Maverick 12v batteries: Stock→AGM→Sodium

[ScottyC]

Just a quick update on that part; I actually reached out to Ohmmu about the Maverick fitment after posting the thread.

They’ve now added a Ford Maverick listing for the Group 24F / H5 sodium battery on their site:

https://www.ohmmu.com/product-page/ford-maverick-group-24f-h5-adventure-series-sodium?ref=MAVTRUCK

So the Maverick is now listed as a supported application on their page.

Ford Maverick does not take a 24F battery...the 1970's version of the Maverick coupe and sedan do, but not the current C2 based model. As your own video and pictures show, there is modification required of the battery tray to fit the H5 size.

According to Ford - the 2025 Maverick Hybrid 12V battery is Group Size 140R which also equates to an H4 size.

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[scottjl]

Interesting mod and very thorough review and updates. Thanks for the information..

But I'm wondering, like you we do a lot of camping. Rather than beef up the fixed battery in the Maverick, why not purchase one or more external battery "generators" and a solar panel to charge them with? Less fun and tinkering with the Maverick I guess but a solid solution. Or maybe you have and you just didn't mention it.

 

[Joaquin F]

Interesting mod and very thorough review and updates. Thanks for the information..

But I'm wondering, like you we do a lot of camping. Rather than beef up the fixed battery in the Maverick, why not purchase one or more external battery "generators" and a solar panel to charge them with? Less fun and tinkering with the Maverick I guess but a solid solution. Or maybe you have and you just didn't mention it.

That’s actually a really good point, and portable power stations are definitely a solid solution for camping setups.
The reason I went this route first was that I wanted to experiment with improving the vehicle’s primary 12V system itself rather than relying only on an external pack. The sodium battery offers some advantages like much lower weight and significantly higher cold-cranking output compared to the stock battery.

For camping setups though, I agree that having dedicated external power is often the better long-term solution for running accessories like fridges, lights, etc.

I’ll just say this for now — that part of the build is coming soon. I'm currently working on another piece of the power setup that should make a lot more sense for camping and overlanding once it's installed. I didn’t include it in this thread yet because I want to document it properly once everything is finalized.

More to come on that soon.

 

[Joaquin F]

Ford Maverick does not take a 24F battery...the 1970's version of the Maverick coupe and sedan do, but not the current C2 based model. As your own video and pictures show, there is modification required of the battery tray to fit the H5 size.

According to Ford - the 2025 Maverick Hybrid 12V battery is Group Size 140R which also equates to an H4 size.

You’re correct that the factory battery size for the Maverick Hybrid is Group 140R (H4).

The Ohmmu sodium battery I installed uses an H5 / 24F-sized case, which is why there was a small adjustment needed to the tray. In the install video I showed the stamped guide tabs that needed to be bent slightly so the larger case could sit properly. The hold-down and structural part of the tray were not modified.

From what I can tell looking through their website, Ohmmu seems to use the “24F” reference more as a size reference within their lineup rather than strictly following OEM BCI group fitment. If you look across several of their product pages, they use a similar layout where the group number appears to act more like a general case size guide for their batteries.

So yes, the Maverick comes with an H4 (140R) from the factory, and this setup moves up to a slightly larger H5-sized case, which is why that small tray adjustment was needed. I just wanted to document that clearly so anyone considering it understands exactly what’s involved.

 

[Carlitos_92]

You’re correct that the factory battery size for the Maverick Hybrid is Group 140R (H4).

The Ohmmu sodium battery I installed uses an H5 / 24F-sized case, which is why there was a small adjustment needed to the tray. In the install video I showed the stamped guide tabs that needed to be bent slightly so the larger case could sit properly. The hold-down and structural part of the tray were not modified.

From what I can tell looking through their website, Ohmmu seems to use the “24F” reference more as a size reference within their lineup rather than strictly following OEM BCI group fitment. If you look across several of their product pages, they use a similar layout where the group number appears to act more like a general case size guide for their batteries.

So yes, the Maverick comes with an H4 (140R) from the factory, and this setup moves up to a slightly larger H5-sized case, which is why that small tray adjustment was needed. I just wanted to document that clearly so anyone considering it understands exactly what’s involved.

From what I have seen, several hybrid owners have gone to the H5 size when they replaced their battery with an AGM etc, so anyone's shock about "modifying the truck" is somewhat uninformed.

https://www.mavericktruckclub.com/forum/search/6521507/?q=h5&c[title_only]=1&o=date

 

[Joaquin F]

From what I have seen, several hybrid owners have gone to the H5 size when they replaced their battery with an AGM etc, so anyone's shock about "modifying the truck" is somewhat uninformed.

https://www.mavericktruckclub.com/forum/search/6521507/?q=h5&c[title_only]=1&o=date

Yeah exactly.

If you’re already upgrading the battery anyway — whether it’s going from the stock flooded battery to an AGM or even trying something like sodium — it kind of makes sense to step up the size while you’re there if the space allows it.
Like you mentioned, a lot of people have already moved from the stock H4 to H5 when switching to AGM replacements, so it’s not really a new idea in the Maverick community.

