Description
A 100 Ah LiFePO4 leisure battery, supplied with the transport documentation that gets it through customs. Lithium iron phosphate rather than lead-acid for the reason that decides most builds: you can use roughly 80% of what you paid for instead of half of it, at around half the weight. On a vehicle running close to its plated limit that is not a preference, it is the difference between legal and not. Pairs with our 200 W kit, or a 200–300 W array.
Key points
- Roughly 1.6× the usable energy of the same nominal rating in AGM, before cycle life is counted. The comparison that matters is usable amp-hours per unit of money over the life of the battery — see our comparison.
- Around half the weight of lead-acid for the same usable capacity. Payload is a legal limit, not a suggestion.
- Integrated BMS for cell balancing and protection against over-charge, over-discharge and short circuit.
- UN 38.3 test report, MSDS and transport classification documents supplied. Without these the container does not clear customs — and by then it is your problem, not the factory’s.
- Works with our whole controller range. Both our PWM and MPPT controllers charge lithium correctly.
Specifications
| Chemistry | LiFePO4, cylindrical cells (4S1P) |
| Nominal voltage | 12.8 V |
| Nominal capacity | 100 Ah (@0.2C) |
| Energy | 1280 Wh |
| Cycle life | 2000 cycles @ 25 °C, 0.2C, 100% depth of discharge |
| Internal resistance | ≤ 50 mΩ |
| Self-discharge | ≤ 3.5% per month |
| Charge voltage | 14.0–14.6 V |
| Max charge current | 100 A |
| Max continuous discharge | 100 A |
| Peak discharge | 200 A for up to 3 s |
| Discharge cut-off | 10 V |
| Expansion | Up to 2 in parallel, up to 4 in series |
| Dimensions | 330 × 172 × 215 mm (218 mm over terminals) |
| Weight | approx. 11.5 kg |
| Terminals | M8 |
| Ingress protection | IP55 |
| Cell safety standard | UL 1642 at cell level |
| Charge temperature | 0 °C to 45 °C |
| Discharge temperature | −20 °C to 60 °C |
The cold-weather limitation, stated plainly
Charging LiFePO4 below 0 °C damages it. Discharging in the cold is fine; charging is not. Most batteries have BMS protection that simply refuses the charge, which is safe but means no solar input at all through a hard winter. If the customer’s vehicle overwinters outdoors and unheated, say so before the order — it may be the one case where AGM is the better answer, and we would rather lose the line than have it come back.
Specification and certification
This is an externally sourced product and we are confirming the full data sheet — cycle life, charge and discharge current limits, dimensions and weight — with the factory in writing. Ask us and we will send it along with the UN 38.3 report, rather than publish figures we have not verified. Request the specification.
Best for
Motorhome and van conversions where weight and usable capacity matter, and any build where the customer expects to live off hookup for more than a night or two.
Price on request. Send us the quantity and destination country and we will quote — request a quotation.
