Solid State Battery?

[azmojave]

Looks very interesting!

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[azmojave]

I know nothing more than what I learned in the video, so hopefully someone with more knowledge will chime in.

 

[Bandit’s Lair]

You been creepin on my feeds? That came up on my YT yesterday as well.

When it’s time for a new Bat Re I may look into these. For now I’ll stick with the Odyssey I spent half an arm and leg for before I give up the rest of my body parts. There’s a couple people with LiPo4 batteries in their Gladiators on the forum now so it’s not brand new but it is newer tech.

 

[ShadowsPapa]

Looks very interesting!

I've ready about those over the last year - I expect we will see them in some vehicles. For one thing, the LIGHT WEIGHT will rule when you are trying for MPG numbers. And for me - you have the "cool" factor.

There’s a couple people with LiPo4 batteries in their Gladiators on the forum now so it’s not brand new but it is newer tech.

And they have thus far, had good success - one at least has had that for what, a couple of years?

 

[ShadowsPapa]

Looks very interesting!

PS - if you see more info on batteries like that please post it.
I certainly don't catch EVERYTHING out there on them.

 

[DiehardTory]

CoPilot (AI) says:
Short answer: LiPow vehicle batteries are a type of LiFePO₄ (LFP) lithium battery used as a 12‑volt automotive replacement. Their pros and cons match the broader LFP starter‑battery category: excellent longevity, safety, and weight reduction, but poor cold‑weather performance and higher cost. Below is a detailed, data‑based breakdown using authoritative lithium‑battery sources.
Pros

• Very long lifespan — LFP batteries typically deliver 3,000–5,000+ cycles before reaching 80% capacity, far higher than AGM or lead‑acid.
• Excellent safety & thermal stability — LFP chemistry has a higher thermal‑runaway threshold (~518°F / 270°C), making it one of the safest lithium chemistries.
• Lower weight — Lithium starter batteries are significantly lighter than lead‑acid, improving performance in off‑road, racing, or overlanding builds.
• Deep‑cycle capability — LFP batteries tolerate deep discharges far better than lead‑acid, ideal for vehicles with heavy electronics or accessories.
• Can charge to 100% daily without damage — LFP chemistry is designed for full‑charge cycles without accelerated degradation.
• Lower long‑term cost per kWh — LFP packs cost $70–110/kWh, cheaper than nickel‑based lithium chemistries.

Cons

• Cold‑weather performance is weaker — LFP batteries lose 30–40% performance at 20°F, and basic lithium batteries struggle in freezing climates without built‑in heaters.
• Higher upfront cost — Lithium starter batteries cost more than AGM or lead‑acid, often 2–4× the price.
• Charging system compatibility required — Car alternators may not properly charge LiFePO₄ without a compatible BMS; improper charging can damage the battery.
• Lower cranking performance in extreme cold — LFP chemistry has slower discharge rates below ~14°F, making cold starts harder without pre‑conditioning.
• Not ideal for simple daily drivers — For normal commuting, AGM remains more cost‑effective and reliable in all temperatures.
• Voltage curve complicates state‑of‑charge readings — LFP’s flat voltage curve makes SOC estimation harder for some BMS systems.

 

[azmojave]

CoPilot (AI) says:
Short answer: LiPow vehicle batteries are a type of LiFePO₄ (LFP) lithium battery used as a 12‑volt automotive replacement. Their pros and cons match the broader LFP starter‑battery category: excellent longevity, safety, and weight reduction, but poor cold‑weather performance and higher cost. Below is a detailed, data‑based breakdown using authoritative lithium‑battery sources.
Pros

• Very long lifespan — LFP batteries typically deliver 3,000–5,000+ cycles before reaching 80% capacity, far higher than AGM or lead‑acid.
• Excellent safety & thermal stability — LFP chemistry has a higher thermal‑runaway threshold (~518°F / 270°C), making it one of the safest lithium chemistries.
• Lower weight — Lithium starter batteries are significantly lighter than lead‑acid, improving performance in off‑road, racing, or overlanding builds.
• Deep‑cycle capability — LFP batteries tolerate deep discharges far better than lead‑acid, ideal for vehicles with heavy electronics or accessories.
• Can charge to 100% daily without damage — LFP chemistry is designed for full‑charge cycles without accelerated degradation.
• Lower long‑term cost per kWh — LFP packs cost $70–110/kWh, cheaper than nickel‑based lithium chemistries.

