Will my factory-fitted charger work with TITAN?

Charger is fine for TITAN lithium - those voltages allow a 100% charge with no setting change.

Confirmed compatible. Will take a TITAN battery to a full 100% charge from solar input.

Fine to use when the internal DIP switch is set to position 'B' (middle). The TITAN BMS will prevent damage if the charger ever exceeds 14.4V.

Fine to use as is but note slow charging times due to 2.5A output for aux. battery charging. Pair with a solar or DC-DC for a faster charge.

Set the controller to AGM mode (option 2) - those voltages are a near-perfect match for TITAN lithium and will charge to 100%.

Common across German-built motorhomes, most often Bürstner. Basic DC to DC charger; charges to 100% when put on its lithium setting - on the Bailey Adamo it is typically fitted alongside a Truma SDC 12 MPPT solar controller.

Fine for TITAN lithium once the battery type is set to lead-Gel (Blei-Gel on German-market units). That profile charges at 14.4V bulk and 13.8V float, which fills the pack with no other change needed.

The Elektroblock handles engine and alternator charging through a split charge relay built into the unit. There is no switch or profile to set and it is fine to leave alone with a TITAN fitted. You can bypass it and fit a DC to DC charger instead, but the rewiring is involved and we would leave it as it is unless you have a specific reason.

Float-only voltage that protects lead-acid batteries from overcharging but only takes any battery to ~70-80% capacity. Ok to use if paired with solar that charges at 14.4V. Upgrade to a 14.4V mains charger to use the full TITAN capacity with mains only.

Not ideal. TITAN's higher resting voltage can keep the VSR latched open, causing a ~30W draw from the leisure battery back into the starter. Still ok to use, so long as user is aware of this discharge. Replace with a DC-DC charger for modern vehicles.

Factory Californias charge the leisure battery through a 150A split charge relay with two states. With Max. charge off it links the two batteries almost directly whenever the engine runs, so the lithium can feed the vehicle side at up to around 40A rather than being charged. Max. charge, set on the overhead camping control panel, charges it hard at around 140A instead. TITAN can take that, but 140A on every drive adds heat and wear over the battery's lifetime, and the discharge with Max. charge off is behaviour most owners do not want. We recommend a DC-DC charger in place of the relay for a controlled charge every drive. Often assumed to be a Bosch part; the genuine unit is VW and Audi marked.

Same 150A split charge relay as the T6.1 but with no Max. charge function, so it only has the linked state: whenever the engine runs the two batteries are joined almost directly and the lithium can feed the vehicle side at up to around 40A instead of taking a proper charge. Owners report that switching on the headlights or heated seats loads the alternator enough to push more charge across, but that is working around the relay rather than fixing it. We recommend a DC-DC charger in place of the relay for a controlled charge every drive.

The PC100-WM has an electronic battery separator built in. Whenever the engine is running it closes a relay that parallels the starter and leisure batteries, so the alternator charges the leisure side directly. Left as it is, that is a plain split charge and a TITAN copes with it. Fit a DC to DC charger without dealing with the relay and the two fight: the battery sees raw alternator voltage down one path and the DC to DC charger down the other, and when a smart alternator drops its voltage the lithium discharges back into the vehicle side through the closed relay. In the app that shows as charge and discharge swinging on every drive. CBE covers this in the PC100-WM manual. To exclude the parallel relay permanently, cut out resistor R37 on the PC100 board (ref. 2 in the CBE manual, beside connector J3) with a wire cutter, taking care not to damage the PCB tracks. With R37 removed the DC to DC charger is the only engine charge path and the battery charges cleanly. Traced and confirmed by a TITAN owner who saw exactly this fault.

Westfalia's own documents only ever say 'battery charger', but the PC100-WM vans are built on the CBE system and owners report the CBE CB516 as the factory unit, normally the 16A CB516-3 under the driver's seat. Check the label on yours. The CB516-3 has an internal A / B / C selector for lead-acid, gel and AGM and leaves the factory on A. Move it to B for 14.4V bulk and 13.8V float and it charges a TITAN to full; avoid C at 14.7V. The TITAN BMS protects the battery if the charger ever overshoots, including the brief desulphation pulse the CB516-3 applies at switch-on. The older two-position CB516 has no AGM setting: use the position that gives 14.4V, or send us a photo of the label and we will check it for you. If you want more current on hook-up, the CBE CB522-LT is a 22A lithium charger that drops onto the PC100 system without changes. James Cook (2020 on) and Columbus (2024 on) use a different Westfalia control unit and charger, not this one.

