What types of batteries are used in electric vehicles today?

Two basic types of lithium-ion battery chemistries dominate today’s EVs – NMC and LFP, with two others – LFMP and LMR – just gradually coming to market. Each has specific properties that predispose it to different applications. While the first type of chemistry (NMC) is mainly used in premium vehicles, LFP batteries are typical of the mid-range and smaller mass-market vehicle categories. The difference between the use of NMC and LFP chemistry also depends on the region – NMC batteries are predominantly used by Western and Korean automakers, but LFP batteries can be found in Chinese EVs.

NMC – the performance standard for premium EVs

NMC (Nickel Manganese Cobalt) batteries are the mainstay of premium EVs today. They are characterised by their high energy density, which enables them to provide long range and high performance at a relatively low weight. Their cathode composition is a combination of nickel, manganese and cobalt in varying proportions – the most common configurations are NMC111, NMC532 or NMC811, with a higher proportion of nickel increasing the energy density but decreasing the stability of the cell. These batteries dominate in models with high range and performance requirements, such as luxury sedans, SUVs and sports EVs. On the other hand, their drawbacks are their higher cost and the environmental burdens associated with cobalt and nickel mining. Their thermal management is also an important aspect, as NMC cells are more sensitive to overheating, which requires sophisticated cooling.

• Energy density: 200-250 Wh/kg – one of the highest on the market.
• Lifetime: 2 000-3 000 charge cycles.
• Benefits: high performance, long range, proven technology with extensive manufacturer support.
• Disadvantages: higher cost (mainly due to expensive cobalt content), more complex thermal management and higher risk of overheating.
• Environmental and ethical context: cobalt mining issues in risky countries, ecological footprint of production.
• Applications: premium electric vehicles, high-performance plug-in hybrids, portable electronics and demanding utility applications.

LFP – a safe and affordable base for the mass market

LFP (Lithium Iron Phosphate) batteries represent a contrast to NMC technology. Their advantage is not maximum performance, but extraordinary safety, long lifetime and lower production costs. They do not contain expensive or problematic metals such as cobalt and nickel, which makes them both greener and cheaper. LFP cells have a lower energy density, making them bulkier and heavier – this has a negative effect on range. Nevertheless, they have found a firm place in urban EVs, short-haul vehicles, corporate fleets and, increasingly, in battery storage for the power industry. Their mass deployment has been significantly boosted by China, where LFP batteries are produced on a large scale and form the backbone of zero-emission mobility in urban environments thanks to their standardisation and reliability. Compared to NMC batteries, they are less demanding in terms of cooling, which simplifies their integration into vehicles.

• Energy density: 90-170 Wh/kg – lower than NMC, which translates into a shorter range.
• Lifetime: more than 10,000 cycles – the highest compared to other types.
• Advantages: very high safety, temperature resistance, low cost, environmentally friendly production.
• Disadvantages: lower energy density and therefore larger size for the same capacity.
• Ecological profile: no nickel or cobalt, ideal for circular economy.
• Applications: urban and compact electric vehicles, shared vehicles, energy storage, short-distance freight transport.

LFMP – a compromise between performance and sustainability

LFMP (Lithium Manganese Iron Phosphate) technology builds on LFP and attempts to bridge the gap between the performance of NMC batteries and the environmental friendliness of LFP batteries. The addition of manganese to the cathode composition results in a significant increase in energy density – up to 240 Wh/kg in current tests, which is comparable to some NMC configurations. At the same time, LFMP retains the key advantages of its predecessor: high safety, long lifetime and low cost. This technology is particularly attractive to manufacturers looking to appeal to a wider range of customers – especially in the lower and mid-range segments where a balance between range, price and reliability is sought. However, it is not yet a fully established technology – its uptake has been hampered by technological challenges in the stability of manganese, which tends to release from the cathode under certain conditions, reducing battery life. Nevertheless, LFMP is expected to become the standard for much of the new generation of EVs available.

• Energy density: up to 240 Wh/kg – comparable to NMC.
• Lifetime: 1 800 – 4 000 cycles.
• Advantages: higher performance than LFP, still cobalt and nickel free, low production costs, high safety.
• Disadvantages: technological challenges in managing thermal stability of manganese, production processes not yet fully standardised.
• State of the market: a number of manufacturers are testing and deploying LFMP cells, although mass production is still in its infancy.
• Applications: general-purpose mid-range electric vehicles, suitable for everyday use and corporate fleets.

LMR – the future in development, minimum cobalt and high performance

LMR (Lithium Manganese Rich) batteries represent the latest technology line that is still being prepared for series production. Their composition is based on a dominant manganese content (up to 65%) and a relatively low nickel content (35%), while cobalt is almost completely eliminated in these cells. It is this combination that allows to achieve a significantly higher energy density than LFP and at the same time a lower cost than NMC. LMR thus promises the performance of premium batteries with an eco-friendly profile and affordability close to the basic types. Applications are expected to be mainly in large electric vehicles – SUVs, vans, pick-ups – where large battery capacity is required and where cell size plays a smaller role than in urban vehicles. LMR technology is currently in the testing and tuning phase – the biggest challenge is its cycling stability and slowing degradation over long periods of use. If these challenges can be overcome, LMR could become a key alternative for the next wave of electrification of the largest vehicle segments.

• Energy density: approximately 33% higher than LFP, close to NMC.
• Lifetime: expected to be similar to NMC – around 2 000 cycles.
• Advantages: high performance, greener than NMC, lower raw material costs, lower carbon footprint.
• Disadvantages: no mass production yet, technological challenges remain in terms of cycling stability and cell degradation.
• Applications: mainly planned for large EVs – SUVs, pick-ups, vans; targeted for mass market in the future.

The battery market is fragmenting – and that’s a good thing

There is no single ideal battery for all types of EVs. It is the diversity of technologies and their constant evolution that is the basis for a healthy market and the prerequisite for the affordability of EVs. While NMC will retain its place in the premium segments for a long time to come, LFP is becoming the standard in low-cost models and in shared vehicles. LFMP will probably take over the role of a universal solution for most everyday users. And LMR – with its massive use of manganese – has the ambition to bring a green alternative even where today electromobility still seems challenging in terms of performance and battery size.

Other battery types such as sodium-ion and solid-state batteries are also under development, but it is the battle between the four types of lithium-ion cells mentioned above that will shape the current decade. The outcome will depend on raw material prices, production capacity, speed of development, but above all on end-user expectations. Because the battery is not just a technical component – it is a strategic factor for the success of the entire electro-mobility industry.