I don't have an RV and am unaware of the peak loads. If you wire batteries in series, the internal resistance of each battery adds together to give you 2x the resistance in series with your load which inhibits current flow......current flow when accompanied by the available voltage drop means WATTS....work....which is why you have them in the first place and it is totally lost in heat in the batteries (conservation of energy).
However, if you hook them up in parallel, all other things excepted, when you need some amps, the resistance of each battery, whatever it is, more or less than 6v, don't know and don't care, but these resistances are now in parallel and the equivalent resistance to current flow is halved, not doubled so rather than puking your available wattage on internal resistance of the batteries, you have 1/4 the series resistance power loss allowing more wattage to send to your load......load being whatever it is that you have the batteries to operate.
I had this JD 4230D Cab that had a 6 volt on each side of the cab, wired in series, and grounded on the opposite side of the tractor from the starter. I ripped all that crap out and put in 2ea 31 series 12v batteries wired in parallel with 2/0 cables. On the battery adjacent to the starter I hooked the + on a 2' cable to the solenoid and the - on a 1' cable to the starter mounting bolt making all connections nice and shiny and tight.
The resultant starting torque was so extreme that I blew out 2 tires on the rt side of the tractor HA!.......naw not really, but it solved my cold starting requirement to have a starting aid.
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Today's Featured Article - History of the Nuffield Tractor - by Anthony West. The Nuffield tractor story started in early 1945. The British government still reeling from the effects of the war on the economy, approached the Nuffield organization to see if they would design and build an "ALL NEW" British built wheeled tractor, suitable for both British and world farming.
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