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Our batteries are guaranteed against premature failure due to manufacturing or material defects only. In the event of such a battery claim, the battery should be returned to the nearest branch with proof of purchase for testing. Subject to testing, the battery will be exchanged free of charge.

  • BBL Batteries reserves the right to test and, if necessary, charge the battery (if the battery is received in an uncharged condition) before agreeing to a claim.
  • The guarantee period starts from the date of the purchase of the original battery.
  • A dated proof of purchase must accompany the battery.
  • This does not affect the statutory rights of the customer in any way.
  • The Guarantee is subject to the Terms and Conditions of the original manufacturer.
  • The Guarantee is valid only for the purchaser of the battery and is not transferable.

A limited warranty of 1 year against faulty workmanship or materials is offered for the following applications:

Taxi cabs including private cars used as taxis or private hire cars used on a 2 or 3 shift per day basis.

Ambulances, Police Cars, Fire Engines, PSV (Passenger Service Vehicles).

*This guarantee obligation excludes

Failures resulting from the wear and tear, misuse and negligence either before or during use. Here we give some examples of these failures: overcharging; deep cycling; sulphation; undercharging; physical damage; incorrect application; incorrect charging, the addition of any fluids other than distilled or deionised water and any action not recommended for the battery. (For further in depth descriptions, please refer to the notes detailed below).

Overcharging: If the alternator regulator is not set properly or the alternator voltage control circuit fails, the battery can be subjected to an excessive charge. If left unchecked, the battery will overheat and the electrolyte will start to evaporate. The overcharging will accelerate the breakup of the active material & grids and the battery will lose performance. Examination of the battery will typically show a low acid level, a black coating on filler plugs and a strong smell. In these circumstances, it is recommended that the alternator charging voltage is checked.

This is not a manufacturing fault.

Deep Cycling: Every time a battery is charged and discharged (cycled), a small amount of active material is lost. If a battery is subjected to deep discharging (i.e. greater than 35%) and rapid re-charging, the process is accelerated. Additionally, if the recharge does not recover the discharge cycle in full, the battery will exhibit loss of performance and concentration of the acid can occur between the plates, which can lead to corrosion and loss of performance. Even after recharging, the voltage will be low (under 12.4V). However, if the acid gravity in each of the cells are checked, they will generally be even across the battery.

This is not a manufacturing fault.

Sulphation: If a battery is allowed to stand in a discharged state either on or off a vehicle for a period of time, a chemical reaction takes place which will permanently impair the performance and life of the battery – this process is called “sulphation”. Sulphation can be seen as a fine white/pale grey coating on the positive plate and a non-metallic lustre on the negative plate. In most cases, this signifies the battery unserviceable. Attempts to recharge batteries left in a discharged state, even at very low charge rates, will lead to damage to the grid and active material. In addition, sulphate deposits can be formed within the separators which produce dendritic shorts. The damage can occur whilst in storage or if the battery is installed in a vehicle (or on equipment) that is not used for a period of time. For example, a tractor, a motorcycle, a boat, an airport vehicle, even a car or lorry that is stored with the battery connected for a period of time can still damage the battery. This is because there is a permanent drain on the battery from items such as vehicle alarms, clocks, lights, on-board electronics that are permanently connected whilst the vehicle or equipment is inactive. These potentially can drain the charge within the battery down to its lowest possible state of charge. The longer the period left, the greater the sulphation build up on the plates. This “sulphation” hinders the efficiency of the electrochemical reactions within the battery between the active material of the plates and the acid and renders the battery inoperable.

This is not a manufacturing fault.

Undercharging: Undercharging occurs if the battery is not receiving enough charge to return it to a full state of charge – this will slowly cause sulphation. This fault can occur if the car is only being used occasionally for short journeys or for stop-start urban motoring. Undercharging will occur if the alternator voltage is set low (13.6 volts – 13.8 volts), if the alternator belt is loose or the battery cables are worn and causing high resistance.

This is not a manufacturing fault.

SUMMARY: Providing the correct battery in the right condition has been used in the right application, the number of battery problems encountered will be minimal. All batteries have a finite life (otherwise, there would not be an aftermarket battery business) – the battery’s life is governed by the conditions under which the battery operates. Battery failures caused by sulphation, wear and tear, deep cycling and physical damage are not manufacturing defects and are not covered by the guarantee. Under normal operating conditions, a battery cannot become discharged on its own. The reason can normally be traced back to (but are not necessarily limited to) one of the following reasons: A malfunctioning alternator, regulator, or starter motor, A slipping or incorrectly adjusted alternator drive belt, An electrical fault e.g. interior boot/glove box light remaining on or a wiper motor fault ECU/sensor interface issues where the vehicle does not go into “Sleep” after parking for more than 5 minutes, Excessive use of electrical consumers – air conditioning; in-car entertainment systems i.e. stereos (that maybe incorrectly fitted directly to the battery) etc., Vehicles or equipment left for a long “standing” time without a recharge, Vehicle lighting and/or hazard flashers left on. Consistently used and then left in a discharged condition, the battery will eventually get to a state, where it cannot be recovered by a controlled recharge. This is classified as “deep discharge undercharging” and it is NOT a manufacturing fault. If a battery is continuously deeply discharged by stop/start motoring, heavy usage of vehicle consumer devices and not adequately recharged, it will lose its performance relatively quickly. This is called deep cycling/wear and tear and is NOT a manufacturing fault. Alternative battery technologies, charging and handling solutions need to found for these applications.

CCA Testing using Digital Conductance Battery Testers.

There are many different types of hand-held digital conductance testers on the market. They generally give a good indication of battery problems but the following points should always be taken into account. They are not a reliable method of checking the fully developed cold cranking performance of a NEW Battery, partially due to some of the “Battery Health” reading algorithms used. They are designed for the evaluation and testing of faulty or used batteries. Different makes of tester (and even different models from the same manufacturer) can give different results. Different battery manufacturing design techniques can significantly affect the reading on one digital conductance tester as common algorithms have to be used. For example: Batteries designed with more durability in mind tend to carry more material and have a higher density – this is usually reflected in a lower initial voltage, but longer discharge times. Digital testers can only determine, realistically, the initial internal resistance of the battery at the particular state of battery, not how much material is available. This can cause a considerable difference between the indicated CCA data on the tester and the real CCA data obtained in a laboratory under real current loads to the appropriate battery standard specified. CCA readings can be measured according to a number of international standard – SAE, EN, DIN or IEC. Within Europe, the EN 50342: 2006 Standard’s two requirements are listed as EN1 & EN2. In addition, the condition of the battery cables and terminal connections can influence the reading on the hand held tester. A battery that is 2-3 years old may still be serviceable for a number of years to come, but because of “wear and tear” may only indicate a 75% health reading. Conversely, a deeply discharged battery (or even one with a partial internal break) can give a good reading on the CCA scale, but on an actual high rate discharge or capacity check, the battery will be shown to be in a poor condition. NB: Testing a battery in conjunction with a load tester should be considered where deep discharge may be failure option. Overall, the Digital Conductance Tester gives the best indications of evaluating suspect or used batteries in the market today, but consideration should always be made of the above points whilst operating these types of hand-held battery test meters.