![]() ![]() ![]() The high rate discharge test checks that the power (where power is current multiplied by voltage, and the voltage limit is sufficiently high to assume a constant power over the 5 seconds) delivered for the 5 seconds of high rate discharge current is enough to start the motorcycle in cold weather. This test is much shorter than what is seen in automotive – because the amount of power needed to turn over the motorcycle engine is lower than what is demanded from big engines and can be delivered in a shorter amount of time. The 5-second voltage test is to confirm the initial cranking power will turn over the bike. The high rate discharge test in this JIS standard specifies that a battery must discharge a specific amount of current (in amps) for a certain amount of time (usually 1-3 minutes) and the voltage at 5 seconds must remain above a limit. For example, a BTX5 battery type is 12-volts, 4 amp-hours, fitting into a case size of 105x70x113mm (height x width x length) with a weight of approx. Capacity testing is performed at a standard 10-hour rate, and the battery designation type must meet certain criteria in order to be classified into that battery type. This standard quantifies capacity, high-rate discharge and dimensional information that standardizes power sport application batteries. It is interesting to note that there is only one standard of testing or regulations for SLA power sport batteries – the JIS D5302 standard – and it does not test for, or define, CCA. ![]() Now you may be wondering how these metrics, and the standards behind them, translate to motorcycle and other powersport starter SLA (sealed lead acid) batteries. In the Cranking Amp versus Cold Cranking Amp Part 1 blog, we covered the basics centered around what Cranking Amps (CA) and Cold Cranking Amps (CCA) are and what that means in the automotive world. ![]()
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