EV Lithium Battery Packs
LiFePO4 traction packs for electric two- and three-wheelers, built in 48V, 60V and 72V architectures.
8 models / 48V / 60V / 72V
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LiFePO4 Battery Systems · Designed & Built in India
Advanced Lithium Battery Systems for Electric Mobility & Energy Storage
From lithium cell integration to intelligent battery management, we engineer dependable energy systems for modern mobility and power applications.
Every pack is built in-house — cells graded on capacity and internal resistance, modules assembled to a controlled welding schedule, BMS balancing verified cell by cell, and each unit cycle-tested against its rated capacity before it leaves the floor.
- 3 Pack architectures
- 48V / 60V / 72V
- 8 Production models
- Across the EV range
- 100+ km estimated range
- On the 72V / 45A pack
- 3 yr Warranty
- Plus 1 year service
02 — Product Range
Five product lines, one engineering standard
Cells, packs, management electronics and charging hardware are developed together, so the parts of a system are matched by design rather than by chance.
Lithium BMS
Smart battery management with active balancing, Bluetooth telemetry and full protection logic.
Smart BMS / Active balancer
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Battery Chargers
Metal-body CC/CV chargers matched to each pack architecture, with LED status and digital display.
58.4V / 69.4V / 84V
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Lithium Cells
Graded and capacity-matched LiFePO4 and Li-ion cells, supplied loose or as prepared modules.
Graded / IR-matched
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Smart Lithium Inverters
Hybrid solar inverters with native lithium compatibility for home and light commercial backup.
1100 VA / 2100 VA
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Custom & OEM Solutions
Need a pack built to your vehicle, envelope and duty cycle? Send us the specification and our engineering team will propose an architecture.
Engineered to spec
Start a project
03 — The Technology Argument
Why lithium iron phosphate, and why it is built this way
There are lithium chemistries with higher energy density than LiFePO4. We do not use them for traction packs, and the reason is duty cycle. An electric two-wheeler is charged almost every day, often outdoors, often in Indian summer heat, and frequently by someone who is not thinking about the battery at all. Under those conditions the chemistry that wins is not the densest one — it is the one with the widest safety margin and the flattest capacity fade.
LiFePO4 has a substantially higher thermal runaway threshold than the cobalt-based alternatives, it contains no cobalt at all, and it holds usable capacity across thousands of cycles where a lead-acid bank is finished in hundreds. That is the trade we make deliberately: a little less energy in the same volume, in exchange for a pack that is still doing its job in year three.
Chemistry alone does not make a reliable pack, though. A lithium cell block is only as good as the electronics watching it and the way heat leaves it. Every JRP pack pairs graded, capacity-matched cells with a smart BMS that supervises each cell group individually and balances them actively, inside an enclosure laid out so cells are not heating each other. Those three decisions — chemistry, management, thermal layout — are what the rest of this site describes.
Against a lead-acid bank of the same job
- Mass
- Roughly one third
- Cycle life
- Thousands, not hundreds
- Maintenance
- None — no topping up
Comparative figures describe LiFePO4 chemistry against flooded lead-acid in the same application. Model-specific cycle data is being finalised with our technical team.
High Energy Density
More usable energy in the same envelope, so the same chassis space carries more range.
Advanced BMS
Smart protection and cell balancing that extends usable pack life, not just cycle count.
Fast Charging
Matched CC/CV chargers bring packs to full without stressing the cells.
Eco Friendly
Cobalt-free LFP chemistry with no heavy-metal disposal burden.
Long Life Cycles
LFP holds capacity across thousands of cycles where lead-acid fades in hundreds.
Zero Maintenance
No topping up, no equalisation charging, no terminal corrosion service.
Light Weight
Roughly a third the mass of an equivalent lead-acid bank.
Safe & Reliable
Multi-layer electrical and thermal protection built into every pack.
04 — Technology
What is actually inside a JRP pack
Four engineering decisions define every system we build. Each one is described here in the terms a technical buyer would ask about.
Battery Cell Technology
The cell decides the ceiling for everything above it. Ours are chosen and sorted before a single one goes into a pack.
- Cell chemistry
- LiFePO4 (lithium iron phosphate). Cobalt-free, with a markedly higher thermal runaway onset than NMC or LCO — the reason it is the right chemistry for a vehicle charged daily in Indian ambient temperatures.
- Cell format
- Cylindrical and prismatic formats depending on the pack envelope. Cylindrical suits packs where airflow between cells matters; prismatic packs more energy into a fixed rectangular bay.
