12V LiFePO4 Series 100–314Ah | RV Marine Solar Wholesale

The 12V LiFePO4 battery is the most widely stocked lithium battery format in the world — a drop-in replacement for 12V lead-acid in RVs, boats, off-grid cabins, and commercial vehicles. LJY Energy’s 12.8V (4S) standard ABS-case series covers a clean capacity ladder from 100Ah to 314Ah, so distributors can stock three SKUs that serve nearly every 12V application, and installers can size systems without mixing chemistries or voltages. This series page maps the full lineup, the capacity steps, the feature options, and wholesale/OEM sourcing.

Series at a Glance: the 12V Capacity Ladder

All models in this series share the same 12.8V nominal platform (4S × 3.2V prismatic cells, 14.6V typical charge), the same standard ABS enclosure family, and the same BMS option set. What changes is capacity — and with it, energy, weight class, and best-fit application.

Model	Capacity	Energy	Cell config	Typical BMS	Best for
12V 100Ah	100Ah	1.28kWh	4S1P (100Ah cells)	100A	Standard RV house battery, small marine, backup power — the volume SKU
12V 200Ah	200Ah	2.56kWh	4S1P (200Ah cells) or 4S2P (100Ah)	200A	Full-time RV, larger boats, off-grid cabins — the workhorse
12V 314Ah	314Ah	4.02kWh	4S1P (314Ah cells)	200–250A	Maximum single-battery energy — fewer parallel strings, simpler wiring

Three SKUs, one voltage platform, one BMS family: that is the stocking logic. A distributor holding all three covers light, medium, and heavy 12V demand without dead inventory. For the full engineering detail on the flagship model, see our 12.8V 314Ah battery page.

For distributors & importers: 12.8V series (100Ah–314Ah)

LJY Energy is a China-based LiFePO4 battery supplier and OEM/ODM coordinator. Production is carried out by partner manufacturers; we match the build to your market, confirm the specification in writing and coordinate quality checks and export.

What we coordinate for each order

Configuration: cell option, BMS rating and communication (Bluetooth / CAN / RS485 where the system needs it), enclosure and terminals, confirmed in the datasheet issued with your quotation.
Private label: logo, case colour, rating labels, manuals and carton print for your brand.
Quality control: pre-shipment inspection items (visual, voltage/IR consistency, BMS function, labelling) agreed per order; third-party inspection can be arranged at the buyer's request.
Export documents: UN38.3 test summary, SDS/MSDS and dangerous-goods (UN3480, Class 9) shipping paperwork for the exact model shipped, coordinated per order.

Commercial terms and certificates

MOQ, price, lead time and warranty: confirmed per order in the quotation. No public list price.
How orders usually run: sample or trial order → pilot order with your labels and documents → repeat orders on a locked specification.
Market certificates (which ones depends on the destination market and application): available/arranged per project; certification and testing fees are borne by the buyer. We tell you which source holds each report before you order.

Before the first order, read the wholesale & distributor program, the MOQ & sample order guide and our supplier verification checklist. Related: 12.8V 314Ah model page, 24V (25.6V) series.

Request a distributor quote for the 12.8V series (100Ah–314Ah). Send your market, quantity band, private-label needs and the inverter/charger or application.

WhatsApp RFQ: +86 159 8945 0735 RFQ form

Distributor FAQ

Can distributors order the 12.8V series wholesale across several capacities?

Yes. A first order can combine 100Ah, 200Ah and 314Ah models on the same 12.8V platform; how capacities can be combined in one shipment, MOQ per model, price and lead time are confirmed per order in the quotation.

Who manufactures the 12.8V batteries in this series?

Partner manufacturers produce the packs; LJY Energy is the supplier and OEM/ODM coordinator. We confirm the cell and BMS in the project datasheet, arrange pre-shipment inspection and the export documents, and tell you which source holds each test report.

Do you also supply 25.6V (24V) batteries for truck and RV fleets?

Yes — see the 24V (25.6V) LiFePO4 battery series and the 25.6V 314Ah model. Truck and fleet uses (sleeper-cab and auxiliary loads) are handled as projects with the charging setup confirmed first.

Why 12.8V Is the Standard (Not “12V”)

“12V” is the market name; 12.8V is the engineering reality. Four LiFePO4 cells in series (4S) give 12.8V nominal — versus ~12.6–12.8V resting for a charged lead-acid battery. That near-identical voltage is what makes LiFePO4 a true drop-in replacement: existing 12V wiring, fuses, DC distribution panels, and most 12V appliances work unchanged.

