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FREQUENTLY ASKED QUESTIONS ABOUT the REACTOR
Q: Why are standard automotive batteries known as Flooded or Wet Cell batteries?
A: Flooded or Wet cell batteries allow venting to the air and the electrolyte is in liquid form, which is free flowing in the battery. In wet cell (vented) batteries, the oxygen generated at the positive electrode, when on charge, escapes from the cell. At the same time, at the negative electrode, hydrogen is generated from water and escapes from the cell. The overall result is the gassing of the cells and water loss. Therefore, wet cell batteries require periodic water replenishment. Also, the hazardous gases that are venting outside the battery are highly volatile and could cause an explosion if the gas comes in contact with an ignition source.
Q: Can Reactor Power Cell batteries avoid this problem?
A: Yes, With the recent introduction of the Absorbed Glass Mat (AGM) or Valve Regulated Sealed Lead Acid design, things have become really interesting. In this type of battery, oxygen combines chemically with the lead at the negative electrode in the presence of H2SO4 to form lead sulfate and water. This oxygen recombination suppresses the generation of hydrogen at the negative electrode. Overall, there is no water loss during charging. A very small quantity of water may be lost as a result of self-discharge reactions; however, such loss is so small that no provision need be made for water replenishment. Because of its sealed design, the battery cells are equipped with pressure relief safety valves that may vent if the battery is overcharged.
Each cell of the battery is sealed with pressure relief valves that provide a positive pressure within the battery. The plates are separated with a micro fibrous silica glass mat (AGM) consisting of a blend of fibers of varying length and diameter that have good wicking characteristics and promote retention of the electrolyte. Electrolyte is absorbed and held in place by the capillary action between the fluid and the glass mat fibers. The mat is over 90% saturated with electrolyte while a portion is left void. The void space provides the channels by which the oxygen travels in its path from positive to negative plate. The void spaces allow freshly generated gases, which are in their atomic state and very reactive, to recombine rapidly and safely.
This recombining of gases passivates the negative slightly, reducing electrolysis and ultimately eliminates the need to add water. The recombinant action of these batteries produces less than 2% hydrogen gas during a severe overcharge (4.1% is required for flammability in air); even if a spark is present these batteries can't explode
The cell groups in standard batteries are loosely packed and have a high plate separation. In contrast, AGM batteries have every square inch of positive and negative plate material tightly packed with the glass mat fibers and supported by the walls of each cell. This lowers the internal impedance of the battery making it capable of high current delivery and allows quick charging.
Q: What other benefits do these batteries provide?
A: Another desirable effect of the Reactor Power Cell design is its resistance to shock and vibration, making it an excellent choice for heavy equipment or off road racing. Simply put, these batteries are totally sealed, won't leak, won't corrode, won't explode, deliver high current on demand, and can be recharged rapidly. Safety alone is a reason to purchase one of these batteries. Most people are aware of the dangers of trying to jump-start a vehicle with a standard wet cell battery. We have all seen the photos of cars and trucks that were destroyed when a spark, from hooking the jumper cables to the battery, ignited a pocket of hydrogen gas from the offending battery and it exploded. This is never a problem with the new (AGM) batteries. This design also leaves no free flowing electrolyte inside the case. Therefore, if the battery is crushed in an accident, it won't leak hazardous chemicals onto the victims or the environment. Setting safety aside, because the battery is totally sealed you will NEVER have to clean the posts or cables. And no external vent means no corrosive damage to your vehicle as well. Remember those battery trays that had holes so large you could stick your fist through? This is a consideration for people with show trucks or trucks with either suspension or audio systems that require multiple batteries.
Q: Is there a downside to this new technology?
A: There is only one minor problem. As the owner of one of these high performance batteries you will actually have to take care of it. In a normal daily driver, the battery needs no extra attention unless you leave the lights on and discharge the battery to a point that you need to charge it before it will start your vehicle. If you jump-start the vehicle and drive it home and your alternator is working properly, then this is no problem. But if you are at home and you have one of those standard store-bought battery chargers, you will probably have to monitor it closely during charging. The problem is charger manufacturers never put a voltage regulation circuit in their chargers. It was not necessary if you use the charger as intended on a wet cell battery. The intent was that you woke up to go to work and the battery is dead on your car and you attach the charger just long enough to get it started and as you drove to work the alternator finished charging the battery. AGM batteries, on the other hand, are considered starved electrolyte, meaning there is no excess fluid. When charging any 12-volt battery you should never charge at any higher voltage than 14.7 volts or damage can occur. In AGM batteries this is even more important because the higher voltage will dry out the AGM and reduce the capacity of the battery much more quickly than a wet cell battery. Since AGM batteries recharge rapidly they can accept current (amperage) quickly and the load they present to the charger is reduced rapidly as well. When the load is reduced, the charger tends to allow the voltage to creep up to its actual transformer output, which is usually around 16 to 17 volts. Obviously this is more than enough to virtually cook a battery of any kind but it can ruin an AGM in a short time.
Q: Why aren't these new AGM batteries more commonly available?
