Returns Procedure

It is rare that Batteries UK have a problem with a product but to help you obtain a quick answer we have detailed below a "Fault Diagnostics" list.

However, in the unlikely event of a problem, please contact us in the first instance by email admin@batteriesuk.com detailing as much information as possible. Please include your name, telephone number, battery details and when you purchased the battery.

Essential Battery Characteristics and Fault Diagnostics

Lead Acid automotive batteries are built to the highest standards. they are manufactured, in most cases, to correspond with the vehicle manufacturer's requirments and specifications.

Nethertheless, it is important to understand that:

A wet battery is "alive". Whether it is in service or storage it has a finite life span. If stored in a wet (filled) condition all batteries will self discharge. The higher the ambient (storage) temperature the greater the rate of self discharge.

To ensure that batteries are not allowed to discharge to the point where they are either damaged (sulphated) or so that they are incapable od starting the vehicle or operating equipment, regular voltage checks should be made (monthly).

 Batteries with a voltage of 12.4v or below should be recharged. recharging must not be affected by the means of a rapid charger. Ideally a recharge rate of 1/10th of battery's capacity should be applied for up to 12 hours. At the end of this period, a fully charged bttery will read over 12.65v and all cells should be gassing freely. Remember if a bettery has vent plugs, these should always be removed before charging.

Battery Problems - Non Manufacturing Faults

Sulphation

If a battery is allowed to stand in a discharged state for an excessive amount of time, a chemical reaction takes place, which can permanently impair performance - this is Sulphation. Sulphation can be seen as a fine white/grey coating on the plates. In most cases this signifies irreversible damage and the battery will not be serviceable.

This damage can occur either in storage or if the battery is installed in a vehicle (or equipment) that is not used for a period of time, for example a tractor, motorcycle or boat. Even a car or truck that is stored with the battery connected can still damage a battery in this way. This is because there is a permanent drain on the battery from the clock, alarm etc. As a result the level of charge in the battery falls, and after a period of time sulphation will build up on the plates.

The sulphation (lead sulphate) hinders the chemical reaction between the acid (electrolyte) and the active mass (lead compound) in the plates and prevents the battery from operating as normal. This is not a manufacturing fault.

Wear and Tear:

During the charge and discharge cycle, material from the battery plates (active mass) is in motion, through the electrochemical reaction that produces electricity. Every time the battery goes through a charge and discharge cycle, a small amount of active mass is lost from the plates. because the ultimate life of a battery depends on so many factors, it is impossible to stipulate a minimum/maximum life expectancy. This process of normal ageing through the charge and discharge cycle will eventually cause the battery to lose capacity, and it will come to the point where the battery can no longer start the vehicle/equipment. This is not a manufacturing fault.

A battery only has a finite number of cycles (x) it can go through before it loses its capacity to perform. Vehicles with high usage such as taxi's, minicabs, trucks and buses will often subject the battery to its x number of cycles but over a much shorter time. As a result, batteries on these vehicles can display the above symptons after 12-24 months. This is not a manufacturering fault.

Deep Cycling:

As mentioned above, every time a battery goes through a charge and discharge cycle a small amount of the material from the plates is lost. If a battery is subjected to deep discharging (i.e. over 40%) and then rapid charging, this process is accelerated. Additionally, if during the recharge the battery is not adequately compensated for the dicharge cycle, the battery will quickly exhibit the loss of performance. Even after recharging the voltage will be low (under 12.4v) but the cells will generally give even readings. This is not a manufacturing fault.

Overcharging:

If the regulator is not set properly, then the battery can be subjected to an excessive charge. If left unchecked the battery will overheat and will start to evaporate the electrolyte. The overcharging will cause the accelerated break up of the active mass on the plates and the battery will lose performance. This is generally obvious from an examination of the battery - the acid levels will be very low, and quite often a black coating will be visible on the filler caps. This is not a manufacturing fault.

Physical Damage:

If the battery is fitted incorrectly, if the connector leads are hammered onto the terminals, or if the leads are not properly fastened, the battery will have obvious damage to the casing or the terminals. This is not a manufacturing fault.

Incorrect Application:

Fitting a smaller or less powerful battery than recommended will result in a shorter service life and early failure, which will generally manifest itself as deep cysling/premature wear and tear. This is not a manufacturing fault.

Battery Problems - Manufacturing Faults

Short Circuit/Dead Cell:

Typically seen in a battery with a short (under 12 months) service life. One cell will show a dramatically lower specific gravity (SG) reading than the others. The affected cell will boil visibly under a high rate discharge test. In some cases it may also be visible as a sulphated cell (see above). The remaining cells will show a good SG reading of 1.26 or over.

Internal Break:

The battery will have a good SG reading but no voltage.