The largest capacity lithium battery in H6 / AN3 size is the 60ah. I don’t think the tray can fit the H7 battery which has a max 80ah capacity. Like I stated earlier the 60ah in the lithium has the same energy density as a 120ah in a lead acid or agm battery.
How did you run the wiring and what setup did you go with?
My setup is just to keep the 12v battery topped off. This is the solar charger I used:
Not quite sure I understand this. You already have a deep cycle “hybrid battery” that is 1.87 KWH deep. Just keep the power on and your engine will only occasionally turned on. It uses your engine as second /third stage power source depending on what you use. What system is better than that?
It's my setup so okay if you don't understand
. Use cases/niche requirements.
I'm a little confused by what you wrote. If the energy density of the 60 Ah lithium battery is the same energy density as a 120 Ah lead acid or AGM battery, then the lithium battery would be half the size of the lead acid but also have half the energy of the lead acid battery. Why would anyone want to do that? I thought the point of the thread was to get a battery in the same size with a greater amount of energy storage. In order to do that, the energy density would need to be greater, not the same. Am I missing something?
Ok, so the LC250 uses an H6 battery size. Antigravity uses the same OEM case for easy installation and direct fitment.
The graph isn't particularly useful because it doesn't specify the energy capacity of the two batteries used in comparison. If you have a 120 Ah lead acid battery producing 12 V for 40% of the discharge cycle, that makes for 48 Ah above 12 V. A 60 Ah lithium ion battery maintaining above 12 V for 90% would be 52 Ah above 12 V. That's roughly equivalent, if the graph actually is correct. I do think you are trying to make a valid point - the usefulness of a battery isn't measured strictly by its amp-hour rating. All batteries produce a lower voltage as they drain and if you are using something more sophisticated than a flashlight, then a battery could still have 40% of its charge remaining, but not have enough potential difference to accomplish anything. Some of the best testing of batteries I've seen under load is done by the Torque Test Channel. Start at about 4:00 minutes into the video if you want to see a straightforward comparison of Voltage vs. Time for the batteries. Project Farm has also done some nice testing of car batteries (with some surprising conclusions.)
They are likely great, but they are expensive, very expensive. I'd prefer to buy a decent quality jump pack TBH. Which everyone should have in their vehicle anyway. I can just see something going wrong with the electrical system in our new to the market LC's and the dealership trying to blame the LifePO4 battery... and I'm not a "but the warranty" kind of guy.
Out of curiosity do the peaks in these diagrams correlate with driving periods? Like does the hybrid system keep the voltage at the battery terminals at 14ish whenever it's ON? Or is that some peculiarity of lithium batteries? Or are those just random charging periods?
I'm saying the graph is a sales tool, not something that contains useful data comparing two real batteries. The video shows an example of how to properly compare the performance of real batteries under real conditions. And, if the energy density of two batteries is the same, then given the same volume they should store the same amount of energy. Given the lack of real data, I'm not convinced that the Antigravity battery has the substantial advantages you suggest. Having said that, I would be interested in seeing real data obtained by an independent laboratory that would compare the performance of the Antigravity battery to other automotive batteries. I certainly wouldn't spend over $1000 on the basis of the graph you presented and the claims made by the manufacturer. The one measurable advantage that is easily confirmed is a significant weight reduction compared to traditional batteries. In addition, the reserve of the Antigravity appears to solve the problem of needing a jump box.
I would think the Magnuson-Moss Warranty Act would prevent Toyota from blaming the battery. MMWA is the reason we can safely choose to use after market parts on our cars, but still expect the warranty to be honored. A manufacturer can't just point to an after market part and refuse to cover the warranty.
The peaks were when the vehicle is on and running. The USA LC250 seems to charge at a 14.4v consistently when operating.