- Nominal voltage
- 3.2 V per cell, charging to 3.65 V. Series count follows directly: 16S for 48V, 19S for 60V, 23S for 72V.
- Energy density
- Lower than cobalt chemistries by design. The trade buys thermal margin and cycle life, which is what a traction pack is actually judged on after two years of service.
- Operating range
- Charge 0 to 45 °C, discharge -10 to 55 °C. Charging below freezing plates lithium onto the anode and permanently removes capacity, so the BMS inhibits it rather than allowing it.
- Cell matching
- Every incoming cell is capacity-tested and internal-resistance measured, then grouped into matched batches. Mismatched cells force the BMS to work against the pack for its whole life.
Battery Management System
The BMS is what turns a block of cells into a battery. It watches every cell group, not just the pack terminals.
- Over-charge protection
- Charging terminates when the first cell reaches 3.65 V — not when the pack sum reaches a target. A pack that has drifted out of balance therefore still cannot overdrive its strongest cell.
- Over-discharge protection
- The load is disconnected at the lower cell threshold. Deep discharge is the failure mode that quietly destroys capacity long before the user notices anything wrong.
- Short-circuit protection
- A dead short across the terminals is detected and interrupted in microseconds, well inside the time the cells would need to reach a dangerous temperature.
- Temperature protection
- Sensors on the cell block inhibit charging below 0 °C and cut output above the safe ceiling, in both cases before the cells themselves are at risk.
- Cell balancing
- Active balancing moves charge between cells rather than burning off the excess. The weakest cell stops setting the ceiling for the entire pack, which is where most of the real-world capacity gain comes from.
- Current monitoring
- Continuous charge and discharge current measurement feeds both the protection thresholds and the state-of-charge estimate the rider sees.
Thermal & Safety Engineering
Heat is the variable that decides how a pack ages. Most of that is settled by physical layout, before any electronics are involved.
- Cell spacing
- Cells are held at fixed spacing in moulded holders so that a warm cell is not heating its neighbours. Cells packed shoulder to shoulder create a thermal gradient across the block, and the hottest cells age fastest.
- Interconnect design
- Nickel strip is sized for the pack current and spot-welded to a controlled schedule. An undersized or cold-welded joint becomes a resistive hot spot — one of the most common causes of field failure in poorly built packs.
- Sensor placement
- Temperature sensors sit on the cell block itself, where the heat is, rather than on the enclosure wall where readings lag behind reality.
- Mechanical protection
- A powder-coated steel enclosure with vibration isolation. Two-wheeler duty means constant road vibration, and an unrestrained cell block work-hardens its own welds.
- Isolation
- Cell block, BMS and enclosure are electrically isolated from each other, so a compromised enclosure does not become part of the circuit.
- Validation
- Every protection path is deliberately triggered and logged during final test. A protection feature that has never been fired is a claim, not a feature.
Charging Technology
A charger is not a generic accessory. Its termination voltage has to match the series count of the pack exactly.
How the numbers relate
series count × 3.65 V = charger termination voltage
A 48V pack is sixteen cells in series, so it terminates at 58.4 V. A charger built for a 60V pack terminates at 69.4 V, and putting it on a 48V pack would drive every cell far past its safe limit. This is why the charger has to match the architecture, not just the badge on the battery.
| Charger | Architecture | Compatible packs | Typical charge time |
|---|---|---|---|
| 58.4V / 6A | 48V Series | 48V / 30A | ~5-6 h |
| 58.4V / 10A | 48V Series | 48V / 45A, 48V / 60A | ~5-7 h |
| 69.4V / 6A | 60V Series | 60V / 24A, 60V / 30A | ~4-6 h |
| 69.4V / 10A | 60V Series | 60V / 45A | ~5 h |
| 84V / 6A | 72V Series | 72V / 30A | ~5-6 h |
| 84V / 10A | 72V Series | 72V / 45A | ~5 h |
- Durable metal body with digital display
- LED charging status indicator
- Constant-current / constant-voltage profile
- 2.5 metre output cable
- Fast and reliable charge cycle
- Termination voltage matched per pack architecture
Charge times are indicative and depend on starting state of charge and ambient temperature. Always use the charger supplied with, or specified for, your pack.
05 — Pack Architecture
Three architectures, eight production models
Series count sets the bus voltage, capacity sets the energy, and the two together set the range. Every figure below follows from those two numbers.
