Don't even DREAM of reconditioning an AGM battery before verifying loss of capacity using an exactly proscribed protocol. The OEM knows what recipe is appropriate. Inside a rig ALL SOURCES OF IGNITION must be shut down. Since amperage is not great, jumper cables coupled with charger battery clips can be put into series in order to keep the charger as far away as possible.
Unless it is being Landyachted, an AGM emits only gas. Unseen and rather dry when being reconditioned. Nothing decorative or valuable should be within five feet overhead of the battery and give it a clearance radius of at least a foot and a half. Neither voltage nor amperage can exceed specifications as demanded by OEM so this is not a Plug and Play operation. There exists no charger that does this automatically.
Many OEM's are negligent about warning about high temperatures encountered in reconditioning. I will not continue to recondition an AGM if temperature in ANY of the cells exceeds 50c 122F. Therefore temperature should be monitored and responded to if thermal issues arise.
To put this solidly in perspective, unless an AGM is deeply cycled regularly, or ABUSED, conditioning is unusual. This is why I strongly recommend that an AGM be recharged promptly and not sucked down to less than 50% remaining capacity. Revival is a PITA. Without proper instrumentation and education reconditioning an AGM would be like juggling one kilogram balls of plutonium. The recombinant caps combined with emptied cells are under positive pressure - a weapon of mass destruction under the wrong conditions. It would takes fool's error piled atop idiocy to create a situation like this. But in theory it can happen and it HAS happened. Sorta like the cops finding a drunk at the wheel sound asleep in the center lane of a freeway at 3:00AM.
Treat an AGM battery right and forget all the nonsense.
