Sion Power will produce high energy density battery cells this year

Sion Power will produce high energy density battery cells this year
Licerion technology by Sion Power

In 2016, LG Chem and Sion Power announced a partnership to develop and produce high energy density battery cells. The goal was to achieve EV batteries with high energy density (700 Wh/L and 400 Wh/kg), but we haven’t received any updates until now.


Today, Tracy Kelley, Chief Executive Officer of Sion Power announced the following:

“Over the last decade Sion Power, and our research partner BASF, have strategically focused on meticulous research and development of a next generation lithium battery. The result of our team’s efforts will be seen in a safe lithium metal battery that is in a class by itself. We are on track to deliver product to a select group of partners by the end of 2018.”


EON adds more:

“Sion Power, a leading developer of lithium battery technology, announced today production will begin on their patented Licerion rechargeable lithium metal battery in late 2018 from its Tucson facility. The Licerion rechargeable lithium metal technology will offer the unmanned aerial vehicle (UAV) and electric vehicle (EV) markets an unparalleled 500 Wh/kg, 1,000 Wh/L, and 450 cycles when released.”


It seems that there was a good reason to delay initial production plans for almost a year. The new battery cell specifications are even better than before.



More info:

This Post Has 12 Comments

  1. So apparently last month the best available batteries were from Korea, at about 30% better density than current cars, then China beat them, & now America beat China with 380% of the density of my 500e! This is exciting to follow, since it should mean EVs with more range will soon cost less than gas cars.

  2. Me alegra de sobremanera esta noticia aunque a la vez me entristece un poco, hace apenas unos días me entregaron mi Ioniq HEV a este ritmo mi hibrido se quedara antiguo pronto aunque me es indeferente me debe durar minimo unos 10-15 años.

  3. Isn’t 450 cycles a bit low, for automotive use?

    1. Not for a 100 kWh battery. You wouldn’t do full charge/discharge cycles everyday.

      1. What does the 450 cycles normally refer to? 90% or 70% capacity remaining, or potential cell failure?

        If it’s to 90%, that would be ok even in a mid sized 60kwh battery, because that would get to ~150,000km. If it’s 70%, then yes, it would have to be a larger battery to compensate.

        Also, they don’t mention the pricing. If this battery’s expensive, it would make a lot less sense to use in large battery cars.

        It might be viable for electric flight though.

      2. Usually it refers to the number of cycles that the battery can handle before reaching 80 % of the initial capacity.

        Considering that the new battery cells in the 2018 Nissan Leaf are 460 Wh/L and 224 Wh/kg, with 1.000 Wh/L and 500 Wh/kg you could get a 85,77 kWh battery for the same size and less weight. It would have roughly a 330 miles (531 km) EPA range and the Leaf isn’t exactly efficient. Imagine this kind of battery capacity in a Hyundai IONIQ Electric.

      3. Ah ok, so yes an Ioniq with a 62kwh (double existing) battery like this would have a 400km range and would get 160,000km or more before it’s degraded down to 80%. At which point it’s still a 300km car, so still very useable.
        An Ioniq with this cell squeezed in to max like 85kwh would amazing.

      4. I suppose it s for a 100% Dod (depth of discharge) as for lithium batteries it is the same (around 300-400 cycles at 100% DoD).

        So if it the same as lithium batteries, it means that if we charge the battery at 85% we can double the life cycle (900 cycles).

        For a 100kwh which would be the same weight as current 40kwh batteries (500wh/kg instead of the 200wh/kg in the Hyundai ioniq or in the Renault Zoé) and which the size would be smaller (1.000wh/l instead of 300wh/l), with a normal consumption of 14kwh/100km, the vehicle would last at least 7.14(100/14)*900*0.65*100 ( max charge of 85%, and never go below 20% SoC)= 417.690 before a big degradation of the battery!

  4. All of ouhou’s points should be valid since it IS a lithium ion battery (“NMC” or NCM = LiNiCoMn).

    As for my assumption that the price would be good, here’s my reasoning: It has the same basic NCM materials currently in use, so even if their proportions are so different & the Licerion so expensive that it doubles the price per kg, it will still be cheaper per kWh!

    Two more points to note for this technology:
    – Range will increase without even increasing the battery capacity since the weight is only about 1/4!
    – Charging time will drop, since the lower weight will use less kWh/km

    1. Max charging rate is only relevant on trips and consumption at highway speeds is nearly independent of mass, at least when the route is reasonably flat. The reason is that air resistance is completely independent of mass, and air resistance totally dominates at highway speeds.

      Don’t get me wrong, lower mass is good. It decreases consumption in city/stop-go driving, decreases stopping distance, decreases impact energy in a crash, and increases agility. But it doesn’t meaningfully affect charging times at all.

  5. Sorry for the misunderstanding. All those points are correct, however I wasn’t referring to MAX charge rate but rather daily overnight recharge such as from a standard wall outlet. As you noted, lower mass decreases city consumption, so it does decrease charge time unless you do a large majority of driving at highway speed, unlike the EPA testing or the average driver. It would be a significant mass reduction. For example if I replaced my Fiat 500 battery with this new one of the same capacity it would reduce total vehicle weight by 14.96%!

  6. My excitement about this is partly because EVs with these new batteries should have more appeal to the masses since they could recharge a longer daily commute overnight with only the stock charger*, or in less time than current EVs while plugged in at the grocery store or fast-food place, or…
    *Current EVs in USA take about 8 hours to recharge the AVERAGE 41-mile daily drive, which means for about half the drivers doing more than that it wouldn’t work, yet many people rent homes so they can’t install level 2 chargers even if they could justify the cost. Many more have no garage at all, and faster daily public charging would increase EV apeal to them.

Leave a Reply