Battery tech and EVs 50 www.aftermarketonline.net JULY/AUGUST 2024 Events such as the summer holiday season can further exaggerate problems such as premature failure Energising revenue from battery checks Many independent workshops are reluctant to embrace the growth in EVs because of the complexity and additional training required to work on these ‘new energy’ vehicles. However, there are additional revenue opportunities for those who bring EVs into their workshops — not least for MoT tests — thanks to the 12V battery. Perhaps on first thought this might come as a surprise, but whether an EV incorporates a combustion engine with a 48Vt or 350V battery in hybrid form, or uses a 400V plus battery as a fully battery powered variant, a ‘traditional’ 12V battery is also fitted, and failure of this battery remains the most common cause of breakdowns. In their quest to develop new technology vehicles, not everything the vehicle manufacturers (VMs) incorporate is new, and the12V system is the perfect example, as it remains integral to hybrids and EVs to enable them to perform vital functions. These include not only powering the lighting system, both internal and external, but the central locking, alarm, and other security features. It also powers the vehicle’s onboard computer and diagnostic systems and plays a role in starting the main high voltage (HV) battery pack. Usage patterns It is widely recognised within the industry that the lifespan of a 12V battery is dependent on its usage and even the best cared for example will eventually fail at some point. However, the cyclic nature of the electrical loads and usage patterns when fitted in an EV can leave it in a discharged state and increase the likelihood of premature failure. Events such as the summer holiday season can further exaggerate the problem, because, if left in a semidischarged state, two weeks of inactivity, alongside the daily electrical drains mentioned earlier, can potentially push the battery beyond its limits. This can leave it discharged and unable to operate its vehicle support functions, resulting in battery failure and this is where the trade can benefit. The message from Ecobat Battery, the UK’s largest battery distributor is, test the condition of the 12V battery every time an EV comes in for its annual MoT test. Diagnostic tool Despite being installed in an EV, a 12V battery is one of the components that the trade is most familiar with and the icing on the cake is that, unlike replacing an AGM/EFB battery in a start/stop equipped vehicle, where the new battery often needs to be programmed into the battery management system with a diagnostic tool, there is no such need in an EV. So, to restate the message, test the battery. If its state of charge is 12.7V or above, there’s no problem, which is a bit of good news for the owner. If, however, it is 12.5V or lower, there could be a problem, but it is one that the workshop can resolve either by charging or, if needs be, by replacement. In this case, providing they use the correct protocols for working on a HV vehicle, installing a replacement not only solves a problem for the owner but it also makes a profitable job for the business. Ecobat Battery is in a position to provide the replacement battery, but the first step is to identify the correct one. That job is made easy with Ecobat’s ‘Battery Finder’, an intuitive tool hosted on the company’s website. Visit www.ecobatbattery.com/ applications/cars-vans for details.
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