48V 120Ah GC2 - Golf Cart LiFePO4 Lithium Battery - Complete Kit

Epoch GC2 batteries installed in a 2014 Ranger EV

Like most people who make the swap from lead acid (LA) to lithium, I certainly wish I would have done this years ago! The machine is definitely, noticeably lighter - it sits up higher as the suspension is not as compressed. I hit my foot on the edge of the floorboard stepping in for the first time as muscle memory had me raising it the height I always had been for the last 10 years and now it is an inch or more higher! I do not think that it is top heavy or tippy, even when I had a couple of people in the bench seat that I have mounted in the bed of my machine. Of course I was not driving fast or crazy as I never do. In the past with the old LA batteries I would always get some tire rub (I have slightly taller tires too) whenever I had a total of 4 people in the Ranger - that was not a problem on Saturday. A huge benefit! It is definitely quick and zippy now if I want to put it in high and mash the pedal. I did not use an app on my phone to monitor the speed we got it up to, but it seemed quicker than I ever got it with LA batteries in the past. I mostly cruise/creep around my hunting property at 2 - 10 MPH though so high speed is not something I do much of with the Ranger EV. The gauge showing almost instantaneous amp draw was pretty cool, kind of like the instant economy gauge in many modern cars. I did not record any of the readings, but I think that my normal cruising uses 40 - 60 amps. Climbing some of the steeper, but not very long distance, hills I have to climb on my property showed amp draw of 200 amps (+/-) for the 10 - 20 seconds that it takes to get up to the plateau. Whenever I put it in high and did a single high speed run I am not sure how many amps it maxed out at, but the line that normally showed amps changed to some red words/letters that I could not read in the setting sunlight while going way too fast on a rough two-track trail. I did not push it until the BMS cut off the power, I just eased off the pedal. I pre-charged each 48 volt battery individually with the supplied charger before installing them so the pack started off near (if not at) 100%. From a sunset cruise around my property (probably 3 miles of varied terrain) Friday evening, putting hunters out Saturday morning with light bars running and using a 12 volt tailgate/hitch corn feeder, some midday running around to do a few chores then finishing the day with another round of dropping off hunters in their blinds the app showed the pack had 60% charge remaining. I estimate that I had driven 10 - 12 miles in varied terrain with up to 4 people on board, including one high speed run for 20 - 30 seconds. I plugged in the charger and went to sit with some hunters about 3 PM. The app showed it would take about 3.3 hours to reach a full charge. My hunter was fortunate and shot a nice buck around 5:30 PM. Whenever I got back to the Ranger and unplugged it close to 6 PM it was up at 92%. I only used it a bit more before the end of the weekend and I left it with about 88% charge on the batteries. One thing I really like about these batteries is each one has an on/off button on it. With them each being the proper voltage and the way they are wired up, theoretically you could run on 1, 2, 3 or all 4 batteries if you wanted or needed to. Pretty cool. Overall, I am super pleased with this purchase and swap so far. Obviously, time will tell how things last and if I need to add a 5th or 6th battery for more capacity.

Great batteries so far

The battery pack is very dependable. It came with absolutely everything needed for the installation! That being said, maybe a one battery pack option would have been better considering the amount of room i had to work with. I own an RzGo RXV 48 volt. I got the four battery pack and it does fit. I also like the Bluetooth feature.

So far, so great.

Took me a while to install under the cockpit of my 1968 Bristol 27 Weekender. The kit is very well thought out, and only missing custom items I needed: Breakers, switches, intermediate bus bars, battery cable extensions. One complaint: The parallel bus bar can be a real pain. Its bus bar plates come off along with the safety covers. This is just a nuisance when assembling, adjusting and tightening the connections. But it occurs to me it could be exceptionally dangerous if the power is on and someone decides to pull off the covers for some reason. I left the cover off the ground side because it’s maddening getting at it blind from the cockpit, through the locker, and underneath the deck. It was annoying enough out in the open during bench assembly and test. Just completed a commissioning run. About 3 nm down the creek to the bay and the same distance back, running for nearly 2 hours and at 3-4 knots, of course. Afterwards, 55% remaining of a 120Ah charge. Pretty much much as expected. Hull speed is only 6 knots, and not worth blowing all the charge in an hour to run that fast.