Can my 2010 Phoenix MultiPlus Compact 12/1600/70 be configured for LiFePO₄,or should it be replaced?

DIY
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1

Hi everyone,

I’m considering upgrading the house bank on my 2010 Hanse 470e from AGM to LiFePO₄ and would like to determine whether my existing Victron equipment can be retained.

Existing Victron Equipment

Inverter/Charger

  • Victron Phoenix MultiPlus Compact
  • Model: CMP0121622000
  • Description: 12/1600/70
  • Serial Number: 08490202820

Autotransformer

  • Victron Autotransformer
  • 120/240V, 32A

Existing Charging System

  • Balmar Alternator 60-120-SR-IG (120A)
  • Balmar ARS-5 external regulator

My understanding is that I would likely replace the ARS-5 with a newer regulator (such as an MC-618) if I convert to lithium.

Existing Battery Bank

  • Five Victron AGM batteries
  • 12V 165Ah each
  • Model: BAT412151080
  • Total bank: 825Ah @ 12V

Planned Upgrade

I’m considering replacing the AGM bank with either:

  • A single 460Ah LiFePO₄ battery (such as an Epoch), or
  • Two approximately 230Ah LiFePO₄ batteries in parallel.

Questions

  1. Can this older Phoenix MultiPlus Compact 12/1600/70 (CMP0121622000) be programmed to properly charge LiFePO₄ batteries?
  2. Is there any reason it should be replaced simply because of its age?
  3. Can the charging parameters be fully configured using an MK3-USB interface and VEConfigure, or are there firmware limitations on units of this vintage?
  4. Has anyone successfully used this exact model with modern LiFePO₄ batteries?
  5. Aside from replacing the Balmar ARS-5 regulator, are there any compatibility issues I should be aware of?

The MultiPlus is operating perfectly today, so if it can be safely and properly configured for lithium, I’d prefer to keep it rather than replace it.

Thanks in advance for any advice or real-world experience.

2
3

I appreciate the reply, Mike. I bought a MK3-USB and plan to evaluate the MultiPlus later this week.

4

Based on my recent 10 month experience of a MultiPlusCompact I bought in 2013 (then bought for emergency use, bit since 10 months used daily):

Expect that such an old model:

  • the firmware can’t be updated (anymore)
  • no assistants are available for the old firmware you have
  • so you can´t use the ESS function (and others)

It is very easy to change the battery type to LFP by using VEConfig3 and a USB-MK2 or USB-MK3.

It is not necessary, but do know that a cerbo GX does work with the MPC (and you can monitor the MPC remotely by using VRM portal).
So you can use this model, but nowadays only the basis functions: off-grid inverter, on-grid battery-charger with UPS function and power assist.
I use it currently as an basic (manually operated) ESS (most of my loads are connected tot AC-out). In the morning when there is enough solar power, I switch the MPC (via VRM) over from off-grid to on-grid (only inverter → on), then I adjust the charge current so that almost all solar power is used to charge the battery, only a small portion is feed back to the grid. Based on the sun/cloud conditions, I have to change the charge current or stop the charging at all.
An hour before sunset, I revert (in VRM) from normal to inverter (on-grid to off-grid), I do this with (on that moment) with minimum load to spare the relay.
It is very good to see that after all those years this Victron inverter/charger just works.

Without VRM you can only switch between off and on (normal use with UPS function) and charge-only (with the switch on the front). If you want to go off-grid, you have to manually disconnect the mains from AC-IN.

With VRM you can switch on- and off-grid without disconnecting mains.

PS: don’t forget to pre-charge the MPC before connecting the LFP battery to the MPC.

PPS: I don’t use an alternator, but have read several disaster-stories, so take the reply from Mike very seriously and read a lot on this “alternating” topic before starting.

5

Thanks for the info, Sunflower.

As it stands now, my plan is to:

  • Keep the Victron MultiPlus.
  • Keep the Balmar 120 A alternator.
  • Replace the ARS-5 with an MC-618, so I have LFP profile.
  • Install an alternator temp sensor with the new regulator.
  • Replace 5x165ah AGM with two Epoch 300 Ah batteries.
  • Configure both the MultiPlus and MC-618 to use the charging voltages recommended by Epoch.

It seems straight forward but we are talking about a boat :slight_smile:

6

I’m having trouble connecting to my MultiPlus. Wondering if anyone has ideas?

Here’s what I did to troubleshoot:

Hardware

  • MultiPlus model: Phoenix MultiPlus Compact 12/1600/70
  • Part number: CMP012162200
  • Serial number: 08490202820
  • Manufactured Week 49 of 2008
  • VE.Bus Multi Control remote panel installed and operating normally.
  • Only one internal VE.Bus RJ45 port.

MK3-USB

  • Genuine Victron MK3-USB.
  • Purchased new.
  • Windows detects it successfully.
  • Appears as COM5 in Device Manager.
  • VEConfigure can open COM5.

Computer

  • Windows 11
  • VEConfigure 3 v90.04.247

Connection

  • Disconnected the VE.Bus Multi Control.
  • Connected the MK3-USB to the same RJ45 port.
  • Using the existing VE.Bus cable.
  • Cable contains all 8 conductors.

MultiPlus

  • Powered normally.
  • Front LEDs illuminated.
  • Continues normal operation.

VEConfigure behavior

  • COM5 selectable.
  • VEConfigure scans for VE.Bus devices.
  • Never detects the MultiPlus.
  • No error messages.
  • Simply reports that no VE.Bus device was found.

Additional findings

  • VEFlash cannot be used without first selecting an appropriate firmware file.
  • The MultiPlus has no second VE.Bus port.
7

For anyone who finds this thread in the future, here’s how my situation turned out.

My MultiPlus was a 2008 model, and despite trying multiple times, I was never able to establish communication with it using the MK3 interface. After discussing it with a Victron dealer, his opinion was that it was likely an issue with the firmware or the age of the unit. He felt there was a chance I could eventually get it connected and reconfigure it for LiFePO₄ charging, but there were no guarantees, and it could take a fair amount of trial and error.

He also commented that, given its age, the inverter/charger had already provided excellent service.

Since this is installed on a cruising sailboat, reliability is more important to me than squeezing a few more years out of aging equipment. A failure while away from shore power would have much bigger consequences than it would in an RV or home installation.

In the end, I chose to replace it with a current-generation MultiPlus-II rather than continue troubleshooting. The replacement cost me about $1,000 more than trying to keep the old unit, but I considered that inexpensive insurance for one of the most critical electrical components on the boat. It also gives me a fully supported platform that’s designed to work with modern LiFePO₄ batteries and current Victron configuration tools.

8

For those reading this thread, I had a similar experience, and found that the problem was a faulty (not completely wired) UTP cable.

Read it in this thread.