Battery Warranty Problems

Characteristics and fault diagnosis

Lucas and Numax lead-acid automotive batteries are built to the highest standards. Importantly, these batteries are manufactured with intent!, So, to correspond with the vehicle manufacturer’s requirements and specifications,

Nevertheless, it is important to understand the following:

With this in mind, a wet lead acid battery is “alive.” in view of this! Whether it is in service or in storage, the battery has a finite life span. Firstly, if stored in a wet (filled) condition, all batteries will slowly self-discharge. not forgetting that the higher the ambient (storage) temperature, the greater the rate of self-discharge.

with attention to ensuring that batteries are not allowed to discharge. Especially to the point where they are damaged (due to sulphation)! or so that they are incapable of starting the vehicle or operating equipment. As a result, regular voltage checks (monthly) are required.

Batteries with a voltage of 12.4 volts or below should, of course, be recharged. It is not acceptable to recharge using a rapid charger. Ideally, a recharge rate of 1/10th of the battery’s capacity should be applied for up to 12 hours.

At the end of this period, a fully charged battery will read over 12.65 volts. Another key point is that all cells should be gassing freely. Keep in mind if a battery has vent plugs. It must be remembered that these plastic plugs should always be removed before charging.

Battery Warranty Problems
Non-manufacturing faults

Sulphation

The first thing to remember is whether a battery is allowed to stand in a discharged state. so for an excessive amount of time. By the same token, a chemical reaction takes place. dynamically, which can permanently impair the batteries’ performance (this is sulphation). Sulphation can be seen as a fine white or grey coating on the plates.

Given these points, in most cases, this signifies irreversible damage. ensuring that the battery will no longer be serviceable.

To begin, this damage can occur during storage

or during transport. Or secondarily, if the battery is installed in a vehicle (or equipment) that is not used for a period of time. for example, a tractor, motorcycle, or boat. Even a car or truck that is stored with the battery connected can still damage the battery in this way.

This is because there is a permanent drain on the battery from the clock, alarm, etc. As a result, the level of charge in a battery falls, and after a period of time, sulphation will build up on the plates.

The sulphation (lead sulphate) hinders the chemical reaction between the acid (electrolyte) and the active mass (lead compound) in the plates. So, this prevents the battery from operating as normal. This is not a manufacturing fault.

Wear and Tear: Battery Warranty Problems

During the charge and discharge cycles, material from the battery plates (active mass) is in motion. For the most part, it is the electrochemical reaction that produces electricity.

Every time the battery goes through a charge and discharge cycle, a small amount of the active mass is lost from the plates. Because the ultimate life of a battery depends on so many factors, of course, it is impossible to stipulate a minimum or maximum life expectancy.

This process of normal ageing occurs through the charge and discharge cycle. Unfortunately, this will eventually cause the battery to lose capacity. Finally coming to the point where the battery can no longer start the vehicle or equipment. This is not a manufacturing fault.

In a word, a battery only has a finite number of cycles (x). that it can go through before it loses its capacity to perform. vehicles with high usage, such as taxis, minicabs, trucks, and buses.

Generally speaking, it will often subject the battery to its x number of cycles but over a much shorter time. As a result, batteries on these vehicles can display the above symptoms after 12–24 months. This is not a manufacturing fault.

Deep cycling: Battery Warranty Problems

As previously mentioned above, every time a battery goes through a charge and discharge cycle, a small amount of material from the plates is lost. If a battery is subjected to deep discharge (i.e., over 40%) and then rapid charging, ultimately, this process is accelerated.

Additionally, if during the recharge, the battery is not adequately compensated for the discharge cycle. In essence, the battery will quickly exhibit a loss of performance. Even after recharging, the voltage will be low (under 12.4 v), but the cells will generally give even readings. This is not a manufacturing fault.

Overcharging

In another instance, if the regulator is not set properly, then the battery can be subjected to an excessive charge. If left unchecked, the battery will overheat and start to evaporate the electrolyte. All things considered, the overcharging will cause the accelerated breakup of the active mass on the plates.

