A battery cooling hose is not just a coolant hose. Three things make it different, and three of them are usually under-specified.
A battery cooling circuit looks simple: pump, cold plate, radiator, hose. In practice the hose is doing three jobs that an ordinary engine coolant hose is not asked to do.
Mild glycol-water loops are usually EPDM. Where the hose runs hotter, needs to stay flexible when cold, or has to meet a dielectric requirement, silicone is often chosen. Tell us the coolant chemistry — pure water, glycol mix, or a specific manufacturer fluid — and the peak temperature.
Inner diameter, outer diameter, overall length, and the bend radius of every bend. A drawing with the routing in three dimensions saves a sample round: a hose that fits on the bench often does not fit in the vehicle.
Beaded ends for a spring clamp, a barb for a push-on, a quick connector, or a moulded flange. The end form is usually the part most likely to be under-specified, and the one that causes leaks.
Battery loops run at low pressure, so burst strength is rarely the limiting factor. Temperature cycling and ageing are. Say what the fluid reaches after a fast charge and what the cell area reaches in the cold.
If the hose passes through the pack, ask what dielectric strength and what surface resistivity the vehicle programme requires. If the loop must hold coolant for years without measurable loss, permeation matters — and a thicker wall or a different compound may be needed.
Decide early whether you need dimensional reports, pressure or burst tests, and whether a third-party witness is required. Adding it after the tool is cut is expensive.
Send those and we will come back with a compound recommendation, a construction, a sample date and a price — and we will tell you plainly if a requirement is going to be difficult rather than discovering it during the run.
Send a drawing, a photo with a ruler, or the old sample. We reply with a price, a lead time and the questions we need answered.