What changes is usable energy. A 12V 100Ah lead-acid battery delivers roughly 50% of its rated capacity before voltage sag and sulfation make deep cycling destructive — about 0.6kWh usable. A 12V 100Ah LiFePO4 battery delivers 90–100% of its 1.28kWh, at 3,000–6,000+ cycles versus 300–500 for lead-acid. That math — not marketing — is why the RV and marine markets have converted.

Need more than 314Ah on a 12.8V bus without paralleling many packs? See the 12V 400Ah deep-cycle LiFePO4 page for the high-capacity house-bank option, and the 12V 200Ah deep-cycle page for the volume mid-size SKU. Specs and documents are confirmed per quotation — not invented on this hub.

Capacity-by-Capacity: Who Buys What

12V 100Ah — the volume SKU

Who stocks it: every RV dealer, marine chandler, and off-grid retailer. It is the default “one battery” for weekend RV use, small boats, and backup power. Distributors move it in the highest unit counts; margins are thinner, but turns are fastest.

Who installs it: RV owners replacing a single Group 27/31 lead-acid house battery; boat owners upgrading trolling-motor or house banks one battery at a time. Installers like it because it fits standard battery boxes and existing hold-downs.

Replenishment logic: customers who start with one 100Ah unit routinely come back for a second to parallel — plan accessory sales (parallel cables, battery monitors) alongside.

12V 200Ah — the workhorse

Who stocks it: distributors serving full-time RVers, liveaboard boaters, and off-grid cabin builders. One 200Ah unit replaces two paralleled 100Ah batteries — fewer connections, better balance, cleaner installs.

Who installs it: anyone running a 12V fridge full-time, a 1–2kW inverter regularly, or a trolling motor hard. The 200A BMS class supports meaningful inverter loads (~2.5kW continuous at 12V).

Replenishment logic: the natural upgrade path from 100Ah. Dealers who stock both capture the upsell when a customer’s power needs grow.

12V 314Ah — the flagship

Who stocks it: specialty RV/marine distributors and OEMs building premium product lines. At 4.02kWh in a single case, it is the largest standard-format 12V lithium battery on the market — built from 314Ah-class prismatic cells of the type used in many home-storage platforms (exact brand/lot confirmed per quotation).

Who installs it: serious off-grid users who want maximum energy with minimum wiring complexity. One 314Ah battery replaces three 100Ah units in parallel — no parallel balancing headaches, one BMS to monitor, one set of cables.

Replenishment logic: lower unit volume than 100Ah, higher value per sale. The customers are informed buyers — they respond to cell-grade documentation and BMS specifications, not price alone.

Single large battery vs. parallel bank — how buyers decide

The market’s clearest 2026 buying question: one 300Ah-class battery, or three 100Ah units in parallel? Manufacturers (Vatrer, Redodo and others) now market single 12V 300Ah units explicitly as replacements for triple-100Ah banks — claiming ~40% space savings and “no messy parallel connections”. The honest comparison:

Single 300Ah-class unit wins on: space, wiring simplicity, no inter-battery balancing drift, one BMS to monitor, one set of cables. The right answer for new builds and space-constrained compartments (caravan battery boxes, boat lockers).
3×100Ah parallel wins on: redundancy (one battery fails, the bank still works), incremental purchase (buy one now, add later), and drop-in fit into existing Group 24/27/31 boxes. The right answer for upgrades and budget-staged installs.
BMS matters more at 300Ah: a 100A BMS bottlenecks a 300Ah battery (only ~1.3kW continuous). Serious single-unit designs use 200A-class BMS (~2.5kW) — check this before comparing prices.

Our 12.8V 314Ah is the single-unit flagship of this series — see the 12.8V 314Ah page. For dealers: stock 100Ah for volume and 314Ah for the high-value single-unit sale; the 200Ah sits between them for customers who want fewer connections without the flagship price.

Sizing batteries for RV air conditioning

“Can I run my AC on batteries?” is the highest-stakes sizing question in the RV channel — and the honest answer is a formula, not a yes/no. Runtime (hours) ≈ battery kWh ÷ AC watts; a 13,500 BTU rooftop unit draws roughly 1,200–1,800W running, so a single 12.8V 314Ah (4.02kWh) gives a few hours, while overnight cooling needs a multi-kWh bank (dealers commonly quote 4× 12V 280Ah-class in parallel for large motorhomes).