A: They are gaining popularity among racers, street performance and car audio enthusiasts recently. But, two of the biggest reasons for being less common than wet cell batteries are the added cost and the lack of knowledge about this new technology. Several companies have started producing this type of battery only a couple have the experience to claim their battery is tough enough to warrant the added cost. Extreme duty applications like racing and military aircraft have embraced the AGM batteries. Both of these groups realized the advantages of the safety, compact size, quicker charge cycles, deep cycle ability, and lower weight. The military wanted an alternative to Ni-cad technology. They required the battery to be tough, deliver high current on demand, recharge rapidly, and demonstrate superior shock and vibration durability. Reactor batteries have been used in the F117 Stealth Fighter, the B2 Bomber, the F/A 18 Hornet, and other military aircraft. Reactor Power Cell batteries are also the choice of top NASCAR, NHRA, APBA, IHRA, IHBA teams.
Q: What would be a good battery for a late-model Chevy/GMC pickup that has been equipped with air suspension and a booming sound system?
A: One of the most popular models in our Reactor Power Cell line is the AP-1257. The AP-1257 is 9.75" long x 5.25" wide x 6.875" tall, and it only weighs 31 pounds. It can deliver 1500 peak discharge amps for 10 seconds and it can sustain a 25-amp draw for over 90 minutes. It can be mounted in any position, even upside down. To ease installation in custom trucks, we designed a 6061-T6-billet aluminum mount that is sure to add a finishing touch to any engine compartment. The base plate of the mount is 10" long and 6.875" wide and fits in almost any standard battery tray. The AP-1257 also has silver-plated military terminals, rather than standard auto posts. These require a 5/16" ring terminal on the end of your cables to attach them to the battery. This eliminates the stock lead cable ends and adds an additional touch of class under the hood. The AP-1257 is also a workhorse and because of its low internal impedance it is easier to charge than wet cell batteries. This can actually take a load off the alternator by reducing the time necessary to recharge the battery after it has been under heavy use. Trucks with added accessories like hydraulics, high power audio, air suspension systems and navigation or video systems may need to add several AP-1257 batteries to sustain a severe load and reduce demand on the alternator.
Q: Are AGM batteries a viable power source for automotive audiophiles?
A: Yes, with the killer audio/video systems in custom vehicles today, installers need to balance the power between alternator and batteries or an undesirable condition will occur - alternator failure. Alternator failure is usually due to overheating, and that happens when the storage device (battery) can no longer buffer the load to the alternator. Many times I have seen systems where the installer adds a high current alternator and does nothing to increase the storage capacity of the vehicle. It is imperative to achieve a proper balance between the alternator and the battery. In some cases you can add batteries to assist the standard alternator but in most all other cases it will require both or one will suffer. The easiest remedy if you are not sure about the demand on the system is to add another battery in parallel with the system. Try to remember that you are not using all the accessories at full power continuously and that a second battery could buffer the system for the short periods when you are at full power. Also, when paralleling batteries the peak discharge power adds, i.e., when you install two AP-1257s, you will have 3,000 peak discharge amps to rely on and if you add a third you will have 4,500 peak discharge amps etc. The same thing happens to the reserve minutes, with one AP-1257 you can draw 25 amps for over 90 minutes, so if you add another one you can draw 25 amps for over 180 minutes or you could draw 50 amps for about 90 minutes. Of course this example is assuming a perfect world scenario and this should not be considered absolute. There are many variables that affect battery performance such as temperature, alternator output, and state of charge during storage, charging practices, etc.
Q: How do factors like high and low temperatures affect batteries?
A: In really hot parts of the country like Phoenix, where temperatures are hot year round, battery life is greatly reduced compared to Detroit, where the temperature is moderate to cold. This is due to the chemical reaction being sped up in the hot climate and eroding the plates at a much quicker pace. However, the vehicle in Arizona will have more initial power at the battery terminals than the vehicle in Michigan due to the temperature. Some of the electric go-kart teams that currently use the AP-1257 actually wrap the battery in a special heater blanket prior to the race to achieve maximum performance for the initial laps of a race.
Q: Is there a way to determine proper components for delivering current in an electrical system?
A: You should, as a rule of thumb, spec. all system components to handle 125% of the total load presented to that component. For example: If you think that your total load for the system including the stock accessories is 100 amps, then you should purchase an alternator with a 125 amp output.
Q: Do I have to use a special charger to charge Reactor Power Cell Batteries?
A: This is a complicated question. I have answered this in the above question number 8, and it depends on the individual owner of the product. Do you have the discipline and resolve to monitor the entire charging process while using a charger that does not control the output voltage. Or would you use a controlled voltage charger that will take care of the battery without having to worry about damage to the plates. It is strictly up to the owner to maintain the battery in a manner specified by the manufacturer. Failure to do so will damage the battery, diminish its capacity, and void any kind of warranty on the product. To avoid this type of problem, it is reccommended that a Reactor Power Pack is used for charging all Reactor Power Cell Batteries.
Q: What kind of battery life can I expect from Reactor Power Cell.
A: In testing Reactor Batteries over the years I have observed the following:
* Racing with severe shock and vibration (Baja, Offshore, etc.) 2 Years +
* Racing without severe shock (drag, dirt modified, NASCAR) 3 Years +
* Marine and RV use 5 Years +
* Street Performance 5 Years +
* Farm & Heavy Equipment 3 Years +
This is not to say that they will not perform any longer than stated above but that I have had personal experience and hands on testing of these particular vehicles and have eye witnessed these results. These tests were in real world situations and not in the lab!!
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