In my case the sodium battery just happens to come in that slightly larger case, so the small tab adjustment made it fit fine. Nothing major, just those little guide tabs in the tray.

 

[Grabber Rick]

I like that people are finding different batteries for our trucks. Question to anyone who might know. Did Ford send a over the air battery update? My 23 Maverick hybrid was getting deep sleep messages constantly. I had to drive it for 2 weeks to work during that fridgid cold snap we had. My battery did go back into deep sleep mode 2-3 days after I stopped driving it.
I drove my truck about 3 hours total one day and it has been parked for 13 days and it has not went back into sleep mode. I keep checking the app and everything shows good. This is why I aked about a possible OTA update. Anyone else have this happen recently?

 

[ScottyC]

....So yes, the Maverick comes with an H4 (140R) from the factory, and this setup moves up to a slightly larger H5-sized case, which is why that small tray adjustment was needed. I just wanted to document that clearly so anyone considering it understands exactly what’s involved.

Small tray adjustment? You bent over both side tabs to make room for a physically larger battery. Maybe that is "Ok" for you, but for the majority of owners, they don't necessarily want that level of modification to their vehicle. Sure, to you and I, it may well be an easy mod to do with a pair of pliers. (and in your pictures, the pliers took paint off the tabs leaving bare metal. I would have at least sprayed some Rust-Oleum paint on the tabs to protect the metal) But there are those that would not want to do it and are simply looking for a drop in upgrade, which the H4 accomplishes. I still would insist in hooking up the vent tube as that is how it came out of the factory - even though sodium batteries do not expel traditional battery gases, there are some battery tech sites that do reference some gas expulsion if there is an overcharging event going on...even on a sodium battery. Better to be safe than sorry.

As always, when considering this type of upgrade, know all the facts and proceed with due diligence.

My two cents worth...

 

[HeyBales]

Just looking at specs and measurements - I was wondering why you didn't go with an H3 Group Size - there is one that is spec'ed for Mustang Mach E and by the looks of it, it would not need any modifications to the battery tray and the Ohmmu H3 is still higher in CCA and CA as the stock flooded lead-acid and AGM variants that are currently available. Plus, it is even lighter. H4 group size is even closer in measurements (5/8" taller could be an issue with the plastic cover enclosure) but I digress...the H3 would have handily been able to meet your stated need.

H4 is the correct size actually.

It's the replacement and OEM AGM size put in the Mav's, which didn't change the battery area for the 25/26.

ETA:
Though that H4/140R size is generally given to AGM batteries.
T4/99R to FLA matches the shorter earlier OEM's.
Perhaps they can pick either description, but they are taller - so H4 is more correct.

 

[HeyBales]

That’s a good point and something I’ve been keeping an eye on as well.

I did see a couple of the posts on the Lightning forums, and I also watched the YouTube video where a woman talks about having issues with the Ohmmu sodium battery.

One thing I noticed though is that the Lightning itself had known 12V battery management issues early on, even with the original factory batteries. Ford has since released software updates to the truck’s BMS/DC-DC system to address some of those behaviors.

Because of that, it’s a little hard to isolate whether those failures were purely battery related or if they were tied to how the vehicle was managing the 12V system at the time.

That’s actually one of the reasons I added the Ancel BM200 monitor. I wanted to see exactly how the Maverick’s DC-DC converter interacts with the battery in real-world driving instead of just relying on specs.

So far from the data:
• Voltage cycling ~13.8V–14.7V
• Normal DC-DC charging behavior
• No abnormal drops or instability in the graph

Of course a few days of data doesn’t prove anything long-term yet, which is why I’m continuing to log it.

The goal of this thread isn’t to say this is the perfect battery off the rip; But instead to document real-world data over time for the Maverick platform, in hopes to provide insight!

If anything unusual shows up in the logs I’ll definitely post it here; Updates to come "Follow" this forum to stay up to date!

For the useful aspect of the logging - the 13.8 to 14.7, shoot to 15.1 V, charging while driving - can still result in only 1 amp or less of current after 10-15 minutes.
The Voltage won't make that fact apparent. Though generally lower V is less A.
About the only useful Voltage reading appears to be 12.8V while driving - means the battery is indeed considered full, and might actually be on a current draw not charge.

So what will be more telling from longer term (2 weeks and up) logging - is the morning starting voltage, perhaps before doors open and systems turn-on.

Not sure if the Ancel logging makes it easy to extract that info - because that's what will show if the charging strategy is working or not over time.
Daily pre-trip pre-start Voltage.

Also pertinent to that - what's the avg drive time per trip/day?
Because a float charge under 1A is perhaps useful driving 1 hr to work, and back again later.
Not so useful if drive is 15-20 min.

Love the work you are doing here - even if the Ah / RC matched, just having a battery option that can work is great.
Also - you did BMS reset and 9 hr Relearn doors locked after battery install?