Starting surge is the trap: compressors draw 2–3× running watts for a few seconds. The inverter must be pure sine wave and surge-rated for the start — a soft-start device on the AC cuts the surge dramatically and is the standard recommendation for battery-powered installs.
What this means for battery choice: AC duty punishes small banks — voltage sag under a 150A+ continuous draw is where cheap BMS units cut out. Size the BMS for the surge, not just the running watts, and prefer fewer, larger batteries over long parallel strings.

For dealers, the AC conversation is the upsell path from 100Ah to the 314Ah flagship — and the reason the 200A BMS class exists. Ask for an AC-duty sizing sheet with the customer’s AC model and target runtime.

Truck sleeper-cab and fleet APU power

Long-haul trucks run a federal 10-hour rest rule — and drivers keeping parking air conditioning on through the night are a distinct 12V lithium buyer. The real-world math comes from owner-reported cases: a 12V rooftop parking cooler (Dometic RTX2000-class) draws roughly 150Ah overnight — about one hour at full power plus eco mode for the rest — which is why the standard configuration is 2× 12V 200Ah or a single 300Ah-class unit, recharged by the alternator during the next driving shift. Purpose-built lithium APUs (e.g., Carrier Transicold’s ComfortPro-class, ~7,500 BTU/h for up to 17 hours) are the top end of the same category.

Group 31 is the fitment language: truck battery boxes are built for Group 31, so a drop-in lithium replacement must match that footprint — the same five-point fitment discipline as RV conversions above.
DC-DC isolated charging is mandatory: lithium must not hang directly off the alternator. A DC-DC charger (30A class) between alternator and house bank is the standard architecture — specify it in every quotation.
Weight and usable energy are the fleet pitch: lead-acid APU banks run 160–200 lbs at ~50% usable capacity; the lithium equivalent cuts 70–90 kg and roughly doubles usable energy in the same box.
Cold-climate fleets need low-temperature protection: northern routes make charge cut-off or self-heating a hard requirement, not an option.

Truck accessory dealers and fleet outfitters buy this as a repeat channel — parking-cooler season restocks the same configurations yearly. Ask for a sleeper-cab sizing sheet with the cooler’s wattage and target rest-period hours.

Refrigerated transport (reefer) auxiliary power

The adjacent fleet application: refrigerated trucks and trailers that must keep the cold chain running during rest stops without idling the diesel engine. Anti-idling regulations are tightening across jurisdictions, and idling a Class 8 truck burns roughly 3–4 liters per hour — a battery bank powering the reefer unit (or an electric standby reefer) through the rest period converts fuel burn into stored electricity.

Sizing by reefer duty: required kWh = reefer unit wattage × parked hours. A 12V 200Ah bank (2.56kWh) covers light reefer loads; heavier units or longer stops step up to 48V modules. Size from the reefer’s measured draw, not a generic rule.
Fleet economics: the pitch is fuel saved plus reduced DPF/engine maintenance from eliminated idling — the same TCO math as sleeper-cab APUs, applied to the cold chain.
Interface by vehicle: electrical integration with the reefer control system and alternator charging architecture is confirmed per truck/trailer model — no universal plug-and-play claim.
Solar option: trailer-roof solar panels can top up the auxiliary bank during the day, extending parked runtime — quoted as an add-on, not a standard inclusion.

No reefer-brand interface compatibility is claimed or implied — fitment is by vehicle model and verified electrical specification, confirmed per project. Ask for a reefer auxiliary sizing sheet with the reefer unit model and target parked hours.

Emergency & service vehicles: idle reduction for EMS, fire, and municipal fleets

Ambulances, fire apparatus, and police vehicles idle for hours per shift — powering lights, radios, climate control, medical refrigerators, and powered cots while parked at scenes and stations. An idling emergency vehicle burns roughly 1–1.5 gallons per hour; a lithium auxiliary bank running the same loads eliminates most of that idle fuel:

Size by idle duty: required kWh = onboard equipment load (kW) × idle hours per shift. List the loads — emergency lighting, communications, HVAC, medical refrigeration, powered cot charging — and size the bank to the shift, not the vehicle.
Fleet-proven economics: public fleet case studies (US DOE idle-reduction programs) show lithium auxiliary power paying back in under a year on fuel savings alone for high-idle vehicles — and the bank transfers to the replacement vehicle, compounding ROI across vehicle lifecycles.
Upfit vs factory: batteries are installed either as aftermarket upfits or factory-installed before delivery — electrical integration with the vehicle’s upfitter wiring is confirmed per chassis model.
Municipal buying: city and county fleets procure on bid cycles — a 30-vehicle ambulance fleet is a single batch order with a defined replacement schedule.

