Understanding Battery specifications
05-Jun-2024
Understanding the specifications
DIN Number 72310 1988
Used to identify battery types, the DIN (German Industrial Standard) Part Number system is traditionally used within Europe, but has now been replaced by ETN number system.
e.g. 560.49
· 1st digit – Voltage
o 1-2 = 6 Volt Battery
o 5-7 = 12 Volt Battery
· 2nd & 3rd digits – Nominal capacity
o 560 = 60Ah @ 20 hour rate
o 660 = 160Ah @ 20 hour rate
· 4th & 5th digits – The unique code number referencing battery performance and features
· Terminals of a DIN battery are always sunken below the surface
ETN Number
The ETN (European Type Number) was introduced to replace the DIN Number during Europeanisation of Battery standards. The ETN is a combination of the DIN numbering system which facilitates the changeover and gives further technical details.
The introduction of the ETN system has led to nearly 2000 part numbers being issued during its formal control period up to 2006 and therefore can lead to added confusion if cross referencing of part numbers is required without the formal number index records. The control of number issue by Eurobat was disbanded in 2006 and subsequently issued numbers are now difficult to understand as no formal central records are kept and issued.
The 9-digit ETN offers 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 digits – nominal capacity
o 560 = 60Ah @ 20hour rate
o 660 = 160Ah @ 20hour rate
· 4th, 5th and 6th digits – Unique code number
o 5th and 6th digit can refer sometimes to older battery design and original DIN number (4th and 5th digits)
o The unique code number gives details of endurance level, cold cranking performance level, vibration level, lid, terminal and clamping parts
· 7th, 8th and 9th digits – Cold Cranking Performance
o There are 2 different EN ratings: EN1 and the EN2
o This can cause confusion, as is unclear to the end user which standard is used, especially with the use of digital conductance testers which cannot currently test to both standards.
o Details to which specification the battery is supplied to is hidden within the unique code number.
Cold Cranking Performance (Amps)
The Cold Cranking Performance (CCA) measures the starting performance of the battery. In simple terms, the higher the CCA, the easier it will be to start the vehicle.
SAE (J537 Jun 1994 American Standard)
This is the starting test according to the SAE (Society of Automotive Engineers). The test specifies that the battery at a temperature of –18°C will deliver a current equal to the Cold Cranking Amps for 30 seconds with the voltage staying above 7.2 volts (3.6 volts for a 6 volt battery).
Although subject to battery design, an approximation of SAE to DIN CCA relationship is:- SAE = (DIN x 1.5) + 40.
Battery performance drops off quickly with temperature, so this test is a good check of a battery’s starting ability. With a 10 second voltage of EN rating and its need to support 30 seconds to 7.2V, the SAE test gives a good view of high rate capacity capability of the battery.
DIN (German Industrial Standard at -18°C)
Again, as with SAE, the DIN test is carried out at -18°C. The fully charged battery is discharged to 6V with the rated test current. The voltage must be at least 9.0V after 30 seconds and the time to achieve 6V must be at least 150 seconds.
Although subject to battery design, an approximation of DIN to SAE CCA relationship is:- DIN = (SAE – 40) x 0.66.
Since the introduction of modern fuel injected vehicles and the need for fast starting, the DIN standard has lost favour amongst automotive vehicle manufacturers. Nevertheless, it does show a clear relationship with the amount of materials used within the battery, but not startability.
JIS (D5301: 1999) Japanese Industrial Standard
The Japanese Industrial Standard test is carried out at -15°C. The automotive batteries are usually tested at either 150A or 300A with different 10s /30s voltage and durability requirement to 6V. For European applications, we believe this does not give as clear a view to the customer of battery startability and is rarely shown and used within the European aftermarket.
· Terminals on a JIS battery are always on the surface.
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