Cons

• Cold‑weather performance is weaker — LFP batteries lose 30–40% performance at 20°F, and basic lithium batteries struggle in freezing climates without built‑in heaters.
• Higher upfront cost — Lithium starter batteries cost more than AGM or lead‑acid, often 2–4× the price.
• Charging system compatibility required — Car alternators may not properly charge LiFePO₄ without a compatible BMS; improper charging can damage the battery.
• Lower cranking performance in extreme cold — LFP chemistry has slower discharge rates below ~14°F, making cold starts harder without pre‑conditioning.
• Not ideal for simple daily drivers — For normal commuting, AGM remains more cost‑effective and reliable in all temperatures.
• Voltage curve complicates state‑of‑charge readings — LFP’s flat voltage curve makes SOC estimation harder for some BMS systems.

I think he said the battery has its own BMS so the charging issue is solved, and extreme cold isn’t an issue for me, but we have extreme heat so IDK if I trust it yet.

 

[Bandit’s Lair]

I think he said the battery has its own BMS so the charging issue is solved, and extreme cold isn’t an issue for me, but we have extreme heat so IDK if I trust it yet.

Do you run a power station? Most of those operate under the same premise. LiPo4 setups usually have better fire protection built in. Quality ones do anyway. If a power station operates properly out in the desert one of these batteries should as well. Maybe I’ll try one of if I ever pull the trigger on a Genesis system.

 

[tastetickles]

The technology is still in its infancy stage so using it will cost a pretty penny, best to wait a couple of years for the price to come down.

 

[wuykats]

I asked Alexa if this would handle winching loads.

No, the T.E.T LITHIUM Lifepo4 battery (Group 25) is not suitable for heavy winching loads on your 2020 Gladiator.T.E.T LITHIUM Lifepo4 battery (Group 25) is not suitable for heavy winching loads on your 2020
Here's why:
Power Limitations:
•
1200 CCA — Adequate for engine starting only
•
40 Ah capacity — Winches draw 50-150+ amps sustained; this battery would be fully depleted in minutes
•
Single battery system — A winch alone needs 80-100A constant draw; adding it to engine startup demand exceeds lithium safety limits
Why Heavy Winching Fails: Winches for a Gladiator typically pull 9,500-13,500 lbs and demand:
•
80-150 amps continuous current (your lithium battery's BMS would trip the cutoff after 10-15 minutes)
•
Extended discharge cycles — lithium batteries prioritize short bursts, not sustained high-draw operations
•
Thermal stress — The built-in BMS would overheat and shut down under winch load

 

[sheath]

I'm waiting until we see high quality independent verification that these batteries are truly Solid State, and function as advertised. There is currently a lot of hype and misleading info regarding what are supposedly solid state batteries.

Due to the charging strategy of the Jeep, and my specific winch which is power hungry over long duty cycle use, I plan to be very careful of any move away from lead acid.

Hopefully Solid State batteries turn out to be the real thing and work exceptionally well in our difficult environments of high vibration, high current draw over prolonged duty cycles, excessive jarring and wild temperature swings.
Would be nice to pick up a bit more payload capacity. Means I can drink more beer.

 

[ShadowsPapa]

In any case, lithium batteries in our climate here are a no-go. They don't have the muscle for winching and certainly drop capacity when it's below 0 (F) - although these 3.6 engines pull really little load for starting, it's still a risk I'm not ready for.

Solid state batteries would be fine for things like my 82 Eagle 4.0 - starts/cranks easily, little draw, electrically it's low load and it doesn't get driven in the winter. (so even lithium would be fine but too danged expensive, not worth it)

Not sure how either one might handle a built 360 as in my 73. More cranking load.

MY JT has massive electrical loads in the winter with a snow plow that has a 200 amp fuse - the draw of electric hydraulic pump in cold weather pumping cold hydraulic oil, the winch in the summer, there's a lot of "what-ifs" and pros and cons to look at.
It can get bloody cold here after a snowfall, so much of the time, I need cold weather capacity.

 

[azmojave]

Do you run a power station? Most of those operate under the same premise. LiPo4 setups usually have better fire protection built in. Quality ones do anyway. If a power station operates properly out in the desert one of these batteries should as well. Maybe I’ll try one of if I ever pull the trigger on a Genesis system.

I have a couple Jackery’s I use but they’re in the cab charging while driving, and we don’t camp while it’s hot

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