LIYUAN advanced prismatic battery cells

LIYUAN Battery Co., Ltd advanced battery cell maker

LIYUAN Battery Co., Ltd is a Chinese battery cell maker that produces some of the most advanced prismatic LIBs (Lithium-ion batteries) available today.

Let’s see some of those advanced battery cells.

First, a LFP battery cell comparison.

LFP battery cell comparison by LIYUAN


These lithium iron phosphate (LiFePO4) battery cells – also called LFP – have low energy density, but compensate with high power density (high charge and discharge C-rates), safety, cycle life and are cobalt-free.


Secondly, let’s see a NCM battery cell comparison.

NCM battery cell comparison by LIYUAN


While it’s true that later this year Samsung SDI will replace that 94 Ah battery cell with a 120 Ah version for the BMW i3, it’s interesting that the Chinese battery cell maker LIYUAN already has a more energy and power dense alternative. Nonetheless, this comparison is a bit dishonest since the real Samsung SDI 94 Ah battery cell specs are better than what is presented here.


LIYUAN NCM 135 Ah battery cell specs


Anyway, with this NCM 135 Ah battery cell, the BMW i3 would have a 47,43 kWh (96 x 3,66 V x 135 Ah) battery, enough for more than 160 miles (257 km) of realistic EPA range.

Summing up, it’s evident that it won’t take much longer until the Chinese battery cell makers go after the current dominant players (Korean and Japanese). They just need to localize production and open battery plants where they are needed (Europe and North America). However, it’s understandable that Chinese battery cell makers such as CATL, BYD, Lishen and LIYUAN are still focused in their domestic market, since it’s huge and every battery cell they produce is bought.



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This Post Has 10 Comments

  1. it would be nice to see a 3rd party lab checking these batteries.

  2. documention that states discharge rate in Celsius degrees don’t look serious

  3. Come on, 220 Wh per kilo is somewhat low. Anyway, what can we do with this?

    – A 4.4 kWh pack (weighting 20 kg) can take place underneath the rear seats.The 3C continuous discharge is fine. Imagine a 48 volt mild hybrid automobile equipped with such 4.4 kWh pack, able to deliver a sustained power of 13.2 kW without overheating. This is a current of 275 amps. As the battery pack would require no liquid cooling, it would remain compact and low cost. The car would be able to crawl in traffic congestion, in its 100% electric mode. This can also be a 100% electric micro-car for city, operating under 48 volts, carrying 1 driver and 1 passenger, featuring a 25 miles (40 km) range.

    – Mounting a second 4.4 kWh pack (also weighting 20 kg) under front seats or anywhere else would bring the total weight to 40 kg, energy to 8.8 kWh and power to 26.4 kW. This is still a current of 275 amps. This can be a enhanced mild-hybrid automobile operating under 96 volts, allowing to drive in a 100% electric mode till 20 mph (40 km/h). This can also be a 100% electric touristic tuc-tuc for city, operating under 96 volts, carrying 1 driver and 5 passengers, featuring a 35 miles (55 km) range.

    All this with a 4,000 cycles endurance in order the 25 miles (40 km) range 4.4 kWh 13.2 kW battery pack to come with a 100,000 miles (160,000 km) warranty.

    Look the tips of those batteries. They embed the sealing caps. You need to keep the seals on top. Expect electrolyte leaks if you don’t keep the seals on top. Such batteries are way too high. You can’t mount them under a car seating. You need to wait until solid electrolyte batteries that can’t leak by definition. Expect 5 years. Only then will it be possible, to safely mount the batteries under the car seating.

    – For a more ambitious application like a 8.8 kWh pack still weighting 40 kg, enabling to build a full-hybrid automobile, such pack needs to deliver 88 kW of sustained electric power. Assuming a current of 275 amps, the voltage would be 320 volts. The continuous discharge rate must thus significantly improve, attaining a value of 10 (instead of 3). Without overheating. Without requiring liquid cooling. Still compact and low cost. It is hoped that solid electrolyte batteries will be capable of this.

