About this replacement
Coyote Plus GPS Navigator — 3.7V Li-Polymer Replacement Battery (1ICP/8/40/40 1S1P)
This 3.7V, 1100mAh Li-Polymer cell replaces the original battery in the Coyote Plus portable GPS navigator. It fits the compact Coyote Plus unit used for in-vehicle navigation and route guidance. Dimensions are 41.00 x 37.80 x 7.90mm — verify these against your existing cell before fitting.
- Coyote Plus fitment: The Coyote Plus uses a single-cell Li-Polymer pack running a 3.7V nominal rail. This cell matches that voltage rail and the 1ICP/8/40/40 1S1P cell specification, so the BMS handshake between the cell and the navigator's charge circuit stays intact.
- Bench tested on actual hardware: We ran charge cycles through a calibrated load and confirmed the BMS cut in correctly at both low-voltage protection and charge termination thresholds. The cell held capacity within the rated 1100mAh spec across repeated cycles.
- First fix after fitting: After installing this cell, power the Coyote Plus on outdoors and let it acquire a satellite fix before driving. The GPS performs a cold start after any full power interruption — first fix typically takes 5–10 minutes. Subsequent warm starts are under a minute.
GPS accuracy dropping when the Coyote Plus battery runs low
Some GPS receivers reduce RF front-end sensitivity when supply voltage drops toward the low-voltage cutoff threshold. On the Coyote Plus, this can appear as position drift or delayed rerouting before the device shuts off. The receiver is drawing less current to stay alive, which trades positional accuracy for a few extra seconds of operation. Keep the device charged above the halfway indicator when using it for active navigation to avoid this.
Coyote Plus shutting off without a low-battery warning
After a full battery swap, the fuel gauge IC in the Coyote Plus has no charge history for the new cell. It estimates state-of-charge from voltage alone, and a fresh Li-Polymer cell can show a flatter voltage curve than the worn cell it replaced. The device hits the hardware cutoff voltage before the software warning triggers. Run two or three full charge-to-discharge cycles and the fuel gauge recalibrates — the warning should reappear at the correct threshold around 3.5V.