Quick answer: SAGMOTO i5 and i9 electric trucks carry a traction battery warranty of 8 years or 300,000 km, whichever comes first, with a 70 percent capacity retention floor on the 98 kWh and 131 kWh LFP packs. LFP cells are rated for 3,000 or more full cycles and an 8-year design life, and cover is stated in the sales contract.
The battery is why an electric truck purchase is scrutinised differently from a diesel one. On a diesel tractor the powertrain is a known quantity with a century of failure data behind it; on an electric truck the most expensive component is also the one whose future behaviour the buyer cannot observe at purchase. That is why the battery warranty, and specifically the capacity retention commitment inside it, matters more than any other document in the deal.
It also matters because the warranty is the only credible protection against the risk a fleet actually cares about. A fleet is not worried about a cell failing catastrophically in month six; that is rare and cheap to remedy. It is worried about a pack quietly losing 22 percent of usable capacity by year five, turning a 250 km range truck into a 195 km one. Gradual degradation is the risk, and a warranty covering only catastrophic failure does not address it.
What Battery Warranty Comes With SAGMOTO i5 and i9 Electric Trucks?
The traction battery carries its own warranty term, separate from and longer than the general vehicle warranty on the rest of the truck. The standard export structure is 8 years or 300,000 km, whichever comes first, running from the date of arrival at the destination port, with a retention floor of 70 percent of original usable capacity measured against the as-delivered figure.
| Item | SAGMOTO i5 | SAGMOTO i9 |
|---|---|---|
| Battery chemistry | Lithium iron phosphate (LFP) | Lithium iron phosphate (LFP) |
| Nominal pack capacity | Approximately 98 kWh | 131 kWh |
| Claimed range | Approximately 200 km | 250 - 320 km |
| Traction battery warranty | 8 years or 300,000 km | 8 years or 300,000 km |
| Capacity retention floor | 70 percent of usable capacity | 70 percent of usable capacity |
| Cell cycle specification | 3,000 or more full equivalent cycles | 3,000 or more full equivalent cycles |
| Remedy for confirmed shortfall | Module or pack replacement | Module or pack replacement |
Two clauses deserve attention. The first is the retention floor: a pack measuring below 70 percent of original usable capacity inside the term is remedied, so a truck delivered with 131 kWh usable that measures 90 kWh at year seven is a warranty matter, while one at 95 kWh is not. The floor is a backstop against severe degradation, not a promise of original range in year seven.
The second is the remedy: module or pack replacement rather than a cash payment. Most cases are module-level, because modules degrade at different rates and replacing the weakest two or three restores balance.
How Is Battery Capacity Retention Measured and Claimed?
Capacity retention is measured from the battery management system data log under a defined test procedure, and the method should be agreed in the contract because different methods produce different numbers. The standard approach is a controlled discharge test: charge to 100 percent state of charge on an approved charger at an ambient temperature between 20 and 30 degrees Celsius, hold, then discharge at a defined constant rate to the system cut-off, with energy delivered recorded in kWh against the as-delivered baseline.
Three conditions govern validity: the test must run at a defined ambient temperature, because LFP capacity is temperature dependent; the pack must be balanced beforehand, which usually requires one full slow charge cycle immediately prior; and it must run with the vehicle stationary and all auxiliary loads off.
Fleets should keep their own record. The BMS log is authoritative and records energy throughput, cycle count, cell voltages and maximum pack temperature. A fleet that stores it monthly has an independent degradation history.
What Does LFP Chemistry Mean for Cycle Life in Real Duty?
Lithium iron phosphate is the right chemistry for commercial vehicle duty and the reason is cycle life rather than energy density. LFP cells accept far more full charge cycles than nickel-based chemistries before reaching the end-of-life threshold and tolerate high state-of-charge operation. That is why the i5 and i9 packs are specified for 3,000 or more full equivalent cycles at 25 degrees Celsius with an 8-year design life.
Translated into distance, 3,000 cycles at 190 km per charge is roughly 570,000 km on the i5, and at 285 km per charge about 855,000 km on the i9. Those are cell-level laboratory figures at controlled temperature and real duty will not match them, but they establish the order of magnitude: on urban distribution at 45,000 to 70,000 km per year the cycle budget is not the binding constraint.
What does shorten cycle life is a small number of behaviours: sustained operation above roughly 45 degrees Celsius pack temperature, which dominates in hot markets; repeated DC fast charging to 100 percent; and routine deep discharge below 10 percent state of charge. All three are manageable with operating discipline.
How Does Battery Warranty Support Work When the Truck Is Outside China?
