Sodium-ion (Na-ion) starter batteries for cars, motorcycles, trucks, construction equipment and marine use. The reason to look at sodium rather than lithium for starting duty is low temperature: a lead-acid battery loses most of its cranking capability below -20℃, and a LiFePO4 pack will not accept charge below 0℃ without pre-heating. A sodium-ion pack delivers cranking current down to -40℃ with no heater and no warm-up cycle.
Sodium-ion chemistry retains usable capacity and delivers cranking current at -40℃. No block heater, no battery blanket, no waiting for a warm-up cycle before the engine turns over — relevant for northern Europe, Russia, Canada, and high-altitude sites.
Unlike lithium packs, a sodium-ion cell can be fully discharged to 0 V without damage. This makes transport, long-term warehousing and seasonal storage far simpler, and it removes the state-of-charge restrictions that apply to lithium in air freight.
Roughly 40-50% lighter than an equivalent lead-acid starting battery. On motorcycles, small plant and marine installations the saving is noticeable in handling and fuel.
Sodium-ion holds charge over long idle periods, so vehicles that sit for weeks — motorcycles, boats, construction machinery, backup generators — still start.
Sodium is abundant and geographically widespread, so pricing is not exposed to lithium or cobalt price swings. For fleet tenders quoted months ahead, this makes budgeting more predictable.
| Chemistry | Sodium-ion (Na-ion) |
|---|---|
| System voltage | 12 V / 24 V |
| Capacity range | (please supply, Ah) |
| Cranking performance | (please supply, CCA / A) |
| Operating temperature | Discharge down to -40℃ — no pre-heating required |
| Charge temperature | (please supply) |
| Cycle life | (please supply, cycles @ DoD) |
| Energy density (cell) | Typical sodium-ion: 100-140 Wh/kg — lower than LiFePO4, stated for accuracy |
| Storage / transport state | Can be discharged to 0 V |
| Weight | (please supply, kg) |
| Dimensions | (please supply, mm) |
| Terminal / form factor | (please supply) |
| Certification | (please supply — UN38.3 required for transport) |
Direct lead-acid replacement in 12 V systems.
Weight saving plus reliable cold starts after long storage.
24 V systems, high vibration environments.
Starting and onboard house loads; tolerates long off-season storage.
Reliable starting after months of standby.
Low-temperature behaviour is the main reason. A LiFePO4 starter pack will not accept charge below 0℃ and needs a heater or a warm-up cycle in cold climates. Sodium-ion can be charged and discharged at much lower temperatures, and for a vehicle that has to start on a winter morning that matters more than energy density.
In most 12 V and 24 V systems yes, provided the charging system's voltage window is compatible. Sodium-ion has a different voltage curve from lead-acid, so we recommend checking the alternator regulator set-points with us before a fleet-wide swap. We can supply the charging profile for your vehicle platform.
One of the practical advantages is that a sodium-ion cell can be discharged to 0 V for transport, which removes the state-of-charge limits that apply to lithium batteries in air and sea freight. UN38.3 test documentation is still required — we provide it with the shipment.
Sodium-ion cycle life is generally shorter than LiFePO4. This is a real trade-off, and we state it plainly rather than quoting best-case numbers. For starting duty the battery is shallow-cycled most of its life, so calendar life and cold-cranking performance are usually the deciding factors rather than deep-cycle count.
Yes. Sodium-ion cells are typically in the 100-140 Wh/kg range versus 150-160 Wh/kg for LiFePO4. For a starter battery that sits in one place and is chosen for cranking performance, the density difference is rarely the limiting factor — but we would rather you hear it from us than discover it later.
37 senior R&D engineers. OEM/ODM from 500 units. Samples in 3-7 days.
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