I looked at that link. It looks interesting. I do not know how it compares to the one I have from VDC electronics (BatteryMinder). I am not sure I explained exactly how mine works, only what I observed on my DVM. I will put my scope on it and see if there is anything else going on. As far as voltage vs. current, to get a current pulse into a battery you will need voltage. Voltage is the pressure and current is the flow. So a voltage pulse will result in a current pulse. It is interesting that they do not sell this in the US apparently. Perhaps it is blocked by an existing patent? Anyway, on the one hand they state that prevention is best, but they also have a document purportedly from University of Vienna that says you can fix bad batteries to some extent. Still it is true that a good battery in normal car service will not need this. I personally would not waste time trying to rehab old batteries unless they were very valuable and only "slightly" bad.

Mike

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1998 C230 330,000 miles (currently dead of second failed EIS, yours will fail too, turning you into the dealer's personal human cash machine)
1988 F150 144,000 miles (leaks all the colors of the rainbow)
Previous stars: 1981 Brava 210,000 miles, 1978 128 150,000 miles, 1977 B200 Van 175,000 miles, 1972 Vega (great, if rusty, car), 1972 Celica, 1986.5 Supra