The first NMC cells use almost two thirds of nickel, manganese and cobalt. The current “high nickel” ultium “current” GM “has made a lot of this cobalt for nickel while adding aluminum. Andy Uri, General Motors battery engineer, said that approximately 5 percent of the cobalt and 10 percent of the manganese.
However, LMR cells are an alternative to manganese – which are cheaper and more abundant in the world – for some warmer and almost all cobalt. They said they were from 60 to 70 percent of manganese, from 30 to 40 percent of nickel, and up to only 2 percent of cobalt.
New chemistry, in the second type of cell, will use a new unit format. Execs told her that the units of the uniform NMCA for each vehicle was the correct solution for GM to launch its current collection of 12 different EV models. To move forward, the company imagines the use of different chemicals for different purposes: NMCA for high -performance performance and its most capable models, now LMR for a long time at a lower cost, and LFP for its lower -cost models.
SUVs and long -range electric trucks are cheap
If the LMR chemistry actually produces a cell that costs only a little LFP with a larger energy density, this may be a change in games – including North America’s competitiveness against China in battery development and production.
“LMR will complete our high -nickel and phosphate solutions to expand the choice of customers in truck markets and four -wheel -drive Suritus,” said Court Kelti, Vice President of Battery, Payment and Sustainability at General Motors. He said that he would “advance the innovation of American batteries and create jobs in the future.”
Specifically, LMR packages will reduce the cost of some EV and SUV truck models to bring their prices closer to their gasoline counterparts. This is very important to increase the sales of fully -sized EV models, which did not reach the same folders and the penetration of the market as the integrated and medium -sized EV transfers.
