In our previous discussion of starting current (CA) and cold starting current (CCA), we explored their importance in the automotive sector. Now, let’s delve into how these metrics and related standards apply to motorcycles and other power sports, starting with sealed lead acid (SLA) batteries.
JIS D5302 Standard
It’s important to note that there is one unified standard for SLA powersports batteries – the JIS D5302 standard. This standard does not evaluate or define CCA. instead, it focuses on capacity, high-rate discharge, and dimensional specifications that standardize batteries for power sports applications. Capacity tests are conducted at a standard 10-hour rate, and battery type designations must conform to specific classification criteria. For example, a BTX5 battery has a specification of 12 volts, 4 amp hours, fits into a 105x70x113 mm (HxWxL) battery box, and weighs about 2 kg, regardless of manufacturer.
The high rate discharge test specified in the JIS standard requires the battery to be discharged to a specified current (amperage) for a specified duration (typically 1-3 minutes) to ensure that the voltage stays above a certain threshold after 5 seconds. The 5-second voltage test is critical for confirming that the initial starting power is sufficient to start the motorcycle. This test duration is much shorter than the test duration in automotive applications because the power required to start a motorcycle engine is less than that required by a larger engine, thus allowing for faster power output.
The high-rate discharge test verified that the power output (current times voltage) during a 5-second high-rate discharge was sufficient to start a motorcycle in cold conditions. The test was conducted at -10°C but is not equivalent to CCA.
Is there a CCA for motorcycle batteries?
Interestingly, there is no standardized measurement method for motorcycle CCA. Although the JIS standard is customized for power sports vehicles, it lacks a measurement method directly corresponding to CCA. Due to the lack of defined measurements, manufacturers often use automotive standards to quantify them, even though they are not designed for power sports applications.
Automobile standards do not work well for powersports scenarios for several reasons. Obviously, the automotive industry’s CA and CCA test standards are for much larger engines than those commonly found in the powersports arena. For example, a standard truck engine is much larger than a common motorcycle, ATV, or snowmobile engine and requires time to warm up in cold weather.
Additionally, motorcycles use smaller batteries that need to provide less power to the engine than automotive batteries. All CCA test standards focus on batteries and engines that are larger than those used in motorcycles. So why are these standards so important?
Why are these standards important?
The standards are critical because CA and CCA are defined by these benchmarks and are used to communicate performance to consumers. As mentioned earlier, most motorcycle and sport EV batteries are evaluated against automotive standards, of which there are several. A brief overview of automotive CCA standards indicates that battery tests are conducted for a minimum of 30 seconds and a maximum of two-and-a-half minutes while maintaining a 12-volt battery voltage higher than 7.2, with all tests conducted at 0°F (-18°F).
When considering their next battery purchase, what do these automotive standards mean for power sports enthusiasts? If you’re like most powersports users, you probably don’t enjoy driving in the bitter cold. If you’d like to learn more about the right type of battery for your motorcycle, our Guide to Powersports Motorcycle Battery Types may be helpful.
Thirty seconds or even two and a half minutes of testing is quite a long time for a power sport engine. At 7.2 volts, there was not enough power to start the engine in any weather condition. This finding helps us understand that cold cranking current (CCA) may not be as important for powersports batteries as for vehicle batteries. Therefore, CCA should not be the only consideration when selecting the best battery.
The JIS D5302 standard is customized for powersports and does not specify CA or CCA rating tests for motorcycle batteries, nor does it have a simple metric like CCA. Since there is no CA/CCA standard for powersports and automotive standards are not commonly applied to these batteries, CCA testing is neither strictly regulated nor consistent across manufacturers. As a result, similar models from different manufacturers may use different methods to determine CCA, including handheld testers not covered by the standard. Some manufacturers may list only CA, and while this is not strictly required, CCA can be estimated by multiplying CA by 80% (CA x 0.8 = CCA) if CCA testing has not been performed or is not provided.
Are batteries with higher CCA values better? While the CCA value translates differently in powersports vehicles and vehicles, it is still useful for comparing batteries. However, the CA value is just as important. When choosing a powersports battery, make sure you select a battery with enough voltage and versatility for your vehicle’s needs.
All information in this blog applies to SLA starting batteries and powersports batteries only. This blog aims to inform you (the powersports enthusiast) that the CCA values listed on batteries are based on automotive standards and have limited relevance to Powersports applications. Similarly, it is critical for Powersports users to understand that these standards do not apply to lithium powersports batteries and that there are currently no standards for testing lithium starting batteries, either automotive or Powersports. In part 3 of our CA vs. CCA series, we will delve into lithium powersports batteries and CCA, discussing real-world testing and highlighting the advantages of lithium batteries over SLAs in powersports.