Wiko RIDE 2 Compatible Battery LT25H446077J 3.8V 2300mAh

Wiko RIDE 2 — 3.8V Li-ion Replacement Battery (LT25H446077J)

This is a 3.8V, 2300mAh Li-ion replacement battery for the Wiko RIDE 2 and U520AS smartphones. It replaces OEM part LT25H446077J when the original cell degrades and the phone can no longer hold a usable charge. Capacity figures here come from our product data, not third-party claims.

• RIDE 2 and U520AS compatibility: Both models share the same battery bay dimensions, connector pinout, and BMS handshake spec — 77.04 × 60.00 × 4.20mm with a matching 3.8V nominal rail — so one cell serves both variants without modification.
• Bench tested on actual hardware: We ran the LT25H446077J cell through charge-discharge cycles on a RIDE 2 unit and confirmed the BMS accepted charge current correctly, reported state-of-charge without fault codes, and held voltage above cutoff under sustained screen and modem load.
• First-cycle fuel gauge reset: After fitting this cell, disable fast charging and run one full discharge down to automatic shutoff, then charge uninterrupted to 100%. This lets the fuel gauge IC map the new cell's discharge curve before fast-charge current is introduced to an uncalibrated gauge.

Why the RIDE 2 reports wrong battery percentage after a cell swap

The RIDE 2 uses a fuel gauge IC that builds its state-of-charge model from the discharge curve of the original cell. When a new cell goes in, that stored curve no longer matches the actual chemistry, so the IC reports percentages based on stale data. You may see the indicator jump from 40% to 15% in minutes, or the phone report full charge when the cell is not. One complete uninterrupted discharge-to-shutoff and full recharge cycle forces the IC to recalibrate against the new cell's actual voltage-capacity relationship.

Sudden shutdown at 20–30% on the replacement cell

This happens when the modem or display pulls a current spike that the cell cannot sustain at that state of charge — voltage drops below the BMS cutoff threshold even though the gauge still shows charge remaining. It is a voltage cliff, not a capacity failure. The fix is the same recalibration cycle: drain to automatic shutoff, then charge to 100% without interruption. After calibration, the fuel gauge IC tracks the real voltage floor and shuts down before hitting the cliff under load.