No compatibility with any specific emergency-vehicle model or upfitter is claimed or implied — fitment is by chassis and verified electrical specification, confirmed per project. Ask for a fleet idle-reduction sheet with the vehicle type, equipment load list, and fleet size.

Marine dual-purpose cranking: one battery for start + house loads

Boat owners face a choice most RV owners don’t: the same battery often must crank the outboard and run house loads (trolling motor, fishfinder, livewell, lights) all day. “Dual purpose” is the marine channel’s standard buying language — one battery rated for both engine starting (CCA) and deep-cycle service.

What to check: cranking amps (CCA) for the outboard size, Group 24/27 footprint for the existing battery box, and BMS peak discharge for the starter surge — starting current is brief but high, and the BMS must not cut out mid-crank.
LiFePO4 vs AGM here: lithium wins on weight and usable deep-cycle capacity; the cranking question is BMS design, not chemistry. Confirm the peak-current rating against your outboard’s starter draw before buying.
Dealer logic: marine dealers stock dual-purpose 12V units as the default recommendation for single-battery boats — one SKU covers the most common rigging, with seasonal restocking before launch season.

No outboard-brand certification is claimed or implied — fitment is by CCA, Group size, and verified starter compatibility, confirmed per project. Ask for a marine cranking sheet with your outboard model and Group size.

UPS & small commercial backup: lead-acid replacement

In regions with unstable grids — parts of Africa, Southeast Asia, Latin America — small businesses run on UPS systems whose lead-acid batteries die on a 3–5 year refresh cycle. That refresh cycle is a repeat-purchase market: UPS dealers and integrators stock replacement batteries the way RV dealers stock house batteries.

Drop-in dimensions are the sale: standard 12V 7Ah/9Ah blocks (151×65×94mm class) must fit existing UPS trays millimeter-for-millimeter. Larger external banks (100–200Ah) extend runtime for commercial loads.
Float-charge compatibility is the trap: UPS units float-charge continuously, and some models float high (27.3V-class on 24V systems). LiFePO4 tolerates float within its voltage window but degrades faster at sustained high voltage — confirm the UPS float voltage against the battery’s charge profile per model, never assume universal plug-and-play.
Dealer logic: UPS resellers buy on the refresh cycle — a commercial district’s installed base generates predictable replacement waves. Stock the standard block sizes; quote larger banks per project.

Small 7Ah-class blocks are confirmed per project, not stocked as 12V-series standard SKUs. Ask for a UPS replacement sheet with your UPS model and required runtime.

BCI Group Size Fitment: Group 24, Group 27, Group 31

In the North American RV and marine markets, buyers rarely shop by voltage and amp-hours alone — they shop by BCI group size. The Battery Council International group number fixes a battery’s physical footprint (length × width × height) and terminal layout, so a “Group 31” tray accepts any Group 31 battery regardless of brand. Group size is a fitment language, not a capacity rating: two Group 31 batteries can differ in chemistry, capacity, and BMS while sharing the same box.

BCI group	Dimensions (L × W × H, in)	Dimensions (mm)	Typical RV / marine use
Group 24	10.25 × 6.81 × 8.88	260 × 173 × 225	Travel trailers, small boats, compact battery boxes — the small standard
Group 27	12.06 × 6.81 × 8.88	306 × 173 × 225	RV house batteries, mid-size marine banks — the most common house-battery size
Group 31	13.00 × 6.81 × 9.44	330 × 173 × 240	Large RV banks, commercial vehicles, marine house systems — the big standard

Why this matters for lithium conversion: a lead-acid Group 31 tray does not care about chemistry — it cares about millimeters. The replacement succeeds or fails on five physical checks, not on the spec-sheet headline.

