Yuasa-nummer
Yuasa battery part numbers are based on the BBMS (British Battery Manufacturers Society) standard, which has been used and understood by the UK aftermarket industry for many years.
DIN number 72310 1988
The DIN (German Industrial Standard) part number system is used to identify battery types and has traditionally been used in Europe, but has now been replaced by the ETN number system.
e.g. 560.49
- 1st digit – Voltage
- 1-2 = 6 Volt battery
- 5-7 = 12 Volt battery
- 2nd and 3rd digit – Nominal capacity
- 560 = 60 Ah @ 20 timers sat
- 660 = 160 Ah @ 20 timers sat
- 4th and 5th digits – The unique code number that refers to the battery's performance and characteristics
ETN number
ETN (European Type Number) was introduced to replace the DIN number during the Europeanization of battery standards. ETN is a combination of the DIN numbering system, which facilitates conversion and provides additional technical details.
The introduction of the ETN system resulted in almost 2000 item numbers being issued during the formal control period up to 2006 and can therefore lead to further confusion if cross-referencing of item numbers is required without the formal number index records. Eurobat's control over the issuance of numbers was lifted in 2006 and subsequently issued numbers are now difficult to understand as no formal central records are maintained and issued.
The 9-digit ETN provides additional information to the DIN numbering system.
e.g. 536 046 030
- 1st digit voltage – 1-2 = 6 volt battery, 5-7 12 volt battery
- 2nd and 3rd digit – nominal capacity
- 560 = 60 Ah @ 20-month pregnancy
- 660 = 160 Ah @ 20-urstarief
- 4th, 5th and 6th digit – Unique code number
- The 5th and 6th digits can sometimes refer to older battery designs and the original DIN number (4th and 5th digits)
- The unique code number details the endurance, cold start performance level, vibration level, cover, terminal and terminal parts
- 7th, 8th and 9th digit – Cold starting power
- There are 2 different EN classifications: EN1 and EN2
- This can cause confusion as it is unclear to the end user which standard is being used, especially when using digital conductivity testers which cannot currently test against both standards.
- Details to which specification the battery is supplied are hidden in the unique code number.
Cold start performance (amps)
Cold Cranking Performance (CCA) measures the starting performance of the battery. Simply put, the higher the CCA, the easier it will be to start the vehicle.
SAE (J537 Amerikaanse standaard van juni 1994)
This is the starting test according to SAE (Society of Automotive Engineers). The test specifies that at a temperature of -18°C the battery supplies a current equal to the cold cranking current for 30 seconds, with the voltage remaining above 7.2 volts (3.6 volts for a 6 volt battery).
Although dependent on battery design, an approximation of the SAE to DIN CCA ratio is: SAE = (DIN x 1.5) + 40.
Battery performance decreases rapidly with temperature, so this test is a good check of a battery's starting ability. With a 10 second EN rated voltage and the need to support 30 seconds at 7.2 V, the SAE test gives a good overview of the battery's high speed capability.
DIN (German industrial standard at -18°C)
Here too, just as with SAE, the DIN test is carried out at -18°C. The fully charged battery is discharged to 6V with the nominal test current. The voltage should be at least 9.0 V after 30 seconds and the time to reach 6 V should be at least 150 seconds.
Although dependent on battery design, an approximation of the DIN to SAE CCA ratio is: - DIN = (SAE – 40) x 0.66.
Since the introduction of modern fuel-injected vehicles and the need for quick starts, the DIN standard has lost popularity among car manufacturers. Nevertheless, it shows a clear relationship with the amount of materials used in the battery, but not with startability.
IEC (International Electrotechnical Commission) (IEC 60095-1. November 2006)
Again the IEC test is performed at -18°C. After a rest period of maximum 24 hours after preparation (according to 6.2 of the standard), the battery is placed in a cooling chamber with air circulation at a temperature of -18°C +/- 1°C until the temperature in the middle cell reaches -18° C +/- 1°C reached. The battery is then discharged according to the standard and must reach a voltage of 7.5V after 10 seconds and 7.2V after 30 seconds. the battery is then allowed to rest for 20+/-1 seconds, after which the battery is discharged at 60% of the original current and must meet a voltage of 6V after 40 seconds, according to table 7 of the standard. The IEC standard has a relationship between the SAE and IEN1 standards, and for Yuasa batteries, the SAE value can be assumed to be equal to the IEC.
EN (EN50342.1A1, November 2011, point 5.3)
The EN test is also performed at -18°C. However, the EN requirement is divided into two levels: EN1 and EN2.
NL1– The battery must then meet a voltage of 7.5V
10 seconds; and after 10 seconds of rest, the battery is further discharged @ 0.6 x the initial current and is required to complete 73 seconds of the second stage, giving a total combined discharge period of 90 seconds (assume initial period is ( 10 s/0.6) 16.7 seconds.
EN2– The first discharge is the same as EN1, but the second discharge period to 6.0 V should be 133 seconds, for a total time of 150 seconds. The ability of the discharge current to meet either design is highly dependent on the battery design and may vary from manufacturer to manufacturer and design to design. But as an overview of our competitor benchmarking work at Yuasa, the ratio of EN1 to EN2 is:-
EN2 = 0.85% to 0.92% EN1
Because of this relationship, we usually list SAE as our standard to minimize confusion.
HE (D5301:1999)
The Japanese industry standard test is performed at -15°C. The car batteries are normally tested at 150A or 300A with different 10s/30s voltage and endurance requirements for 6V. For European applications we believe this does not give the customer such a clear idea of the battery's startability and is rarely shown and used in the European aftermarket.
