There are 2 main characteristics of battery systems which will help determine which battery system you need: pulse discharge capacity, and amp hour capacity.

Pulse Discharge Capacity refers to the battery systems ability to output a burst of power for 10 seconds. This is a good way to compare with Cold Cranking Amps (CCA) of a lead acid battery. This should help in determining what battery you should choose. FSP battery systems are very powerful in terms of pulse discharge capacity. For example, our P2 systems which are rated at 240 amps, are capable of starting 1000cc bikes while weighing roughly 700 grams. This makes them ideal where weight reduction and space limitations are a primary concern. In this area, lead-acid batteries simply can not compete. They generally weigh 5-6 times what a Full Spectrum Power battery system weighs, and are in some cases 4 times the physical size.

Amp Hour Capacity refers to a battery systems ability to supply one amp for one hour at a given voltage. Full Spectrum Power Lithium lightweight  battery systems offer significant amp hour capacity for their size. Our 6.9 amp hour battery weighs just over 2lbs. Using this battery as an example, it can supply 1 amp for 6.9 hours at 13.8 volts. While this is significant capacity for a performance battery, it does have limitations. What this means is that the 700 gram battery system which starts and runs your GSX-R1000 will not be ideal for powering your LOJACK, Clock, Neon lights and other vampire accessories while your bike is not being used, if you do not disconnect the battery as suggested. This is important to understand as it will help to determine if this is a suitable choice for your bike. Our battery systems are designed for performance and race use. They are not deep cycle and storage batteries converted for performance use. Please see the sample use cases provided to gain a better understanding of our battery systems based on real world testing.

Full Spectrum Power Lithium lightweight  motorcycle batteries come fully charged and ready to install. Even if left on the shelf for 6 months your lightweight motorcycle battery will be within 95% of full capacity. You do not need to charge your new battery system prior to installation. Once running, a properly functioning motorcycle should be using the charging system to power the electrical components on the bike. This would include the headlights, ECU, CDI, PC3, and any other devices that require 12v power. The motorcycle's charging system will also recharge a Full Spectrum Power Lithium lightweight  battery.

Charging a Full Spectrum Power Lithium lightweight  motorcycle battery with a charger requires a device designed specifically for lithium LiFeP04 battery technology. Charging with devices designed for lead-acid batteries can easily damage your battery and will void your warranty. While it would be very convenient to be able to reuse our Battery Tender type devices on lithium batteries, it is not a good idea. This is a totally new technology, and as such, the supporting systems and tools need to change with it. When fuel injection replaced carburetors, mercury sticks became obsolete. When radial tires replaced bias-ply tires, the 4.5 inch rim was replaced by 5.5 and 6 inch rims. Same thing happened with damper rod forks, air and oil cooled engines, and so on. Lightweight batteries are just the latest example.

The explanation for this required change in chargers is mostly due to the firmware which controls all modern battery chargers, including CTEK, Battery Tender, and most commercially availabe chargers. This firmware was written for lead acid batteries in 12v configuration. In a 12v lead acid battery, there are 6 cells, each at roughly 2v, wired in series. Lithium LiFeP04 batteries are 13.2v, with 4 cells, each at roughly 3.3, wired in series. So, a charger whose firmware is designed to "look" for 6 cells, "sees" 4 cells, it will either under-charge, over-charge, or not charge at all.

Chargers not specifically designed for lithium LiFeP04 cells are only to be used in an emergency.

Still have questions about which battery is right for your bike ?
These examples should help you select the correct size.

2008 GSX-R600  Race only, Stock stator, Bazzaz FI, QS. WERA, CCS, AMA Daytona Sportbike.

This bike may be a candidate for the P1, the worlds smallest and lightest battery system. In temperatures above 50 degrees, this battery will work well. Do not idle this bike for extended periods of time as you will deplete the battery when the alternator is not charging the system.

Recommend removal of battery on cold evenings using Quick Disconnect. Keep battery inside where temps are warm. Reinstall battery in the morning and you will not have problems.

2008 GSX-R600  Street and occasional trackday.

This is not a good candidate for the P1. Starting in colder temperatures while powering headlights or HID's, taillights, etc, make this battery unsuitable. This bike should use the P2. The P2 will provide enough reserve capacity (overhead) to power all of this bikes devices even in less than ideal conditions.

2008 Ducati D16rr Desmosidici    Street only

On this model, the battery is located under the fuel tank. (MV Agusta F4 shares this design) The D16rr has a special electrical system which will drain any battery very quickly when not in use. I have seen the stock battery on this bike drained in less than 2 weeks when not on a battery tender. A FSP if left connected can be drained in less than a week, damaging the battery. If you are willing to use a Rip Cord or Quick Disconnect on this model this will work. If not, a stock battery with a tender may be a better option at this point.

2009 Ducati 1198s  Trackday, some street

On the big Ducati twin in this use case, we recommend the Pulse P3, using Rip Cord. Reach in through the side vent and disconnect after a day of riding. If you are planning on starting the bike on a cold morning, remember to remove the battery the night before as this bike will be difficult to start in temps below 50 degrees.

2009 Ducati 1198s  Race only

On the big Ducati twin in the use case the bike may be able to use the Pulse P2 with Rip Cord, if the rider/mechanic is willing to care for the battery properly, and the bike has a stock charging system. Warmer climate also required for use of P2 in this application. Racing in Canada in April? This will not work for you.

2005 SV650  Race and street

Unless you are running a total loss system, you should use the P2 with a Rip Cord. This battery will start your SV, even after that 700cc piston kit and shaved head you installed. In rare cases, you may wish to consider a P3 to ensure that starting your monster SV first thing in the morning in April to get to tech wont be a problem.

2009 GSX-R1000  Race only
AMA American Superbike, WERA F1, CCS Unlimited GP. Traction control, QS, Data, Kit Stator.
This is a candidate for the P2 with Rip Cord. Careful attention must be paid to disconnecting battery when not in use. No extended idling as kit stator will not charge at low RPM, using battery only to power machine.