Lead-Acid to Lithium: the Five-Point Fitment Check

1. Tray dimensions. Measure length, width, and available height — including lid clearance and cable bend radius. A Group 31 tray gives 330 × 173 × 240 mm to work with; use all of it on paper before ordering.
2. Terminal position and polarity. Lithium cases place terminals differently than the lead-acid unit they replace. Confirm terminal type (M8 post, automotive post, stud) and which corner the positive lands on — reversed or unreachable terminals mean new cables.
3. Hold-down and mounting. A lithium battery weighs roughly one-third of the lead-acid it replaces. The existing hold-down may not grip a lighter, differently-shaped case — plan brackets or a battery box.
4. Charging compatibility. Fitment is mechanical; charging is electrical. The battery still needs a lithium-profile charge source (14.6V absorption). A perfect physical fit paired with a lead-acid equalizing charger is a failed installation.
5. Cable reach and fuse placement. Keep the main fuse as close to the positive terminal as practical (on boats, within the maximum distance in the current edition of ABYC E-11, measured along the cable), and check its interrupt rating — see the Fusing note below. If the new terminal sits farther from the distribution panel, budget longer cables in the quote.

Standard Models, OEM Coordination, and What Gets Confirmed per Project

LJY Energy’s standard 12V series (100Ah / 200Ah / 314Ah) ships in the series’ own ABS enclosure family — stocked, documented, and proven. Group-size-matched builds (for example, a lithium battery dimensioned to drop into a Group 31 tray) are handled as OEM/ODM coordination: send the tray dimensions, terminal layout, target capacity, and application, and we coordinate a fitment build. A standard model is never labeled “Group 31 compatible” until its enclosure, terminals, and mounting have been verified against the actual tray. For private-label 12.8V builds with your own case and BMS settings, see the 12V LiFePO4 OEM battery block.

What a group-size quotation confirms, per project: enclosure dimensions and material, terminal type and position, BMS current rating and options (Bluetooth, low-temperature cut-off, heating), enclosure protection rating, applicable certifications and test summaries, MOQ, lead time, and private-label options.

Wholesalers and distributors commonly standardize on one group size per channel — Group 27 for RV house-battery programs, Group 31 for marine and commercial-vehicle programs — and stock two or three capacity points within it. Request a group size quote with your tray dimensions, target group size, and volume, and we return a fitment-checked proposal.

Feature Options Matrix

Every model in the series can be configured from the same option set. Specify at order time — most options are difficult to retrofit.

Option	Choices	Notes
BMS current rating	100A / 200A / 250A continuous	Match to the largest load — see our BMS selection guide. 200A supports ~2.5kW at 12V.
Bluetooth monitoring	Standard / not fitted	Mobile app for voltage, current, SOC, cell temperatures
Low-temperature protection	Cut-off only / cut-off + self-heating	Charging blocked below 0°C; heating pads for cold climates
Enclosure protection	Standard ABS / IP65 / IP67	IP67 for bilge, deck, and exposed marine installation
Series/parallel	Up to 4S / parallel per BMS limits	Series for 24V/36V/48V banks; parallel for larger capacity
Battery short-circuit current	Test data provided per project	Needed to choose the main fuse interrupt rating (AIC) — see the fusing notes below
OEM branding	Private label / neutral	Custom cases, labels, and specification sheets

System Design Notes for Dealers and Installers

Charging: use a lithium-profile charger or solar controller (14.6V absorption). Old lead-acid chargers with equalization/desulfation modes can overvoltage LiFePO4 — verify the charge profile before reusing equipment.
Parallel best practice: parallel units should be the same model, age, and state of health. For new large systems, prefer one larger battery over several small ones in parallel.
Fusing: install the main fuse as close to the positive terminal as practical. On boats, follow the maximum fuse-to-battery distance in the current edition of ABYC E-11, measured along the cable. Size the fuse to protect the cable — at or below the cable’s ampacity and above the normal system load — not to match the BMS over-current setting. Its interrupt rating (AIC) must exceed the current the battery can deliver into a dead short: use the battery short-circuit current from the test data, provided per project. If that figure is not yet available, take the short-circuit current from the cell/battery datasheet and apply the current edition of ABYC E-11 rather than a rule of thumb. Larger lithium banks often need a high-interrupt-rating fuse such as Class T rather than a standard ANL fuse, and parallel banks may need a fuse on each battery. In an RV, follow the ANSI/RVIA DC Standard and the battery maker’s instructions; the same interrupt-rating check is good practice. Final fuse and cable selection belongs to the installer or a qualified marine electrician.
Cold climates: specify self-heating at order time for RV/marine use in sub-zero conditions. See the cold-weather guidance on our 12.8V 314Ah page.
When to step up to 24V: above ~3kW of inverter load or ~5kWh of storage, 12V currents get expensive to wire. Our 25.6V 314Ah page explains the 24V advantage.

