I've been using Lithium Iron batteries since 2009... The first was
Josh Kaufman's Speed Cell... On the question of longevity my Speed
Cell Lithium Iron worked flawlessly in my RC45 for over 4 years
despite the fact it was discharged down to 3.5 volts in the first 2
years... It was still serviceable 2015 when I sold my Speed Cell to
Bob for his VFR 800 because I wanted a dedicated balance charging
system Shoria offers for my RC45...
Back in 2009 I went for a new Lithium Iron batteries because not only
are they 6 pounds 10 ounces lighter than the stock YUASA they do not
require trickle charging... I have had mine drop to 3.4 volts and
charge back up without the problems associated with maintenance free
batteries...
The days of the old heavy lead acid battery are number... smart money
is on the new light weight Lithium Iron battery like Shorai... not
only is it 5lbs lighter but doesn't require trickle charging and will
not sulfate... I also recommend Shorai's balance charger because it as
two modes one for storage and one for charging...
http://www.shoraipower.com
Quote Shorai
Starter batteries of any type contain a large amount of energy. During
a short circuit, ALL that energy is released in a matter of seconds,
creating an extremely hot arc welder, possibly causing fire or
explosion. You MUST be very careful at all times to avoid short
circuit of the positive and negative terminals. Do NOT wear jewelry on
wrist or neck while handling batteries. INSURE that when installed the
positive and negative terminals are properly covered and insulated
from the vehicle. Do NOT use carbon fiber battery hold down units, as
carbon is an electrical conductor. When replacing a battery, its
important to verify that your charging system is working properly and
the output voltage is within the recommended range of 13.6-14.4v. At
no time should the charging system output be above 15.2v or it can
damage the battery.
All that is required by Shorai when up grading from stock to Li Ion
battery is to verify that your charging system is working properly and
the output voltage is within the recommended range of 13.6-14.4v. At
no time should the charging system output be above 15.2v or it can
damage the old lead or the new Li Ion battery.
Battery Basics
Or why do lithium-ion batteries cost so much?
Kevin Cameron
By Kevin Cameron
September 3, 2014
The term “lithium-ion battery” includes a wide variety of possible
electrode chemistries and electrolytes, and as these types of
batteries proliferate, we decided it was time to provide a basic
primer on them.
One of the most important facts is that lithium reacts vigorously with
water or water vapor. Therefore, lithium-ion batteries must be sealed
to exclude the atmosphere, and the electrolyte used cannot contain
water.
While most Li-ion batteries employ graphite anodes, cathode types and
applications are numerous, as follows:
Lithium cobalt oxide: achieves high energy density but current is
somewhat limited by electrode resistance and the heat generation that
it produces.
Lithium manganese oxide: good for electric tools requiring high
current. Less energy density than cobalt oxide.
Lithium iron phosphate: lower energy density but long life, inherent thermal safety.
Lithium nickel manganese cobalt oxide: good for low-drain medical equipment.
Lithium nickel cobalt aluminum oxide: able to tolerate many
charge-discharge cycles; might be useful for electrical grid storage
(storing solar power by day for discharge at night).
In all cases, the charging process stores lithium ions in the negative
electrode, or anode. Discharge moves lithium ions from anode to
cathode.
Think of electrode structure as analogous to the familiar problem of
airliner seating: To shorten loading/unloading time at airports, more
aisles are essential, but providing such aisles means the space they
occupy cannot be filled by more paying passengers.
Cathodes are made with structures that provide large surface area
(Li-cobalt oxide is a layered structure, but lithium manganese oxide
is a triangulated “spinel”). So, in general, having maximum energy
storage capacity makes it more difficult to achieve rapid
charge/discharge. Electrode resistance—chiefly the anode—generates
heat.
It was natural for users seeking maximum performance (laptop and
mobile-phone makers, Boeing, and others for aircraft use) to be
attracted to lithium cobalt oxide, but a number of well-publicized
laptop, handheld device, and other fires resulted, including one in a
Cessna CJ4 business jet, which caused the FAA to stipulate that this
model’s Li-ion main battery be replaced by either lead-acid or
nickel-metal hydride batteries. Boeing was allowed to put Li-cobalt
oxide aboard its new 787 Dreamliner because four levels of security
were provided. As we now know, even that did not prevent
“overheating.”
Fire results when a battery enters “thermal runaway,” develops
internal current, and becomes hot enough to vaporize its electrolyte,
generating internal pressure that bursts the battery’s containment.
The combination of the electrolyte—an organic solvent such as ethylene
carbonate—high temperature, and atmospheric oxygen generates an
intense fire. Lithium plus atmospheric water vapor reacts to lithium
hydroxide plus hydrogen gas. Big bangs!
Industry’s response has taken several forms: to shift to inherently
safer electrode chemistries such as Li-iron phosphate; to protect
high-performance batteries with charge/discharge controls and
temperature sensing circuitry; to add fire-retardant substances to
battery electrolyte.
In the case of the Shorai motorcycle battery, it employs the safe
lithium iron phosphate cathode chemistry. Even though this cathode
choice reduces energy storage in comparison with a Li-cobalt oxide
chemistry, it still displays much more energy storage than traditional
lead-acid.
Every week one can read of “breakthrough” developments in Li-ion
battery technology, most of them taking the form of ways to create
electrodes with extremely large surface area and an open structure
allowing rapid ion movement. No large company can afford to bet the
farm on new developments that have not been thoroughly explored, so it
can be years before such refinements make their way to market.
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