|02-16-2012, 06:19 AM||#11|
Joined: Sep 2011
Location: Tulsa, Oklahoma
even though lithium iron phosphate chemistry is much more stable than lithium cobalt. Voltage requirements of existing electronics dictate which chemistry will be compatible. lithium cobalt operates between 4.2v fully charged to 3.0v dead. very little energy remains below 3.25v.
a lithium cobalt battery made from four cells x 4.2v = 16.8v fully charged to 13v dead or not compatible with a motorcycle's electronics.
lithium cobalt will be with us for many more years. greatest danger with lithium cobalt occurs during charging. here's a blast from the past..... a detailed article on that topic, I wrote back in 2007 on Candlepower Forums (thread ended up 116 pages) http://www.candlepowerforums.com/vb/...ng-re-charging
battery packs from name brand electronics with lithium cobalt will usually contain protection circuitry. due to higher energy densities and voltage requirements of existing gear. Lots of RC folks are still flying with lithium cobalt li-po packs. generally they understand the dangers and are using sophisticated chargers with balancing circuits, charging at limits their li-po packs can withstand.
Bringing BMW R90S back to life, R80G/S, LiFePO4 testing
Which is more reliable ... Points or Electronic Ignition for Airheads? for airhead charging issues scroll down to #898
_cy_ screwed with this post 02-16-2012 at 07:26 AM
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