Wholesale and OEM/ODM

The 12V series is a core LJY Energy line for distribution channels. We supply wholesale 12V LiFePO4 batteries at all three capacity points with matched BMS options, private-label enclosures, and project documentation (UN38.3 test summaries, MSDS). Distributors buying lithium batteries in bulk can start with the 100Ah volume SKU and add 200Ah and 314Ah as demand develops — same voltage platform, same sales training, same support process.

In the UK market these are sold as leisure batteries — the standard British term for 12V deep-cycle batteries used in caravans, motorhomes, and narrowboats. Our 12V range covers the full leisure-battery replacement spectrum, from weekend caravanners (100Ah) to full-time off-grid narrowboat liveaboards (314Ah).

For OEMs, the series supports full private-label programs: custom case colors, branded labels, application-specific BMS firmware (RV, marine, commercial vehicle), and specification sheets for the exact cells shipped. Cell-level sourcing is also available — see LiFePO4 battery cells wholesale.

Specifications, pricing, MOQ, and lead times are confirmed per project. Contact us with your target models, BMS options, and volume for a series quotation.

Dealer Stocking Strategy: Three SKUs, One System

The 12V series is designed as a stocking system, not three isolated products. Recommended starter inventory for a new dealer:

100Ah — 50% of 12V units: the volume driver. Turns fastest, introduces customers to the brand.
200Ah — 30% of 12V units: the upsell. Captures customers whose needs outgrow 100Ah.
314Ah — 20% of 12V units: the flagship. Lower turns, highest margin per sale, attracts serious off-grid buyers who become repeat customers.

Seasonal rhythm: RV and marine demand peaks in spring (Northern Hemisphere) — stock up in Q1. Off-grid cabin builds peak in summer. Backup-power demand spikes before storm season and winter. Plan purchase orders 8–12 weeks ahead of peak, accounting for sea freight from China.

The accessories attach: every battery sale is an opportunity for matched accessories — lithium-profile chargers, battery monitors, parallel cable kits, terminal covers, and hold-down hardware. Dealers who bundle see 20–30% higher average order value. Train staff to ask: “What are you powering, and how are you charging it?”

Accessories & Ecosystem

Chargers: 14.6V lithium-profile AC chargers in 20A–50A; DC-DC alternator chargers for RV/truck charging while driving.
Solar: MPPT controllers with lithium profiles; 200W–800W rigid or flexible panels depending on application.
Monitoring: Bluetooth (built into BMS) plus optional shunt-based monitors for whole-system visibility.
Protection: fuses, breakers, busbars, and disconnect switches rated for the system current, with each fuse sized to protect its cable and the main fuse’s interrupt rating above the battery short-circuit current (see Fusing above). On boats, ABYC E-13 (2025 edition) also requires a manual battery switch; a BMS relay does not replace it.
Mounting: battery boxes, trays, and hold-downs — lithium batteries are lighter than lead-acid and need secure mounting.

LJY Energy can coordinate accessory sourcing alongside battery orders — one shipment, one documentation package. Ask in your project quotation.

For private-label or non-standard voltage/capacity projects, start at Custom Battery Solutions or the 48V / 51.2V LiFePO4 hub for ESS platforms.

Frequently Asked Questions

Can I mix 100Ah, 200Ah, and 314Ah batteries in one system?

Not in parallel — parallel batteries should match in capacity for even current sharing. In series, all units in the string must be identical. Size the system with the right model from the start, or build separate independent banks.

Will these work with my existing RV converter/charger?

Most modern RV converters have a lithium setting (14.6V). Older single-stage or equalizing chargers should be replaced or reprogrammed — verify the charge profile before connecting.

What is the real usable capacity versus lead-acid?

A 12V 100Ah LiFePO4 delivers ~1.15–1.28kWh usable (90–100% depth of discharge). A 12V 100Ah lead-acid delivers ~0.6kWh usable (50% DoD). Roughly double the usable energy per rated amp-hour, at 6–10× the cycle life.

Do you support private-label orders across the series?

Yes. OEM programs can cover one model or the full three-model ladder with consistent branding. Specifications and terms are confirmed per project — request a quotation.