48V
16S
48V Series
The entry architecture for electric two-wheelers. Sixteen LiFePO4 cells in series give a 51.2 V nominal bus that terminates at 58.4 V, matched to a 6 A or 10 A charger depending on pack capacity.
- Nominal
- 51.2 V
- Charge cut-off
- 58.4 V
- Chemistry
- LiFePO4 (LFP)
- Models
- 3
Electric scooters, low-speed e-2W, light delivery vehicles
60V
19S
60V Series
Nineteen cells in series raise the bus to 60.8 V nominal, terminating at 69.4 V. The higher voltage draws less current for the same power, which keeps conductor heating and resistive loss down on higher-duty vehicles.
- Nominal
- 60.8 V
- Charge cut-off
- 69.4 V
- Chemistry
- LiFePO4 (LFP)
- Models
- 3
High-speed e-2W, e-rickshaw, cargo three-wheelers
72V
23S
72V Series
The long-range architecture. Twenty-three cells in series give a 73.6 V nominal bus terminating at 84 V, delivering the highest usable energy per pack in the range at 100+ km estimated.
- Nominal
- 73.6 V
- Charge cut-off
- 84.0 V
- Chemistry
- LiFePO4 (LFP)
- Models
- 2
Performance e-2W, commercial cargo, long-route fleet duty
| Model | System voltage | Configuration | Capacity | Energy | Estimated range | Charger cut-off | Warranty |
|---|---|---|---|---|---|---|---|
| 48V / 30A | 48V | 16S · 51.2 V | 30 Ah | 1.54 kWh | 60+ km | 58.4V / 6A | 3 years |
| 48V / 45A | 48V | 16S · 51.2 V | 45 Ah | 2.30 kWh | 70+ km | 58.4V / 10A | 3 years |
| 48V / 60A | 48V | 16S · 51.2 V | 60 Ah | 3.07 kWh | 80+ km | 58.4V / 10A | 3 years |
| 60V / 24A | 60V | 19S · 60.8 V | 24 Ah | 1.46 kWh | 50+ km | 69.4V / 6A | 3 years |
| 60V / 30A | 60V | 19S · 60.8 V | 30 Ah | 1.82 kWh | 65+ km | 69.4V / 6A | 3 years |
| 60V / 45A | 60V | 19S · 60.8 V | 45 Ah | 2.74 kWh | 90+ km | 69.4V / 10A | 3 years |
| 72V / 30A | 72V | 23S · 73.6 V | 30 Ah | 2.21 kWh | 80+ km | 84V / 6A | 3 years |
| 72V / 45A | 72V | 23S · 73.6 V | 45 Ah | 3.31 kWh | 100+ km | 84V / 10A | 3 years |
Estimated range is measured on a standard electric two-wheeler at moderate load. Real-world range varies with rider weight, terrain, tyre pressure, ambient temperature and riding style.
06 — Manufacturing
From graded cell to dispatched pack
Nothing about a battery pack is visible once the lid is on. The way it was built is the only thing that determines how it behaves in year three.
Cell
01
Assembly
02
BMS Integration
03
Testing
04
Pack Validation
05
Finished Battery
06
Dispatch
07
-
01
Cell intake & grading
Incoming cells are capacity-tested and internal-resistance measured, then sorted into matched batches.
-
02
Module assembly
Graded cells are set into holders at fixed spacing for airflow and to limit cell-to-cell heat transfer.
-
03
Welding & interconnects
Nickel strip is spot-welded to a controlled schedule, then every joint is resistance-checked.
-
04
BMS integration
The management board is fitted, sense wires landed in order, and the balancing map verified cell by cell.
-
05
Charge & capacity test
Each pack runs a full charge-discharge cycle against its rated capacity before it can pass.
-
06
Protection validation
Over-charge, over-discharge, short-circuit and temperature cut-offs are each triggered and logged.
-
07
Final QC & serialisation
Enclosure, torque, labelling and connector polarity are checked, and the pack is given its serial record.
-
08
Packing & dispatch
Packs ship at storage state of charge in transport-rated packaging with warranty documentation.
Inside the facility
07 — Quality & Safety
Six protection paths, each one tested before dispatch
A protection feature that has never been triggered is a specification, not a safeguard. Every one of these is deliberately fired and logged during final validation.
Advanced BMS protection
A dedicated management board supervises every cell group continuously, not just the pack terminals.
Over-charge protection
Charging is cut at 3.65 V per cell, before any cell can be driven past its safe upper limit.