This should be answered in writing before the order is placed. A traction battery is a heavy, regulated, high-voltage assembly that cannot be air-freighted routinely, which rules out the five-to-eight-day air path a normal warranty part would use.
The process runs in three stages. Remote diagnosis first: the fleet transmits the BMS log and fault codes, with review completed within 48 to 72 hours to establish whether the fault is a warranted capacity shortfall, a cell or module fault, or an operating issue outside warranty. Remedy decision second: replacement modules ship by sea freight, typically 25 to 40 days to most destinations. Local execution third: a technician trained on high-voltage systems performs module replacement with remote support and labour reimbursed at an agreed rate, typically USD 25 to 60 per hour.
Two commitments separate a workable arrangement from a frustrating one. The first is a trained technician: fleets should nominate technicians for high-voltage training at the point of order, because a pack warranty is only as good as the local ability to act on it. The second is a defined spares holding: fleets running 10 or more electric trucks should hold a spare module set and the tooling to fit it, which converts a 30-day wait into a same-week repair.
What Voids an EV Battery Warranty on an Export Fleet?
Battery warranties carry more exclusions than general vehicle warranties because the component is sensitive to how it is operated and charged.
- Unapproved charging equipment. Using a charger not approved in writing. Charger communication protocol and voltage limits are part of the pack's protection design and an unapproved unit can bypass them.
- DC charging above the approved rate. Sustained fast charging above the specified rate accelerates degradation and is excluded.
- Physical and water damage. Impact damage to the pack enclosure or submersion beyond the stated ingress rating.
- Unauthorised opening or repair. Any pack opening or module removal without written authorisation, which is why technician training matters.
Conclusion
The SAGMOTO electric truck battery warranty is a structured commitment: 8 years or 300,000 km on the traction battery for the i5 with its approximately 98 kWh LFP pack and the i9 with 131 kWh, a 70 percent retention floor measured under a defined test, 3,000 or more full equivalent cycles and an 8-year design life. What converts that into practical protection is operational detail: an agreed test method, a retained BMS history, a trained technician, a held module set and charging discipline.
Degradation should also be planned as a normal operating cost. On temperate urban duty, LFP packs typically lose 2 to 3 percent of usable capacity per year, so a 131 kWh i9 delivers around 108 to 118 kWh usable by year six. The discipline is to plan routes against the degraded figure: a fleet that plans around 320 km on a new i9 will find that plan failing in year five, while one that plans around 270 km absorbs degradation.
For fleets still deciding whether electric fits, the starting point is the duty cycle rather than the warranty: predictable daily distance, a depot where charging can be installed, and a route profile suiting roughly 200 km on the i5 or 250 to 320 km on the i9. The SAGMOTO new energy electric trucks range spans both platforms, and matching the pack to the route determines whether the warranty is ever needed.
Frequently Asked Questions
What battery warranty comes with SAGMOTO electric trucks for export?
SAGMOTO i5 and i9 electric trucks carry a traction battery warranty of 8 years or 300,000 km, whichever comes first, with a capacity retention floor of 70 percent of the original usable capacity of 98 kWh on the i5 and 131 kWh on the i9. The term is stated in the sales contract and runs from the date of arrival at the destination port.
What capacity retention do SAGMOTO LFP battery packs guarantee?
The i5 98 kWh LFP pack and the i9 131 kWh LFP pack are both warranted to retain at least 70 percent of usable capacity at 8 years or 300,000 km, and typical field degradation is 2 to 3 percent per year in temperate duty. A confirmed shortfall below the floor is remedied by module replacement or pack replacement rather than by a cash payment.
How many charge cycles do SAGMOTO LFP truck batteries last?
The LFP cells in the i5 98 kWh and i9 131 kWh packs are specified for 3,000 or more full equivalent charge cycles at 25 degrees Celsius before reaching 80 percent retention, which corresponds to roughly 570,000 km on the i5 at 190 km per charge and about 855,000 km on the i9 at 285 km per charge. An 8-year design life is the stated calendar expectation.
How does battery warranty support work for trucks operating outside China?
Battery warranty support is delivered through remote diagnostics on the pack data log, with a data review completed within 48 to 72 hours of a documented report and a module or pack shipped by sea freight in 25 to 40 days. Where the fleet has a technician trained on high-voltage systems, module-level replacement is performed locally with labour reimbursed at an agreed rate of USD 25 to 60 per hour.
What voids the battery warranty on a SAGMOTO electric truck?
The battery warranty is voided by DC charging above the approved rate, sustained pack operation above 55 degrees Celsius, use of a charger not approved in writing, deep submersion or impact damage, and any pack opening or repair performed without written authorisation from Shaanxi Fenghan Trading Co., Ltd.