Hello all!
I am wondering how one goes about using deep-cycle flooded lead-acid batteries to start up a car/truck. I am aware that this is not an ideal application, but I am interested in them because I want to replace electrolyte and perform comprehensive battery maintenance. This is part of a bigger project on lead-alum battery conversion and off-grid power.
Somebody else asked this question in another off-site forum, and all they got was a bunch of "Why in the world would you want to do that?" and "That is not a good idea".
Well, the answer to those statements is fairly obvious: Flooded deep cycle batteries will last longer and (In my opinion) are easier to maintain and service than a typical automotive battery if treated correctly.
Because the situation does not pertain to lead/lead oxide plates in sulphuric acid, but instead to lead/lead oxide plates in aluminium sulphate hydrate, I need an answer relevant to P/I/E requirements and not "See manufacturer datasheet".
Okay, now my question is really about converting a known aH to an unknown CCA, but those values do not really convert into each other, being a factor of manufacture process (I.E. Sponge plates versus solid plate, plate separation, etc...) How many aH from a flooded deep cycle battery are needed to turn over the ignition on say, a FORD F-150? A replacement F-150 battery is group 65, rated for 850 CCA; Do I need to have 12v 850aH minimum (NOT factoring discharge rate in C) available from my cells?
The main reason I ask is because I want to use lead-acid batteries in an off grid power box/wagon, one of the features of the unit being car starting, and there is basically zilch information on this topic. I could contact manufacturers to determine CCA, but this will be next to useless to me once I have converted to lead-alum.
The system I want to develop is not simply for powering the engine ignition, however, it should be capable of performing such a task repeatedly if necessary, after all, my designs seek extensibility.
With my experimental lead-alum battery, which is rated for 6v 2aH (XT6N2-2A UNV), considering the original rating, I have roughly 80% E and 50% I , OR 4.8V and 1A output, yielding ~4.5w. I do not plan on starting a vehicle with this particular battery.
Thanks in advance for your comments, questions, and answers! I look forward to your response!
I am wondering how one goes about using deep-cycle flooded lead-acid batteries to start up a car/truck. I am aware that this is not an ideal application, but I am interested in them because I want to replace electrolyte and perform comprehensive battery maintenance. This is part of a bigger project on lead-alum battery conversion and off-grid power.
Somebody else asked this question in another off-site forum, and all they got was a bunch of "Why in the world would you want to do that?" and "That is not a good idea".
Well, the answer to those statements is fairly obvious: Flooded deep cycle batteries will last longer and (In my opinion) are easier to maintain and service than a typical automotive battery if treated correctly.
Because the situation does not pertain to lead/lead oxide plates in sulphuric acid, but instead to lead/lead oxide plates in aluminium sulphate hydrate, I need an answer relevant to P/I/E requirements and not "See manufacturer datasheet".
Okay, now my question is really about converting a known aH to an unknown CCA, but those values do not really convert into each other, being a factor of manufacture process (I.E. Sponge plates versus solid plate, plate separation, etc...) How many aH from a flooded deep cycle battery are needed to turn over the ignition on say, a FORD F-150? A replacement F-150 battery is group 65, rated for 850 CCA; Do I need to have 12v 850aH minimum (NOT factoring discharge rate in C) available from my cells?
The main reason I ask is because I want to use lead-acid batteries in an off grid power box/wagon, one of the features of the unit being car starting, and there is basically zilch information on this topic. I could contact manufacturers to determine CCA, but this will be next to useless to me once I have converted to lead-alum.
The system I want to develop is not simply for powering the engine ignition, however, it should be capable of performing such a task repeatedly if necessary, after all, my designs seek extensibility.
With my experimental lead-alum battery, which is rated for 6v 2aH (XT6N2-2A UNV), considering the original rating, I have roughly 80% E and 50% I , OR 4.8V and 1A output, yielding ~4.5w. I do not plan on starting a vehicle with this particular battery.
Thanks in advance for your comments, questions, and answers! I look forward to your response!