Four engineering capabilities sit behind every pack we ship: the way we test it, the paperwork that gets it across a border, the line that builds it, and the team that keeps improving it. This is where we show our working.
Validation & Testing
Capacity, resistance, insulation, thermal and safety checks at cell, module and pack level, plus a full ageing cycle before anything is boxed.
Battery Certification
UN 38.3, CE / UKCA, UL and RoHS documentation, dangerous-goods paperwork and pre-certification testing so shipments clear customs instead of sitting in a bonded warehouse.
Production
Cell grading and matching, pack assembly, BMS integration and end-of-line functional testing on lines built for mixed, low-volume work as well as repeat runs.
R&D
Adding new vehicle models to the catalogue, re-engineering module layouts, BMS and firmware work, and thermal and mechanical design for packs that have to survive real roads.
Why we publish this
A new hybrid battery is only worth what somebody can prove about it. Anyone can sell a pack; far fewer can tell you its measured capacity, its internal resistance spread, how it behaved after three days at temperature, and which standard it was tested against. We would rather hand you the numbers than ask you to trust a adjective.
Three chemistries, one build standard
Hybrid packs do not all leave the factory with the same cells inside. We build and supply nickel-metal hydride (NiMH), lithium-ion NCM and sodium-ion packs — same line, same test protocol, different chemistry and voltage per vehicle. That is what lets us cover a 7.2V Prius module and a 288V Lexus pack without sending you to a second supplier.
- NiMH — 7.2V / 9.6V / 14.4V / 19.2V modules, 6.0–6.5 Ah
- Lithium-ion NCM — 7.2V / 9.6V / 14.4V modules
- Sodium-ion — built to spec on request
- Modules, complete packs and bare cells — traded, or built to your drawing
- Capacity and resistance report with every unit