General Motors disclosed that its Spring Hill, Tennessee plant will become the world’s first mass‑production line for prismatic lithium‑manganese‑rich (LMR) cells, a chemistry it says delivers roughly 33 % higher gravimetric energy density than the company’s current lithium‑iron‑phosphate (LFP) offerings while keeping unit cost on par with LFP.

The new cells are sized at 70 Ah × 350 mm × 150 mm and are designed for GM’s Ultium platform, enabling a 15‑20 kWh increase in pack capacity for midsize SUVs without enlarging the vehicle footprint. GM estimates the cost per kilowatt‑hour will stay near $80/kWh, a modest reduction from the $90‑$100/kWh range typical of LFP today.

Production is slated to start in Q2 2025, with an initial annual capacity of 150 GWh, enough to equip roughly 1 million vehicles. GM says the LMR chemistry also improves low‑temperature performance, delivering 80 % of rated capacity at –20 °C, a notable advantage over LFP in colder markets.

The move is part of GM’s broader “Ultium Cells” strategy to secure a diversified supply chain and reduce reliance on external cell makers. By bringing LMR cells in‑house, GM hopes to mitigate the volatility that has plagued the global battery market since 2023, especially the shortages of nickel and cobalt.

Industry analysts view the announcement as a signal that legacy automakers are finally catching up to pure‑play battery firms in cell‑technology innovation. If GM can achieve the promised cost parity, LMR could become a compelling middle ground between the safety of LFP and the energy density of nickel‑cobalt‑manganese (NCM) chemistries.

Electrek

Hyundai Heavy Industries introduced the 160B‑X, a 16‑tonne counter‑balance forklift that runs exclusively on a high‑voltage lithium‑ion battery pack, marking the company’s entry into the heavy‑duty electric‑forklift segment. The machine is powered by a 400 V, 600 Ah pack built from NMC cells supplied by a joint venture between Hyundai and a Korean cathode specialist.

The battery delivers up to 10 hours of continuous operation under typical warehouse loads, and a rapid‑charge system can replenish 80 % of capacity in roughly 30 minutes using a 200 kW DC charger. The pack is modular, allowing two 300 kWh sub‑packs to be swapped in under five minutes for “hot‑swap” operations, a feature Hyundai says will minimize downtime in high‑throughput facilities.

From a safety perspective, the 160B‑X incorporates an integrated battery‑management system (BMS) that monitors cell temperature, voltage balance, and state‑of‑charge in real time, automatically throttling power if any parameter exceeds safe limits. The forklift’s chassis is reinforced to meet ISO 3691‑5 standards for electric industrial trucks, and the vehicle is certified for indoor use with a maximum noise level of 68 dB(A).

Hyundai expects to launch the 160B‑X in the European market in early 2027, followed by North America in 2028, after securing CE and UL certifications. The company projects a 30 % reduction in total cost of ownership compared with diesel equivalents, driven by lower energy costs (approximately $0.12/kWh versus $0.90/litre diesel) and reduced maintenance (no oil changes, fewer moving parts).

The announcement underscores a growing trend among OEMs to electrify not only passenger vehicles but also material‑handling equipment, a segment that accounts for roughly 15 % of global industrial diesel fuel consumption. If the 160B‑X meets its performance targets, it could accelerate the shift toward zero‑emission warehousing.

Electrek

A new report from CleanTechnica examines the European Union’s “Made‑in‑EU” battery policy and concludes that the continent is on track to produce enough lithium‑ion cells to satisfy projected EV demand through 2030—and even generate a surplus for export. The analysis models a cumulative cell‑production capacity of 1.2 TWh (≈ 1.2 million MWh) by the end of the decade, driven by a pipeline of 12 gigafactories slated to start up between 2025 and 2029.

Key assumptions include a total investment of €30 billion in cell‑manufacturing, €12 billion in cathode and anode material plants, and a policy framework that mandates at least 50 % of battery components in EU‑registered vehicles be sourced domestically by 2027. Under these conditions, the model predicts that Europe will be able to equip roughly 5 million new EVs per year—matching the International Energy Agency’s (IEA) “Sustainable Development Scenario” for the region.

The report also highlights the importance of securing raw‑material supply chains. It estimates that Europe will need to produce 300 GWh of cathode material annually, prompting joint ventures such as Gotion‑Volkswagen’s €3.67 billion investment (announced in September) to accelerate local supply.

Beyond volume, the analysis stresses quality and sustainability. By 2030, at least 60 % of European cell output is expected to meet the new “EU Green Battery” certification, which limits cobalt content to <5 % and requires a carbon‑footprint of <150 kg CO₂‑eq per kWh.

Critics argue that the timeline is aggressive, especially given the current shortage of skilled labor and the geopolitical risk of raw‑material imports. Nonetheless, the report concludes that the combination of policy incentives, private‑sector capital, and a growing domestic supply chain makes the EU’s ambition realistic, positioning Europe as a potential net exporter of battery cells to the United States and Asia.

CleanTechnica

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