Over-discharge protection
The pack disconnects the load at the lower cell threshold, preventing the deep discharge that permanently strips capacity.
Short-circuit protection
A fault across the terminals trips the BMS in microseconds, well inside the thermal limit of the cells.
Temperature protection
Sensors on the cell block inhibit charge below 0 °C and cut output above the safe ceiling.
Cell balancing
Active balancing moves charge between cells so the weakest cell stops setting the ceiling for the whole pack.
Do
- Use only a compatible charger recommended by JRP.
- Charge the battery in a cool, dry, well-ventilated area.
- Keep the battery between 10 °C and 45 °C for best performance.
- Store the battery at 40-60% charge if it will not be used for a long time.
- Inspect the battery regularly for any damage or swelling.
- Follow installation and connection guidelines properly.
Do not
- Do not expose the battery to water or moisture.
- Do not short circuit the battery terminals.
- Do not disassemble, crush or puncture the battery.
- Do not expose to fire, high heat or direct sunlight.
- Do not use any damaged or unauthorised charger.
- Do not connect cells in reverse polarity.
Standards and certification
We publish certification status honestly. Marks shown as in progress are being pursued and are not claimed as held — a battery certification claimed before it is issued is a liability, not a selling point.
- ISO 9001 Quality management systems In progress
- BIS Bureau of Indian Standards In progress
- IEC 62133 Secondary cell & battery safety In progress
- UN 38.3 Transport of lithium batteries In progress
- AIS 156 Automotive Industry Standard (EV) In progress
- CE European conformity In progress
- RoHS Restriction of hazardous substances In progress
- UL Underwriters Laboratories In progress
08 — OEM & Custom
Packs built to your vehicle, not adapted to it
Most OEM enquiries arrive as a battery bay drawing and a range target. That is enough for us to start — the architecture follows from those two constraints.
- Voltage and capacity specified to your controller and range target
- Physical envelope matched to the available battery bay
- Connector and harness configuration to your standard
- BMS thresholds tuned to your duty cycle
- Prototype and pilot run before committing to volume
- 01 Requirement analysis Vehicle, duty cycle, available bay, target range.
- 02 Electrical design Bus voltage, current draw, conductor and fusing plan.
- 03 Cell selection Format and grade chosen against the load profile.
- 04 Pack architecture Series and parallel layout, spacing, mechanical fit.
- 05 BMS configuration Thresholds, balancing strategy, telemetry.
- 06 Prototype A first article built to the agreed drawing.
- 07 Testing Capacity, protection paths, thermal behaviour under load.
- 08 Pilot production A small run to prove the process, not just the design.
- 09 Mass production Scheduled output against your delivery plan.
09 — Common Questions
The questions our technical team is asked most
Every JRP traction pack uses LiFePO4 (lithium iron phosphate) cells. LFP is chosen over higher-density chemistries because its thermal runaway threshold is far higher, it contains no cobalt, and it holds capacity across a much longer cycle life - the right trade for vehicles that charge daily for years.
Only the charger matched to your pack architecture: 58.4 V for 48V packs, 69.4 V for 60V packs and 84 V for 72V packs. The current rating (6 A or 10 A) is matched to pack capacity. Using a charger with the wrong termination voltage is the single most common cause of pack damage.
The BMS monitors every cell group individually and terminates charging when the first cell reaches 3.65 V, rather than waiting for the pack terminal voltage to reach a target. That means no single cell can be overdriven even if the pack has drifted out of balance.
LiFePO4 chemistry in this configuration is rated for several thousand charge-discharge cycles to 80% of original capacity under normal use. Exact cycle figures for each model are being confirmed against internal test data.
Yes. JRP builds OEM packs to a required voltage, capacity, physical envelope and connector configuration. Send the vehicle specification, available battery-bay dimensions and expected duty cycle through the custom battery request form and the engineering team will respond with a proposed pack architecture.
Three years warranty and one year of free service on JRP lithium battery packs. Keep the original invoice and warranty card - both are needed to raise a claim.
Tell us what the battery has to do
Send the vehicle, the voltage and the range you need. Our technical team will come back with a pack architecture, the matching charger and an indicative lead time.
Request a quote
Product, voltage, capacity and quantity — priced back to you.
Start an RFQ
Custom / OEM project
Share a drawing or specification and we will propose an architecture.
Talk to engineering
Support & warranty
Register a pack, raise a service request or verify a serial number.
Go to support
Or speak to us directly