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Shorai Batteries
- stonemaster
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www.shoraipower.com/
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- testarossa
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- Attack life, it's only trying to kill you.
I'm not sure that he's had it long enough to give you much feedback, other than installation and size/weight considerations.
1978 KZ1000 A2 Click--->Build Thread
2004 ZX-10R
2007 Harley Sportster 1200
2020 Harley Street Glide Special
Angola, IN
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- bountyhunter
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The typical final charge voltage on a single Li cell is 4.200V, so three in series would be 12.600V. I don't think the standard 14V system voltage is a good fit for it. I wonder if they just overcharge them or do they require a voltage regulator retrofit?
1979 KZ-750 Twin
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- steell
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All lead-acid batteries can outgas hydrogen. In the case of AGM/Gel, it only happens during an overcharge situation, typically. Statements to the contrary are urban myth.
ANY battery must have its terminal charge voltage carefully controlled, or the battery will be damaged. In the case of Lead-acid (All types) an overcharge condition is also potentially dangerous. In the case of Li-Cobalt (laptop/cell battes) over-voltage charging can lead to thermal runaway (fire). Shorai LFX use LiFePO4, which are NOT subject to thermal runaway due to over-voltage charge conditions. Over-voltage charging will damage Shorai LFX, as it will any other battery, and that is it.
LiFePO4 have exactly the same charge requirements as a typical lead acid battery, 14.2~14.6V, 14.4V nominal, and the same charge curve, CC/CV.
CCA Ratings for lead-acid don't translate well in comparison to SHorai LFX, because we typically hold up to 2V higher during cranking than an equivalent-rated lead-acid battery. Since it is WATTS that starts your vehicle (A*V), this means that we crank much better than our CCA specs indicate.
David Radford
President, Shorai Inc.
www.i-bmw.com/showthread.php?t=32193
KD9JUR
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- stonemaster
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- RonKZ650
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321,000 miles on KZ's that I can remember. Not going to see any more.
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- bountyhunter
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It is true that Li don't like cold temps... or hot either. The temp range for the ones we were designing around was about 0 to 40C. At the edges of that range they had problems delivering or accepting the higher currents.
Not sure about them saying that their cold crank Amps are "better" because they deliver them at a higher voltage. The battery's terminal voltage at any value of crank amps is a direct measure of internal battery impedance. The starter is a load that requires a specific current at a certain voltage. As the battery voltage loads down, the starter needs more current.
As the gentlemen with the gold wing pointed out on the other forum, these Li batteries have trouble turning the starter cold. He has to "warm" the battery by running the lights to get good starter power. That indicates a lack of CCA until the battery is heated up inside.
1979 KZ-750 Twin
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- PLUMMEN
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my bike draws a lot of juice and doesnt get ridden a lot,so i dont want to spend that much on something that only lasts me a season here in snoberia!
Still recovering,some days are better than others.
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- stonemaster
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- loudhvx
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Found this on a Beemer forum:
CCA Ratings for lead-acid don't translate well in comparison to SHorai LFX, because we typically hold up to 2V higher during cranking than an equivalent-rated lead-acid battery. Since it is WATTS that starts your vehicle (A*V), this means that we crank much better than our CCA specs indicate.
David Radford
President, Shorai Inc.
www.i-bmw.com/showthread.php?t=32193
Well, I don't think I follow what he's saying. It sounds like a little bit of double talk.
You can't raise the voltage on a passive load and expect the current to be lower. If his battery provides 2 more volts, then the CCA would have to be higher, not lower.
And to put it in a more complicated way, (just for fun):
Yes it's true that it's wattage that starts your vehicle.
Wattage can also be calculated as Ri^2. If the CCA is lower, then wattage is lower.
Wattage can also be calculated as (V^2)/R
If voltage is higher then wattage is higher.
See the discrepancy. Wattage can't be higher and lower at the same time... faulty math. Cannot compute.
The way it really is:
If a battery can provide more cold cranking amps, it does it while also providing more cold cranking voltage. It has to be this way because the load is the same. The only way to get more amps through the same load is to put more voltage on the load. Conversely, the only way to have higher voltage on the same load is to force more amps through it. It's two ways of saying the same thing. That is the whole entire point of ohms law. Notice, now, if you use any of the three power formulas, you get the same result.
1) Higher I : RI^2 is higher
2) Higher V : (V^2)/R is higher
3) Both higher : IV is higher
ahh, all three results agree... does compute... processor happy.
Physics gods not frowny.
He is violating physics, or is failing to explain what he means.
In the end, all that matters is that Ron's buddy found the battery to turn the motor over slower. What else do we need to know?
1981 KZ550 D1 gpz.
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- stonemaster
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- RonKZ650
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321,000 miles on KZ's that I can remember. Not going to see any more.
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