht Corrosion Meter:
This onboard, panel mounted meter monitors galvanic voltage and is suitable for
boats up to 65ft.
It instantly confirms adequate protection or identifies damaging corrosion voltages.
Simple yellow and green scale monitors the voltage.
Supplied with Silver/Silver Chloride half-cell sensor.
Gives clear indication if anodes need to be replaced and instantly picks up any
problems with shore power, earth leaks etc.
The unit permanently monitors your bonding cable, using a Silver / Silver chloride
through hull reference point.
This product should be used after the survey system (above) confirms that your
bonding system is correctly connected to all your fittings.
UNITED KINGDOM:
Marathon Leisure
Teal Building
Northney Marina
Hayling Island
Hampshire
PO11 0NH
Tel +44 2392 637711
Product
Corrosion test meter and book
Code
CYM
NETHERLANDS
A.S.A.Boot Electro
De Dollard 1
1454 Atwatergang
Tel +31 204369100
NORWAY
Becker, Jörg
Elveveien 150
3271 Larvik
Tel +47 33179554
Seatronic AS
Slalombakken 2
1598 Moss
Tel +47 69250960
SWITZERLAND:
X-P Edition
Meggenhus 458
9402 Morschwil
Tel +41 79457 44 84
RUSSIA
Fordewind
Petrovskaya Kosa 7
St. Petersburg 19711
Tel +812 320 1853
TURKEY
Turimpeks Ltd.
Depolar B7
48700 Marmi
Mugls
+90 252 4133041
SLOVENIA
Navtronic D.O.O
Sercerjeva Ulica 22
Radovljica
4240 Slovenia
SWEDEN:
Odelco AB
Skogsövägen 22
133 33 Saltsjobaden
Sweden
Tel + 46 8 7180300
Watski AB
Kantyxegatan 14
SE-200 39 Malmö
ISRAEL
Levinson Energy Solutions Tel.: +46 40 671 67 00
Fax:
+46 40 22 05 55
7 Derech Hashalom
www.watski.com
Tel Aviv 67892
Tel: 03 6442779
PHILIPPINES
Fax: 03 5423705
Filichiban International
Forwarding
Corp
ITALY:
5 Branding Iron Street
Kenix Marine S.A.S
Rancho Estate II
Circonvalazione Trionfale 25
Marikana City
I-00195 Roma
1800 Philippines
Tel +39 06 39746889
email: [email protected]
Richborough Boat
Consultants
Contact: Paul Addington
[email protected]
k
DENMARK:
Boat & Dive ApS
Oestre Houghvej 118
GREECE:
DK-5500 Middelfart
Nautilus Ltd.
The 12 Volt Shop
Denmark
2 Metamorfosseos
St Austell Bay Business Park +45 2630 6000
Alimos
Par Moor Road
Athens 1745
St Austell, Cornwall
Dacon Europe A/S
Tel +30 2109854238
PL25 3RF
Enghoejvej 19
Tel 01726 338 086
Ganloese
Richborough Boat
2 YEAR GUARANTEE: RETURN TO FACTORY IF IN THE FIRST 2 YEARS YOU HAVE A FAULTY STERLING PRODUCT,
DK-3660 Stenloese
Consultants
THE PRODUCT SHOULD BE RETURNED DIRECT TO STERLING (TO SPEED UP THE HELP PROCESS) AND WE WILL
Denmark
Tel.:+44 2032 395 355
ENDEAVOUR TO REPLACE THE PRODUCT OR REPAIR IT WITHIN 24 HRS AT THE FACTORY. STERLING CANNOT BE
+45 48184 183
Contact: Paul Addington
HELD RESPONSIBLE FOR THE RETURN CARRIAGE OR ADDED WORK.
E-mail: [email protected]
LIFE TIME REPAIR POLICY AFTER 2 YEARS IF IT IS UNECONOMIC TO REPAIR THE
Web: www.richboroughboat
PRODUCT
THEN
A
SPECIAL
DISCOUNT WILL BE OFFERED ON A SIMILAR PRODUCT AT THE FACTORY’S DISCRETION.
consultants.co.uk
THIS ONLY APPLIES AT THE FACTORY.
PORTUGAL:
Nautel Portachel
46 Rua Fernao Mendes
1400-146 Lisboa
Tel +35 121 300 730
SPAIN:
Garmin Iberia S.A.
Cl Riera Montalegre
N.50 P.I. Poma
Polind.Pomar de dalt
08916 Barcelona
Tel +34 933572608
U.S.A.
Sterling Power USA
406 Herald L. Dow
Hwy.
Eliot, ME. 03903
USA.
Phone: 207-226-3500
Fax: 207-226-3449
[email protected]
Bateria Megastore
C/Imaginaciò 16, Gavà Park
08850 Gavà
Barcelona
Tel: +34 936 389 073
www.sterling-power.com
www.sterling-power-usa.com
Page 44
Unit 8,
Wassage way
Hampton Lovett Ind Est
Droitwich
WR9 0NX
England
Tel (44) 0 1905771771
Fax(44) 0 1905779434
email [email protected]
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