As a result, the battery’s performance suffers. This is generally obvious from the examination of the battery. Firstly, the acid levels will be very low. Secondly, quite often, a black coating will be visible on the filler caps. This is not a manufacturing fault.

Physical damage

If the battery is put in the wrong place, if the connector leads are hammered onto the terminals, or if the leads are not fastened properly, the casing or terminals of the battery will be damaged. This is not a manufacturing fault.

Incorrect application: Battery Warranty Problems

The batteries that our suppliers recommend are the same as or better than what came with the car. If you put in a smaller or less powerful battery, it will last less time and break down sooner. which will generally manifest itself as deep cycling or premature wear and tear. This is not a manufacturing fault.

Battery problems:

Manufacturing Faults

Due to the high demands of the OEM market and taking into account the technical and manufacturing standards adhered to by our battery suppliers. In effect, the rate of genuine manufacturing faults is negligible.

Short circuit/dead cell

Typically found in batteries with a short service life (less than 12 months). One cell will show a dramatically lower specific gravity (SG) reading than the others. The affected cell will boil visibly under a high-rate discharge test. In some cases, it may also be visible as a sulphated cell (see above). The remaining cells will show a good SG reading of 1.26 or over.

Internal Break

Subsequently, the battery will have good SG readings but no voltage.

Summary

Provided the right battery in the right condition is used for the right application, the number of battery problems encountered will be minimal. So, all batteries have a limited amount of time to work, which depends on how the battery is used.

So, Battery Warranty Problems and battery failures caused by sulphation, wear and tear, or deep cycling are not manufacturing faults. As a result, the guarantee does not apply to them.

Of course, it is important to remember that under normal operating conditions, a battery cannot become discharged on its own. The reason for this discharge is normally attributable to:

Malfunctioning alternator, regulator, or starter motor
Slipping fan belt
Electrical fault
Excessive use of electrical consumers
car phones, air conditioning, etc
Long standing time without recharge
Boot light/glove box malfunction
Vehicle lights being left on

If a battery is consistently used or is left discharged, it will eventually reach a condition where even a prolonged recharge will not return it to its original condition. This is classified as “deep discharge” or “undercharging” and is not a manufacturing fault.

If a battery is continuously deeply discharged, for example, if it experiences stop-start motoring and heavy use of the car phone, air conditioning etc. and is then not adequately recharged, it will lose its performance relatively quickly. This is called “deep cycling” or “wear and tear” and is not a manufacturing fault.

CCA Testing using Digital

Conductance Battery Testers

Of course, there are many different types of hand-held digital conductance battery testers on the market. So, it is important when using these devices to test the CCA (cold cranking in amperes) of a battery that the following points are taken into account:
1. They are not a reliable method of checking the fully developed cold-cranking performance of a new car battery. They are designed for the testing and evaluation of suspect or used batteries.

2. Different makes of testers, and even different testers of the same make, can give different results.

3. The plate design of a battery can affect the readings obtained by a digital conductance battery tester. Different readings will be experienced for batteries with standard lead-antimony plates compared to those with calcium-hybrid or calcium-calcium plates. Also, a flooded battery will give different readings from an AGM or GEL battery.

4. CCA readings can be measured according to a number of different international standards, such as SAE, EN, DIN, or IEC.

5. In the majority of cases, it is not possible to calibrate the hand-held CCA tester.

6. The condition of leads and terminal connectors can influence the reading on the hand-held tester.

7. Hand-held testers work by measuring the internal resistance of a battery using a low alternating current. Internal resistance can be affected by plate technology, the amount of active material left on the plates, and the condition of that active material.

8. A battery that is 2-3 years old may still be serviceable, but because of ‘wear and tear’ it may only give a 75% health reading.

Also read: https://www.batteriesontheweb.co.uk/delivery-policy-warranties/