On Thursday, January 1, 2015 12:49:40 AM UTC-8, wrote:
A very good point made my the poster above, perhaps I should have elaborated:

Stark
- Internal battery management comes as standard. Voltage & charge control, cell balancing, etc.
- These batteries were given to an electronics nut (said with love Frank!) to deliberately abuse. He did all he could to them and they just kept bouncing back. Nil faults found and this the decision was taken by K&G to stock them
- A skeptical friend frtested them himself for capacity and found they supplied the advertised current to within 2%

General
- You'll need a new battery charger. It's a different cell chemistry that requires a different charging method (no trickle/float)
- This is not the battery chemistry for engine starting. It's too high a current draw; avionics only (though JS runs their jet on them)
- You'll get best storage retention when not in use at 50% capacity in a cold environment (fridge is good, freezer is not)
- Personally, I've flown 4hrs with LX9000/V9, Trig VHF, Trig XPDR, PowerFLARM & FlarmView and am yet to drain 1.
- Equally, I'm yet to learn of a bad experience with K2

"- This is not the battery chemistry for engine starting."

Not really true, LiFePO4 batteries will work fine for engine starting. You must pick one designed for the high current that that requires, Stark (and others) make them.

I used a Stark power instrument battery all last season and also haven't a single complaint.