Behaves like the Durite VSR. It works, but while latched it lets the batteries balance between themselves, so a small drain sits on the lithium constantly. Fine to use if you are aware of the discharge; upgrading to a DC-DC charger is recommended.

Ships set for a 12.8V lithium nominal, but bulk-charges at 14.4V. Set absorption to 14.4V via the Bluetooth app - then it charges TITAN cleanly to 100%. Set absorption to 14.6V if cable length is long.

Recommended replacement for VSR / split charge relay setups on modern vehicles with smart alternators. Configurable, alternator-friendly and safe for TITAN's low internal resistance.

Our pick when replacing a PWM controller, where an MPPT typically recovers 10-20% more from the same panels. Choose SmartSolar over BlueSolar: the Bluetooth puts settings and monitoring on your phone, and the TITAN app can read it alongside the battery. Set the battery type to Lithium (LiFePO4) so the timings and rebulk preset correctly, then enable advanced battery settings, select the user profile and set absorption to 14.4V and float to 13.8V.

Charges TITAN at the correct voltage on AGM setting. Note small currents will take a long time to fully charge.

Compact 10A mains unit fitted to all Adria caravans and many older UK builds. 13.8V float-only voltage. Reaches ~70-80% on TITAN. Pair with a 14.4V solar or DC-DC charger - or upgrade the mains unit - to use the full TITAN capacity. Also replaces the older PS166-13.8-BCA variant. Worth confirming the exact part number on your install.

13.8V float-only voltage. Reaches ~70-80% on TITAN. Pair with a 14.4V solar or DC-DC charger - or upgrade the mains unit - to use the full TITAN capacity.

13.8V float-only voltage. Reaches ~70-80% on TITAN. Pair with a 14.4V solar or DC-DC charger - or upgrade the mains unit - to use the full TITAN capacity.

13.8V float-only voltage. Reaches ~70-80% on TITAN. Pair with a 14.4V solar or DC-DC charger - or upgrade the mains unit - to use the full TITAN capacity.

13.8V float-only voltage. Reaches ~70-80% on TITAN. Pair with a 14.4V solar or DC-DC charger - or upgrade the mains unit - to use the full TITAN capacity.

Dual-stage unit with a 2.5A boost output at 14.4V on the second leg. Charges TITAN to 100% as is - just slowly, due to the small boost current. Pair with a solar or DC-DC charger for a faster charge. Also replaces the older PS306-6A-BC. 2015 Elddis/Bailey conversions ship with an extra white lead from this unit - it isn't used by the charger, just tuck it away.

Dual-stage unit with a 2.5A boost output at 14.4V on the second leg. Charges TITAN to 100% as is - just slowly, due to the small boost current. Pair with a solar or DC-DC charger for a faster charge.

Dual-stage unit with a 2.5A boost output at 14.4V on the second leg. Charges TITAN to 100% as is - just slowly, due to the small boost current. Pair with a solar or DC-DC charger for a faster charge.

Dual-stage unit with a 2.5A boost output at 14.4V on the second leg. Charges TITAN to 100% as is - just slowly, due to the small boost current. Pair with a solar or DC-DC charger for a faster charge.

Set the DIP switches to Lithium (up/down/up/up) and it charges TITAN cleanly. Can be swapped for a Victron MPPT later if you want a slightly more efficient solar harvest.

Fitted under the driver's seat. Switch to the Lithium profile and it charges TITAN cleanly to 100%.

PWM controller - usable, but the 14.1V ceiling means it tops TITAN out at roughly 90-95%. Swap to an MPPT (Victron or Truma SDC) when you next refresh the solar side for a full charge.

Unscrew the front cover and set the internal DIP switch to mode B or C (14.4V bulk). The TITAN BMS protects against overshoot above 14.4V.

Charges TITAN at the correct 14.4V to a full 100%. Models and years covered vary - worth confirming the part number on the unit fitted in your install.

Charges TITAN at the correct 14.4V to a full 100%. Models and years covered vary - worth confirming the part number on the unit fitted in your install.

Charges TITAN at the correct 14.4V to a full 100%. Models and years covered vary - worth confirming the part number on the unit fitted in your install.

13.8V output only takes TITAN to ~80% on its own, but usually ships paired with a Truma SDC25 solar MPPT that finishes the charge to 100%. Worth confirming the Truma is fitted and on its Lithium profile (DIP up/down/up/up).