300CCA YTX7A-BS Cranking Cell 6Ah 12.8V LiFePO4 Sport Bike Starting Pack

300CCA YTX7A-BS Cranking Cell 6Ah 12.8V LiFePO4 Sport Bike Starting Pack

Motorcycle batteries tend to fail at the worst moment, usually after a winter layup or on a cold morning when the engine is needed most. This 12.8V 6Ah LiFePO4 starting battery replaces the common YTX7A-BS and similar lead-acid blocks in sport bikes, scooters and small cruisers, delivering stronger cranking from a package that weighs about one third as much.

It is built around four matched LiFePO4 cells, a sealed 4S battery management board and a flame-retardant ABS shell that bolts straight into the original battery box. Nothing else changes: the same terminal layout, the same hold-down points and the same 12V charging system already on the bike.

Drop-In Fit for YTX7A-BS and Similar Bays
The case measures 113 x 70 x 105 mm with M5 terminals in the standard lead-acid pattern, so it slides into the same tray and accepts the same strap, bracket and cable ends as the YTX7A-BS it replaces. No spacers, no rewiring and no regulator change are required. Riders swapping from a flooded or AGM block simply remove the old battery, drop this pack in and tighten the terminals.

300CCA Cranking Even at 0 deg C
Four matched LiFePO4 cells deliver a short-burst cranking current of 300A, which starts four-stroke engines up to about 600cc without hesitation. Unlike lead-acid, the terminal voltage does not sag under load, so the starter motor spins faster and the ignition sees a stable supply. At 0 deg C the pack still holds most of its cranking ability, where a conventional block would lose roughly a third.

1.1kg Case Cuts Weight by Two Thirds
At 1.1kg the pack weighs about one third of an equivalent lead-acid YTX7A-BS, a meaningful saving on a light sport bike or scooter where every kilogram affects handling and acceleration. The lower mass also reduces stress on the battery box and hold-down hardware, and it makes trailside removal straightforward when the battery has to come out for service.

Rated for 3000 Charge Cycles
A lead-acid motorcycle battery typically survives 300 to 500 shallow cycles before capacity falls away. This LiFePO4 pack is rated for 3000 cycles at 80% depth of discharge, which under normal weekend riding equates to many seasons of use. Capacity stays flat for most of that life, so cranking performance at year five remains close to the performance on day one.

Why This Beats a Lead-Acid YTX7A-BS
Compare the numbers directly. A YTX7A-BS lead-acid block offers around 6Ah, roughly 130CCA and a 3.5kg weight, and it starts fading after about 400 cycles. This LiFePO4 pack gives the same 6Ah rating, more than double the cranking current at 300CCA, one third of the weight and a 3000-cycle service life. Over five years it is usually the cheaper and more reliable choice, and it removes the winter no-start problem entirely.

Where Riders Use This Battery
This pack suits sport bikes, commuter scooters, pit bikes and small cruisers that use the YTX7A-BS size, as well as custom builds that want a light battery without changing the charging system. It is also used in jet skis, quad bikes and small generators that share the same footprint. Any application that cranks an engine up to about 600cc and charges from a 12V regulator is a good fit.

Sealed 4S BMS Protects Every Cell
An integrated 4S battery management board monitors each cell group for over-charge, over-discharge, over-current, short circuit and high or low temperature, disconnecting the pack before damage occurs. During charging it balances the cells so none drifts high. The board is sealed inside the case, adding protection without any external wiring or user maintenance.

Holds Charge Through Winter Storage
Self-discharge is under 3% per month and the BMS isolates the pack once cell voltage falls to a safe floor, so a charged battery can sit through a winter layup and still start the engine in spring. Riders who store bikes for months no longer need to remove the battery or keep a trickle charger connected, which is one of the most common causes of dead lead-acid packs.

Maintenance Free and Acid Free
Because the electrolyte is sealed inside LiFePO4 cells, there is no water to top up, no acid vapour to corrode terminals and no risk of a spill if the bike tips over. The battery is safe to charge indoors and does not vent hydrogen, making it suitable for garages, workshops and storage rooms where a flooded battery would be a corrosion concern.

Frequently Asked Questions

Q: Will it work with my bike's original charging system?

A: Yes. The 12.8V LiFePO4 pack is designed to operate inside the 13.8 to 14.6V window that motorcycle regulators normally provide, so the stock charging circuit keeps it charged without modification.

Q: Can I charge it with a normal lead-acid trickle charger?

A: Use a charger with a lithium or LiFePO4 profile that stops below 14.6V. A simple lead-acid charger without a lithium setting can push voltage too high, so choose a lithium-capable unit for bench charging.

Q: Does it fit the same tray as my old YTX7A-BS?

A: Yes. The case uses the same 113 x 70 x 105 mm footprint and M5 terminals, so the original tray, strap and cables bolt on directly.

Q: How long can it sit unused?

A: Self-discharge is under 3% per month and the BMS shuts down at a safe low-voltage floor, so a charged pack can be stored for up to twelve months and still start the engine afterwards.

WNRLN supplies this 12.8V 6Ah motorcycle starting battery factory-direct, with OEM labels, custom terminal sets and private packaging available for distributors, bike shops and motorcycle brands. Request samples, a current price list or a full specification sheet through the contact form today.