72V 28Ah vs 45Ah:the same label can be three different batteries — compare kWh, not Ah
The short answer: on a 72V platform (24S LiFePO4, 76.8V nominal) a 28Ah pack stores about 2.15 kWh and a 45Ah pack about 3.46 kWh — roughly 60% more range, not a rounding difference. The trap is that the same 45Ah badge is only 2.30 kWh on a 60V vehicle. Convert each label at its own voltage, then divide by your Wh/km.
verifiedEvery figure here comes from pages already published on this site — the 72V capacity matrix, the e-motorcycle pack table and the Ah-to-range guide — and the 28Ah / 45Ah arithmetic is written out so you can re-run it against your own route.
What do 28Ah and 45Ah actually mean on a 72V pack?
What does 28Ah mean on a 72V pack?
What does 45Ah mean — and why is it two different batteries?
Why is there no 28Ah in our 72V line?
Which step does your route actually need?
What does the extra capacity cost in weight and handling?
How do the 72V steps compare once the labels become kilowatt-hours?
Every row is published on the 72V platform page: energy at 76.8V nominal, assembled weight including steel enclosure, BMS and harness at about 7 kg/kWh, and the range band for that duty. Pick the row that matches your daily route plus about 20% margin.
| Pack | Energy at 76.8V | Pack weight | Typical duty | Published range |
|---|---|---|---|---|
| 72V 40Ah | ≈ 3.07 kWh | ≈ 22 kg | High-speed e-moto commuting, short shuttles | 64 – 84 km |
| 72V 50Ah | ≈ 3.84 kWh | ≈ 27 kg | Delivery riders, up to 80 km/day | 70 – 85 km |
| 72V 60Ah | ≈ 4.61 kWh | ≈ 32 kg | Swap two-wheelers, double-shift short routes | 97 – 127 km |
| 72V 100Ah | ≈ 7.68 kWh | ≈ 54 kg | Passenger rickshaws, moderate payload | 100 – 120 km |
| 72V 130Ah | ≈ 9.98 kWh | ≈ 70 kg | Tropical long-haul passenger duty | 110 – 130 km |
| 72V 150Ah | ≈ 11.52 kWh | ≈ 81 kg | Heavy cargo, frequent gradients | 90 – 110 km |
Range is converted from loaded consumption at 35°C ambient on paved to lightly unpaved surfaces: 95–125 Wh/km heavy cargo, 65–80 Wh/km passenger rickshaws, 28–35 Wh/km high-speed e-motorcycles. Source: 72V capacity matrix; method: Ah and range guide.
Avis sur les spécifications:Les chiffres ci-dessus sont des valeurs de référence techniques. Ils peuvent différer selon le lot de production, la configuration et le cycle de service réel, et les pourcentages de durée de vie, d'efficacité, de disponibilité et de couverture sont des estimations techniques et des références de banc. Contactez-nous pour la fiche technique détaillée.
How do you decide between 28Ah and 45Ah in four steps?
The order cannot be changed: label to energy, energy to kilometres on real consumption, margin and unusable reserve, and only then the bay, weight and charger. Reversed, the last step overrules the first three.
- 1
Convert the label at this platform’s voltage
At 76.8V, 28Ah is 2.15 kWh and 45Ah is 3.46 kWh; at 60V (51.2V), 45Ah is only 2.30 kWh. The same number means something different on each voltage, so the voltage must be written next to it.
Ah × nominal V ÷ 1000 = kWh - 2
Turn energy into kilometres on real consumption
Use the fleet’s measured figure or our published bands, never an ideal-condition claim. The same 3.46 kWh is 99–124 km in delivery duty and 28–36 km fully loaded on cargo work.
Delivery 28–35 · passenger 65–80 · loaded cargo 95–125 Wh/km - 3
Add 20% margin, then apply the 88–90% usable depth
A lithium pack cannot be run to zero — a 100Ah nameplate delivers 88–90Ah — so nameplate capacity = daily energy × 1.2 ÷ 0.88. This is the first reason range appears to fall after a lead-acid conversion.
BMS keeps a 10–12% reserve - 4
Only then check the bay, the weight and the charger
A 24S pack is larger than the same-capacity 48V pack, so measure the bay first; 22 kg at 40Ah against 54 kg at 100Ah means anything over 60Ah is no one-hand swap. The charger must be a 24S CC-CV unit — never a lead-acid constant-voltage unit.
24S needs an 87.6V CC-CV charger
What goes wrong when a fleet buys by the Ah label?
One label, 50% apart
45Ah reads identically on a 60V and a 72V pack, but the energy is 2.30 kWh against 3.46 kWh. Write the purchase order as voltage + Ah + kWh and the mistake cannot ship; write only Ah and nothing at goods-in catches it.
Lead-acid labels mislead further
A factory 6×12V 150Ah set is labelled 150Ah but only 50–60% is usable — about 80–90Ah — and it weighs about 240 kg against 81 kg for our 72V 150Ah LiFePO4 pack. Compare usable kWh, not nameplate Ah: pack table, 72V matrix.
Which questions about 28Ah and 45Ah do buyers ask most?
Which goes further, a 72V 28Ah or a 60V 45Ah?expand_more
How many kilometres will a 72V 45Ah pack cover?expand_more
Can two packs of different capacity share one charger?expand_more
Does a bigger pack last longer?expand_more
My bay only takes a 28Ah-size case — what then?expand_more
Send the route and the bay dimensions, not the label
Give us the destination port, motor rating, daily distance, payload and bay dimensions. We convert that into daily energy and nameplate capacity, match it against the 72V capacity matrix, and return the step recommendation with FOB / CIF pricing and your market’s document list.
- Sized on your real duty cycle, not the largest pack we can sell
- Same-duty fleet references available under NDA
- Vehicle data stays confidential; a mutual NDA can be signed first
Avis sur les spécifications:Les chiffres ci-dessus sont des valeurs de référence techniques. Ils peuvent différer selon le lot de production, la configuration et le cycle de service réel, et les pourcentages de durée de vie, d'efficacité, de disponibilité et de couverture sont des estimations techniques et des références de banc. Contactez-nous pour la fiche technique détaillée.