Maritime Take-off (MCA)
This marine cranking test is based on SAE CCA requirements, but is performed at the higher temperature of 0°C, usually specified on batteries as CA (Cranking Amps) or MCA (Marine Cranking Amps) rather than CCA (Cold Cranking Amps). The starting current (CA/MCA) is typically 25% higher than that of an equivalent SAE CCA battery. It is advisable to check this for all maritime questions about starting power.
The number of automotive battery standards in the global market is numerous. Yuasa currently uses the SAE CCA standard as its standard, which provides a clear, balanced representation of the battery's cranking ability between cranking power and cranking endurance.
According to EU1103:2010 Capacity Marking Regulation, Yuasa uses capacity (20 hours) and EN1 CCA as specified in standard EN50342.1 A1 2011. Please note: Due to algorithm issues with existing impedance testers on the market, all testing on Yuasa batteries must follow the old SAE algorithm (not EN or IEC, as ranges are still given against outdated versions of the standard).
Minutes of reserve capacity (EN50342.1 A1 Nov 2011, clause 5.2)
The reserve capacity is the time in minutes that a battery can supply a current of 25 amps at 25°C until the voltage drops to 10.50V (5.25V for a 6 volt battery).
25 amps represents a typical electrical load on a car under normal driving conditions, so the reserve capacity gives an indication of the time a vehicle with a normal electrical load will run with a failed alternator or fan belt. This is a good, practical test.
The more electrical accessories you switch off, the longer you can drive the car.
Reserve capacity was originally used to provide an indication of the capacity of the battery if the charging system (alternator) failed at the time and the duration of driving time remaining after the charge warning light first appeared. With the increased reliability of modern vehicle charging systems, the direct usefulness of spare capacity to the car user has decreased, but this shows the relative decline in battery performance as the discharge current increases.
Ampere-hour capacity at 20-hour rate (Ah) (EN50342.1 A1 Nov 2011, clause 5.1)
Ampere-hour capacity measures the total amount of electricity stored in a battery.
An ampere hour represents the amount of electricity when a current of 1 ampere passes for 1 hour.
The capacity per ampere hour varies depending on the rate at which the battery is discharged; the slower the discharge, the greater the amount of electricity the battery will supply.
The capacity in ampere hours is the amount of electricity a battery can supply for 20 hours before the voltage drops to 10.50 V. For example, a 60 Ah battery supplies a current of 3 A for 20 hours.
Recommended charging speed (ampere)
This is the recommended amperage for charging batteries with a constant current charger.
For more details, see section G of 'Everything you need to know about batteries'.
Dimensions - Length (mm)
This is the dimension over the longest part of the battery, including any mounting.
Dimensions - Width (mm)
This is the measurement across the widest part of the battery, including the holder, if mounted.
Dimensions - Height (mm)
This is the total height of the battery to the top of the terminals when they stand proudly on the lid.
Weight with acid (kg)
This is the average weight of the battery as delivered.
Cell layout
Cell layout and polarity diagrams can be found under the 'diagrams' tab on any Yuasa battery product page. Alternatively, you can download the battery data sheet.
Terminal
Information about the type of terminal fitted to the battery can be found in the 'technical specifications' tab and in the 'schemes' tab.
Containerfuncties
Again, you can find information about container holders and other features on the 'graphs' tab on each Yuasa battery product page.
Lever
Information about whether the battery is equipped with carrying handles can also be found on the 'technical specifications' tab.
Final venting
There are now more batteries in the range with end ventilation, instead of normal ventilation via the individual vent plugs.
Information about whether the battery has been vented on the negative side can be found on the 'technical specifications' tab.
The battery is fitted with a gas outlet in accordance with EN60095-2 + EN50342.2 2007 clause 5.5.3 and figure 10 to enable remote bleeding of the battery.
Charging status indicator
A smart floating ball and prism device mounted on a cell within the battery to provide a quick visual indication of the battery's state of charge and the electrolyte level in the battery. If there are any concerns, this should be used as advice to seek further technical support.
Low functions
An indication of the design function of the cover that may be specific to the vehicle equipment:
- Block – T-shaped cover function to provide a recessed area for terminals and for European types this is sufficient for peak voltage according to IEC 60095-2 and EN50342.2 007 clause 5.5.1.
- Flat – Flat cap feature without raised plugs that may interfere with the manufacturer's top clamp frame.
- Raised Plugs – Design with raised vent plugs that sit above the top of the lid.
Semi-traction properties
These make the battery suitable for applications that involve some cycling (e.g. tailgate vehicles).
GS Yuasa Automotive online battery search program
GS Yuasa strives to include the most current and accurate information in the online battery search tool. We collect OE data and compare this information with the batteries in our range. We then ensure a match between the vehicle manufacturer's original battery and the GS Yuasa battery range.
There may inevitably be marginal differences in CCA and Ah between the originally fitted battery and the battery in our range. The very small differences will not have an adverse effect on the vehicle's electrical system.
To note
Over the life of a lead-acid car battery, its capacity will slowly decrease due to aging and use. At the end of the battery's life, the lack of capacity and subsequent voltage drop can cause electrical fault codes. When a new battery is installed, any error codes caused by the old battery may persist. When the vehicle is subsequently taken to a garage, it can be assumed that the new battery has caused the problem. Small variations in Ah between OE and aftermarket batteries will not cause these types of electrical problems.
Battery standards such as EN50342.1 take into account deviations in actual Ah and label value to account for differences in production. These differences will be apparent with OE batteries, as with any aftermarket battery.
