Charge It! What's New in Battery Tech

photo by Roberto Sorin on Unsplash

Whether it's gasoline, diesel, E85, or (for a handful of you) CNG, whatever fluid goes into the tank of your internal combustion vehicle hasn't changed significantly since the invention of the automobile. Yes, it's gotten a bit cleaner, and they've taken the lead out, but a time-traveling gearhead wouldn't be too confused by what's coming out of a gas pump these days.

In contrast, automotive battery technology is accelerating and diversifying at an astonishing rate. GM's EV1 from the early 1990s used the same lead-acid battery tech you'd see in a Sony Walkman. But fast-forward a few decades, and there are some interesting developments out there designed to address several key challenges associated with EV batteries: durability, safety, range, and charge speed.

Sodium Ion batteries

This technology is likely to be first to market; China's CATL, which leads the market for EV batteries (37% share in 2024, according to CnEVPost) recently unveiled their Naxtra production technology earlier this year, targeting a December launch for mass production. Suitable for both hybrids and EVs, sodium-ion batteries aren't very energy-dense (175 Wh/kg, compared to 200-300 Wh/kg for most of today's lithium-ion batteries). As a result, the EV range numbers (~90 miles for PHEVs and ~230 miles for EVs, converted from the Chinese testing cycle) are acceptable but not outstanding. On the flip side, however, these are 5C batteries, suggesting they could theoretically be fully charged in 12 minutes, which is faster than anything available in the U.S. right now. Sodium ion batteries are also intended to be significantly safer than lithium ion, and CarNewsChina noted "CATL demonstrated this through rigorous testing, including multi-sided compression, needle penetration, electric drill penetration, and battery sawing – all without fire or explosion." Finally, if you've driven an EV in the cold, you know that range will take a significant hit--but not if it's not a sodium ion battery.

CATL has yet to specify which lucky automaker(s) will get this technology--but, with customers already including Tesla, BMW, Ford, VW Group, Nissan and Honda, there are plenty of opportunities.

Lithium Manganese-Rich batteries (LMR)

In April, Ford announced a breakthrough in LMR technology with plans to launch "within this decade." They note that LMR batteries are as safe as LFP (lithium iron phosphate) batteries (which have been touted as being safer than the NMC--or nickel manganese cobalt--cells largely used today). But, while LFP cells have a lower power density than NMC, LMR batteries boast a higher power density. That higher energy can reduce mass (for better range and performance) and improve vehicle packaging (providing more space for people and cargo). Ford also claims a cost "significantly lower" than "mid-nickel" batteries (although they don't offer a comparison to LFP, the current choice for the cost-conscious). Note that Ford didn't specify a target launch date or product segment.

Less than a month later, GM announced plans to commercialize LMR technology with their partner, LG Energy (and it's worth noting Ford appears to be flying solo in their efforts). They appear to have one-upped Ford by specifying a target launch date (late 2027, which they claim would be first-to-market) and product segment (fullsize trucks and SUVs). They also claim a comparable cost but 33% higher energy density than LFP batteries. GM notes they have been working on this for ten years, and LG Energy has over 200 patents.

So far, no other automakers have hopped on this particular train, which seems to put GM and Ford in leadership positions.

Solid State batteries (SSB)

This seems to be the technology getting the most play in the media, largely because so many automakers have announced a variety of plans and commitments to bring it to market. And why not? With longer range, faster charging speeds, better performance at higher and lower temperatures, and lower mass compared to NMC, what's not to like? The basic concept is replacing the liquid electrolyte in a battery with either a gel (semi-solid-state) or a solid. Unfortunately, the big challenge here is the cost of manufacturing, which (at the moment) is significantly higher than NMC batteries.

The latest news came in April from Stellantis and battery startup Factorial. In February, Factorial dropped an SSB in a Mercedes EQS, claiming a 25% boost in range (620 miles WLTP, or about 490 miles EPA)--with a pack the same size and weight as today's NMC pack. In April, they confirmed a fleet (not for sale to the public) of Dodge Charger Daytonas with semi-solid-state batteries would be on the road next year. You may recall that, almost four years ago, Stellantis announced its target of having the first competitive solid-state battery technology introduced by 2026 (which, at the time, sounded like a plan to deliver them into customers' hands). So, while they have made progress, the target has slipped a bit. In contrast, BMW unveiled an i7 powered by a solid-state (not semi-solid) battery developed with Solid Power in May (but have not committed to anything further).

Meanwhile, there is a long list of other automakers who have solid-state battery technology plans, including these legacy players:

AUTOMAKER	PARTNER	TIMING
Toyota	none	2027/2028
Nissan	none	2028
Honda	none	2030
Hyundai	Factorial	TBD
VW Group	QuantumScape	TBD
Renault	Airbus	TBD
General Motors	SES	TBD
Ford	Solid Power	TBD

In addition, China's Nio has a 150 kWh semi-solid-state battery in production now--and several other Chinese OEMs are pursuing this technology as well

Lithium Metal Batteries (LMB)

This technology is likely the furthest away from reaching the market. The aforementioned CATL recently announced the ability to double of the lifespan of these batteries. Unfortunately, 483 cycles is still far short of the expected 1,500-2,000 cycles currently expected in an EV battery, although the 500 Wh/kg energy density is about double the typical NMC lithium ion battery. And some estimates suggest an EV with an LMB could get twice the range of an EV using an NMC battery. This technology is also a bit rarer; while a number of automakers have talked about developing a portfolio of battery chemistries, this hasn't appeared on anyone's list--yet.

THE BOTTOM LINE

While all this is happening, automakers and battery suppliers are also making improvements to the two leading battery chemistries (LFP and NMC), improving charging speed, energy density, and lower cost. Some automakers are also bypassing the traditional cell > module > pack > body construction for cell-to-pack or cell-to-body, reducing complexity and mass. The good news is that all this work will result in more consumer-friendly and enjoyable EVs. The bad news is that, like all good things, it will require some patience.