About Full Spectrum Power Battery Systems
Full Spectrum Power produces the world's smallest, lightest, and most powerful motorsports battery systems. Every Full Spectrum Power battery system is hand built in the USA. Our systems are built specifically for motorsports applications, and are capable of withstanding the tremendous shock and vibration found in racing applications. Every Pulse and Genesis battery system is built to Department Of Defense (DoD) standard, and is capable of withstanding 100G load. This makes them ideal for extreme acceleration and deceleration environments.
Full Spectrum Power (FSP) battery systems are based on Lithium Ferrous cells. These cells are a variant of Lithium Ion. This means that the charging process and procedures are somewhat different when compared with lead-acid batteries found in most production motorcycles. Please read below for more information about recommended care.
Full Spectrum Power battery systems are built specifically for motorcycle applications, and are capable of withstanding the tremendous shock and vibration found in racing applications. Every Pulse and Genesis battery system is built to Department Of Defense (DoD) standard, and is capable of withstanding 100G load. This makes them ideal for extreme acceleration and deceleration environments.
There are 2 main characteristics of our battery systems which will help determine which battery system you need: pulse discharge capacity, and amp hour capacity.
Pulse Discharge Capacity refers to the battery systems ability to output a burst of power for 10 seconds. This is a good way to compare with Cold Cranking Amps (CCA) of a lead acid battery. This will help in determining what battery you should choose. FSP battery systems are very powerful in terms of pulse discharge capacity. For example, our P2 systems which are rated at 240 amps, are capable of starting 1000cc bikes while weighing roughly 700 grams. This makes them ideal where weight reduction and space limitations are a primary concern. In this area, lead-acid batteries simply can not compete. They generally weigh 5-6 times what a FSP battery system weighs, and are in some cases 4 times the physical size.
Amp Hour Capacity refers to a battery systems ability to supply one amp for one hour at a given voltage. FSP battery systems offer significant amp hour capacity for their size. Our 6.9 amp hour battery weighs just over 2lbs. Using this battery as an example, it can supply 1 amp for 6.9 hours at 13.8 volts. While this is significant capacity for a performance battery, it does have limitations. What this means is that the 700 gram battery system which starts and runs your GSX-R1000 will not be ideal for powering your LOJACK, Clock, Neon lights and other vampire accessories while your bike is not being used, if you do not disconnect the battery as suggested. This is important to understand as it will help to determine if this is a suitable choice for your bike. Our battery systems are designed for performance and race use. They are not deep cycle and storage batteries converted for performance use. Please see the sample use cases provided to gain a better understanding of our battery systems based on real world testing.
Please consult our application examples to help determine the correct battery for your application.
Charging Your Battery
All FSP battery systems come fully charged and ready to install. Even if left on the shelf for 6 months your new battery system will be within 95% of full capacity. You do not need to charge your new battery system prior to installation.
Should you manage to discharge your battery somehow, you have a few choices to get it recharged.
- Automotive type battery charger providing 5 amps for 15 minutes.
- Return to your FSP dealer. They should have a FSP charger and will do this.
- Buy a charger from FSP specifically designed to work with your battery system. If you are using a P3 or P4 in a total loss system, it is highly recommended that you also buy the FSP charger.
- Other chargers are only to be used in an emergency.
Remember that once running, a motorcycle will mostly use the alternator/generator to power everything else on the bike; headlights, ECU, CDI, PC3, etc.
As a general rule this means that you should understand that you will have to pay closer attention to your FSP battery system than your average lead-acid battery.
Why not use a Battery Tender?
We strongly discourage the use of Battery Tender (and similar) devices on all of our battery systems. Over time, these devices can damage your battery system. Consider what happens when you leave a cell phone on a charger all the time - the battery loses significant capacity and its lifespan is shortened.
If you continue to experience problems with your battery, please contact us directly.
Choosing the Correct Battery - Application Examples
2008 Suzuki GSX-R600
Race only, Stock stator, Bazzaz FI, QS. Legal for WERA and CCS Superstock and Supersport and AMA Daytona Sportbike
This bike may be a candidate for the P1, the worlds smallest and lightest battery system. In temperatures above 50 degrees, this battery will work well. Do not idle this bike for extended periods of time as you will deplete the battery when the alternator is not charging the system.
We strongly recommend removal of the battery on cold evenings using our Quick Disconnect. Please keep the battery inside where temperatures are warm. Reinstall the battery in the morning and you will not have problems.
2008 Suzuki GSX-R600
Street and occasional trackday.
This is not a good candidate for the P1. Starting in colder temperatures while powering headlights or HID's, taillights, etc, make this battery very unsuitable. This bike should use the P2 system. The P2 will provide enough reserve capacity (overhead) to power all of this bikes devices even in less than ideal conditions.
2008 Ducati D16rr Desmosidici
Street ONLY - On this model, the battery is located under the fuel tank (the MV Agusta F4 shares this design). The D16rr has a special electrical system which will drain any battery very quickly when not in use. We have seen the stock battery on this bike drained in less than 2 weeks when not on a battery tender. A FSP if left connected can be drained in less than a week, damaging the battery. If you are willing to use a Rip Cord or Quick Disconnect on this model this will work. If not, a stock battery with a tender may be a better option at this point.
2009 Ducati 1198s
Trackday / Some street - On the big Ducati twin, we recommend the Pulse P3, using the Rip Cord quick disconnect. You can reach in through the side vent and disconnect the battery after a day of riding. If you are planning on starting the bike on a cold morning, remember to remove the battery the night before as this bike will be difficult to start in temps below 50 degrees.
2009 Ducati 1198s
Race ONLY - On the big Ducati twin in race only use, the bike may be able to use the Pulse P2 with Rip Cord, if the rider/mechanic is willing to care for the battery properly, and the bike has a stock charging system. Warmer climate also required for use of P2 in this application. Racing in Canada in April? This will not work for you.
2005 Suzuki SV650
Race and street
Unless you are running a total loss system, you should use the P2 with a Rip Cord. This battery will start your SV, even after that 700cc piston kit and shaved head you installed. In rare cases, you may wish to consider a P3 to ensure that starting your monster SV first thing in the morning in April to get to tech won't be a problem.
2009 Suzuki GSX-R1000
Race ONLY - AMA American Superbike, WERA F1, CCS Unlimited GP legal. Traction control, QS, Data, Kit Stator.
This is a candidate for the P2 with Rip Cord. Careful attention must be paid to disconnecting battery when not in use. No extended idling as kit stator will not charge at low RPM, using battery only to power machine.