COMMERCIAL VEHICLE BATTERIES
We've been making commercial vehicle batteries for almost ten years. We started by supplying forklifts, then gradually moved into trucks. In 2019, we took our first heavy truck order—a logistics company in Guangzhou doing short-haul delivery in the Pearl River Delta. Their drivers complained that the original batteries kept losing charge and wouldn't start in winter.
THE LEAD-ACID PROBLEM
Lead-acid batteries have been used in trucks for decades. They're cheap, that's true, but they also have plenty of problems.
EXCESSIVE WEIGHT
Heavy trucks typically use four Group 31 batteries, each weighing thirty to forty jin, so the batteries alone are over a hundred kilograms.
LIMITED RUNTIME
For long-haul trucks, running the AC while parked or using an inverter, the batteries can't last more than a few hours.
DRIVER DISCOMFORT
Many drivers don't dare turn on the AC to save power, suffering through hot summer nights sleeping in the cab.
OUR DEVELOPMENT JOURNEY
At first, we thought it was simple—just stuff lithium iron phosphate cells into a Group 31 case with more capacity, and we'd be done. When we actually tried it, we found it wasn't that easy.
Charging was the biggest pitfall. Lead-acid batteries are rugged; they can handle charging voltage being a bit high or low. Lithium batteries can't—voltage above 14.6V starts damaging the cells, and prolonged overcharging destroys them outright. Factory alternator regulators on trucks typically output between 14.4 and 14.8V, with some older vehicles reaching 15V. Our first batch of products went out, and after three or four months, customers came back saying the batteries had swelled. We checked and found it was overcharging.
VOLTAGE SENSITIVITY
Unlike lead-acid batteries that tolerate voltage fluctuations, lithium batteries require precise charging control. Factory alternator regulators on trucks typically output between 14.4 and 14.8V, with some older vehicles reaching 15V.
Voltage above 14.6V starts damaging the cells, and prolonged overcharging destroys them outright.
OUR SOLUTION
ADVANCED BMS VOLTAGE LIMITING
- Later, we added voltage-limiting circuitry to the BMS, dissipating excess energy as heat when the alternator voltage is too high.
- Heat sink capacity around 150W is generally sufficient. We've used this solution for over two years with decent customer feedback.
- For trucks with particularly aggressive alternators—270 amps and above—we still recommend switching to an external regulator.
- We have a compatible solution for that.
FLAGSHIP PRODUCT
Our current flagship product is the GTP-600, with capacity around 600 amp-hours. Two units replace the original four lead-acid batteries. Each unit weighs just over 30 kilograms, making the complete set seventy to eighty kilograms lighter than lead-acid. Dimensions match Group 31, so most vehicles can install them directly; a few need bracket modifications to the battery box.
REAL-WORLD PERFORMANCE
Customer feedback on runtime is notably positive. Our batteries consistently outperform traditional lead-acid in demanding real-world applications.
COLD CHAIN CASE STUDY
Customer feedback on runtime is notably positive. One cold chain customer has refrigeration units that draw sixty to seventy amps at idle. Their original lead-acid batteries would die after just over three hours; with our batteries, they last eight to nine hours. This data is from the customer's own testing—results vary depending on vehicle condition.
EXTENDED RUNTIME
For long-haul truckers who need to run AC while parked or use inverters for various equipment, our batteries provide significantly longer operational time. Drivers can finally run their AC comfortably through hot summer nights without worrying about depleting their batteries.
PRICING & VALUE
Our factory price is just over two thousand yuan per unit, with a two-unit set running just over four thousand. We can't control what distributors charge, but they typically add a few hundred yuan. A four-battery lead-acid set from a decent brand costs fifteen hundred to two thousand. So we're a bit more than double the price. But lead-acid batteries in heavy-duty trucks need replacing every year and a half to two years, while ours last five or six years without issue. Do the math over two or three replacement cycles and you break even.
LOW-TEMPERATURE PERFORMANCE
CURRENT LIMITATIONS
Low-temperature performance is still being improved. Current products cannot charge below zero degrees, though discharging is fine. Customers in the Northeast need to be careful in winter—after leaving the engine off overnight, let it idle and warm up before driving, otherwise the battery won't accept a charge.
NEXT GENERATION
The next-generation product has heating film inside the battery to bring the temperature up on its own. Mass production starts in the second half of next year.
QUALITY ASSURANCE
We're strict about quality. Every incoming cell gets full inspection; those that don't meet capacity and internal resistance standards get sent back. Before shipping, every battery pack undergoes aging tests, running through cycles for several days, with problematic units screened out at the factory. We offer a three-year warranty. Returns over these years have been minimal, mostly minor BMS issues—cell failures themselves are rare.
100% CELL INSPECTION
Every incoming cell gets full inspection for capacity and internal resistance
AGING TESTS
Every battery pack undergoes cycling tests for several days before shipping
3-YEAR WARRANTY
Comprehensive warranty coverage with minimal returns over the years
RARE FAILURES
Most issues are minor BMS problems—cell failures themselves are rare
PRODUCTION CAPACITY
Current production capacity is over a hundred sets per day, running double shifts when orders are heavy. Large orders need to be placed in advance due to material lead times. For smaller orders, we usually have stock available.
GET STARTED
Contact our sales team if you want detailed specifications or to get samples for testing.