> The team tested batteries with recycled NMC111 cathodes, the most common flavor of cathode containing a third each of nickel, manganese, and cobalt. The cathodes were made using a patented recycling technique that Battery Resources, a startup Wang co-founded, is now commercializing.
That seems like a waste of cobalt. I think modern cells are usually something more like NMC811 (80% nickel, 10% each of manganese and cobalt). You could use the cobalt from the old cells to make more than three times as many new cells, though you'd need a lot more nickel.
I'm hoping most mass-market EVs switch over to using lithium iron phosphate, which doesn't use nickel or cobalt. Supposedly there are some major LFP patents expiring soon; maybe that'll increase the number of factories outside of China producing them.
LiFePO4 also has lower energy density, and non Tesla EV makers seem to be making really inefficient EVs (less than 3 miles per kWh in the new Volvo and BMW!) and just putting in a huge battery pack to "compensate". Which the buyer gets the privilege to pay for with up front cost, charging time, and less range than they ought to have.
I am impressed so far with my new-to-me Chevy Bolt getting 4.5 mi/kWh and squeezing a respectable range (250 mi) out of a smallish battery (55 kWh).
But when BMW puts in an 88 kWh battery in their i4 but it only gets 2.3 mi/kWh, there's no way they could accept the lower power density of lithium iron phosphate batteries.
LFP has lower energy density, but it's still good enough to be usable, and the technology keeps getting better. I think recently-made LFP cells tend to be somewhere around 150 wh/kg, which is equivalent to older-generation regular lithium-ion cells. Tesla has been using LFPs in some of their model 3s; I'm not sure if that's just their China-market version or if that's worldwide.
I think LFP is a good option for getting mass-produced EVs to the point where they're approximately cost-competitive with gas-powered cars. Energy density isn't amazing, but the materials they're made from are cheaper and more readily available, they're easier to recycle, they can last a very long time, and they're quite a bit safer.
I expect regular lithium ion will continue to be used in high-end vehicles until some battery technology comes along that's better and cheaper, or cobalt and nickel get so expensive that it's not worth the cost.
That's interesting that the BMW is that much less efficient than a Chevy Bolt. I wonder if that's due to aerodynamics, weight, drivetrain efficiency, or something else?
I think my point still stands about non-Tesla automakers, who seem disinclined to optimize their vehicles for range. Tesla, with better aerodynamics and more efficient drivetrains, are well positioned to use LFP batteries. Combine that with their expertise in building safe, efficient battery packs, and they’ll be even further ahead of everyone else.
Living in a relatively cold climate (average January temperature in Boston, MA, USA is 22F [-6C]), I am a bit concerned about the reportedly worse cold performance of the batteries, but presumably they’ll manage that. One of their top markets is Norway after all.
Now if only they would just put some damn knobs in the car instead of that giant touchscreen…
That seems like a waste of cobalt. I think modern cells are usually something more like NMC811 (80% nickel, 10% each of manganese and cobalt). You could use the cobalt from the old cells to make more than three times as many new cells, though you'd need a lot more nickel.
I'm hoping most mass-market EVs switch over to using lithium iron phosphate, which doesn't use nickel or cobalt. Supposedly there are some major LFP patents expiring soon; maybe that'll increase the number of factories outside of China producing them.