 

[HeyBales]

I like that people are finding different batteries for our trucks. Question to anyone who might know. Did Ford send a over the air battery update? My 23 Maverick hybrid was getting deep sleep messages constantly. I had to drive it for 2 weeks to work during that fridgid cold snap we had. My battery did go back into deep sleep mode 2-3 days after I stopped driving it.
I drove my truck about 3 hours total one day and it has been parked for 13 days and it has not went back into sleep mode. I keep checking the app and everything shows good. This is why I aked about a possible OTA update. Anyone else have this happen recently?

No.

Because the OTA updates available for pre-25MY are for the infotainment system only - and no updates there for over a year - since the backup camera recall - which actually required tech wired updated.

On the 14th day non-started, you should get a DSM alert if working correctly.

Your 3hr tour probably pushed the voltage just over the limit, maybe more than just!
If it sat locked for over 8 hrs since then it also got a BMS Relearn which would have updated the SOC%. So that would have helped the DSM not being kicked off.

 

[HeyBales]

Just a quick update on that part; I actually reached out to Ohmmu about the Maverick fitment after posting the thread.

They’ve now added a Ford Maverick listing for the Group 24F / H5 sodium battery on their site:

https://www.ohmmu.com/product-page/ford-maverick-group-24f-h5-adventure-series-sodium?ref=MAVTRUCK

So the Maverick is now listed as a supported application on their page.

I'd suggest getting them to adjust to the spec'd size H4 if they are taking suggestions.

H5 while perhaps nicer, is not the drop in ready OEM size that would apply to all current hybrid Mav's. H4 is though.

 

[scottjl]

Small tray adjustment? You bent over both side tabs to make room for a physically larger battery. Maybe that is "Ok" for you, but for the majority of owners, they don't necessarily want that level of modification to their vehicle.

Wow. Considering all the mods we see people post that involve drilling holes, sticking 3M tape, plugging in connectors, lift/lowering kits, and flashing firmware I'd say bending two metal tabs is one of the least worrisome modifications.

If it's not something you're comfortable with, just move on, no need to try and drag the OP through the mud. Plenty of us are comfortable, and capable, of this type of modification and appreciate that the OP is taking the time (and money) to share his detailed experience with the rest of us.

 

[Joaquin F]

Yeah those are all good points and honestly part of why I wanted to document this experiment in the first place.

Just to clarify a couple things:

• Yes, the factory size is H4 / 140R.
• The sodium battery I installed is in an H5-sized case, which is why the small tray tab adjustment was needed.

That said, stepping up from H4 → H5 isn’t something unique to this setup. A number of Maverick owners have already done the same thing when switching to AGM batteries since the tray has a little extra room once those guide tabs are bent. The actual hold-down and structural parts of the tray remain unchanged, which is why I felt comfortable testing it.

For people who want true drop-in replacements, I completely agree — sticking with H4 is the easiest route.

I’ll also pass along the H4 vs H5 feedback to Ohmmu, since that’s a good point. An H4-sized version would definitely make it a more straightforward drop-in option for Maverick owners who don’t want to adjust the tray tabs.

For me the goal of this thread isn’t necessarily to say “everyone should do this exact battery.” The goal is more to:

• document how the Maverick’s DC-DC charging system behaves
• track real-world voltage data over time
• see how alternative battery chemistries behave in this platform

That’s also why I installed the Ancel BM200, so I can log voltage trends and see how the truck manages charging over longer periods.

If anything unusual shows up in the logs or performance changes over time, I’ll definitely update the thread. The more data we have on these trucks the better for everyone.

Appreciate all the input.

 

[Joaquin F]

For the useful aspect of the logging - the 13.8 to 14.7, shoot to 15.1 V, charging while driving - can still result in only 1 amp or less of current after 10-15 minutes.
The Voltage won't make that fact apparent. Though generally lower V is less A.
About the only useful Voltage reading appears to be 12.8V while driving - means the battery is indeed considered full, and might actually be on a current draw not charge.

So what will be more telling from longer term (2 weeks and up) logging - is the morning starting voltage, perhaps before doors open and systems turn-on.

Not sure if the Ancel logging makes it easy to extract that info - because that's what will show if the charging strategy is working or not over time.
Daily pre-trip pre-start Voltage.

Also pertinent to that - what's the avg drive time per trip/day?
Because a float charge under 1A is perhaps useful driving 1 hr to work, and back again later.
Not so useful if drive is 15-20 min.

Love the work you are doing here - even if the Ah / RC matched, just having a battery option that can work is great.
Also - you did BMS reset and 9 hr Relearn doors locked after battery install?

That’s actually a really helpful suggestion.

I agree that morning resting voltage before the truck wakes up is probably going to be the most useful long-term metric to track. I’m planning to start logging that daily so we can see how the battery behaves over longer periods.

Drive time for me varies quite a bit — some days it’s shorter trips around town, other days it’s longer drives — so it should give a decent mix of conditions.

And yes, after installing the battery I did do the BMS reset and let the truck sit locked overnight for the relearn period, so the system should have recalibrated to the new battery.

I’m definitely going to keep logging the data and will post updates as it builds up over time.

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