Customer ratings

Excellent battery monitor, even for three batteries. That's not something you see every day. Plus, it connects directly to the chartplotter via NMEA 2000 and to your mobile phone. It doesn't get any better than this.

After a problem-free installation, the configuration was just as uneventful. Battery parameters set, NMEA2000 data set on the B&G Triton² and that's it! Now the shunt has to collect data first so that the whole thing can look good.
It will look chic later on OpenCPN ;-)

I finally got the Schunt working thanks to the great help from lxnav, but this required a software update which was available to download from the Lxnav website. Initially there were problems with the WiFi communication with my iPhone. I couldn't make the configurations using Safari. The solution was to switch to a different browser, Google Chrome, and it worked without any problems. The only problem is that on my B&G Vulkan the current is displayed with the wrong sign - negative when charging and positive when discharging. In the WiFi application it appears correct.
Handbreit M.

In contrast to the review of another customer, I can only say positive things about the product.
There are not many N2K-compatible shunts on the market. The LXNAV 300 fulfills the intended purpose exactly and can be easily configured to the battery conditions on board and delivers the measured values to any other N2K-compatible displays.
The installation and commissioning on my 36-foot cruising yacht were absolutely problem-free.

I have installed the SmartShunt 2 times. I exchanged the first one because I thought it was defective. The second had the same problem. I have 2x 200Ah lithium batteries as supply batteries and a Garmin system including a chart plotter with a NMEA 2000 network.
The SmartShunt comes with a USB stick that contains operating instructions and installation instructions for several LXNAV products, but not for the SmartShunt. You can only find them online in English. This means that it is not actually allowed to bear a CE label, since the safety information must always be in the national language.
You can only monitor a 12V battery. Three batteries can only be monitored if they are connected in series (12v24v36v). That may be interesting for solar systems, but I've seen a maximum of 24v on boats.
You can access the settings page with your smartphone via the WLAN interface. Battery type, capacity and alarm values can be entered on the page. If you then press the Save button, the data will not be saved. The preset lead acid battery with 100Ah was 0% after one day. The warning messages on the plotter are all cryptic and can only be understood by the developer himself.
The battery was then charged with the alternator and later with the charger. Unfortunately, the shunt did not notice that. The state of charge is still at 0%. I'm also not entirely sure if the instruments with the CAN bus are switched off on the ship and the charger is charging the batteries, whether the shunt is still active.
On the positive side, the mechanical design is very robust and well-designed.
Conclusion Here the developers have to do it again, it doesn't even have the quality of the first sample.