    In a nutshell, keep cool, do not expect a widespread automobile electrification, before the advent of solid electrolyte batteries. There are still 5 years to wait, say year 2023. It is hoped that the 220 Wh per kilo figure gets updated to 330 Wh per kilo, enabling a significant weight reduction.

    Considering that a 100% electric automobile requires 25 kWh of electricity per 100 miles, a 500 miles (800 km) range electric automobile requires a 125 kWh battery pack. We’ll never see this, as this is 10 to 25 times more costly than a 5 kWh or 10 kWh battery pack, and as there will never be public chargers exceeding a 1 MW power for recharging 100 kWh in say 5 minutes. You need to visualize the huge queues that will form, in case a 100 kWh recharge takes more than 5 minutes. Will you end up recharging at home? Possibly, in case you can wait 8 hours, being equipped with a 12 kW power outlet that is going to be heavily taxed, as it significantly increases the load on the grid. It is thus a different way of life, much more expensive and much more constraining. You’ll need to remember, to reserve a 12 kW power outlet at your destination (hotel, etc). You won’t be able to park anywhere you want. Your expensive car that’s embedding a expensive 125 kWh battery pack will need extra-protection. Call it a hassle. Just like Ferrari or Lamborghini cars. Believe me, this won’t be your next car.

    Genuine electric cars will only show, basing on the electro-oxydation principle. The simplest ones like the Honda Clarity and Toyota Mirai are basing on the carbon-free electro-oxydation that you create, when mating gaseous hydrogen with ambient oxygen. They can’t be used as currently, there is no gaseous hydrogen supply accessible to the general public. This is because hydrogen is gaseous at ambient temperature and pressure. It takes a huge, impractical volume. For reducing its volume, you need to compress it a 300 or 500 bars, in very strong tanks, still bulky. In the future, solar energy and windmill energy will enable the renewable production of a ultra-pure synthetic liquid hydrocarbon fuel. Once in the car, such liquid hydrocarbon fuel will be subjected to a catalytic dissociation (for separating the carbon) followed by the electro-oxidation of the remaining hydrogen (with ambient oxygen) that’s actually delivering electricity and pure water, reminding the Honda Clarity and the Toyota Mirai. Now, the recovered carbon needs to get sequestrated inside a tank in the car. Such recovered carbon will get recycled during each refuel, in order to ensure the renewable production of the liquid fuel. Such is the carbazole cycle, that will supersede the fossil petroleum cycle in terrestrial transportation. Automobiles will still travel 500 miles on a tank. The only difference, is that there will be three tanks : one for the fresh hydrocarbon synthetic fuel, one for the recovered carbon, and one for compensating the catalyst droop. You’ll go and refuel for 500 miles, just as usual, in five minutes. Expect automated refueling systems, optimally managing the three flows. At the beginning, expect the mass and the volume of the synthetic hydrocarbon fuel that’s ensuring a given range, to be two or three times more than today’s diesel. Expect the industry to vastly improve on this over time, in order the distribution cost to steadily decrease. After 25 years of gradual improvements, expect the carbazole fuel to reach the same electro-oxidation energy density (in mass and in volume) as today’s diesel thermal energy density. A giant door recently opened, leading to such result. This is the discovery of condensed mater locally organizing as “superatom clusters”, you can see this as faking transmutation, and this is highly wanted in the context of catalysts.

  4. “Hybrid”? “Hydrogen”?

    The average person drives 40 miles/day. Every current EV goes over twice that, & fully recharges that 40 miles overnight from a standard wall outlet or in 12 minutes on current DC chargers. & they keep getting better.

    I haven’t even needed one teaspoon of gas since I bought my $8k EV 3 years ago. & I haven’t even spent one nickel on maintenance.

    1. Yep, the ‘evs Will never work because they need 500 miles in 5 minutes or there’ll will be long lines at filling stations so we should wait for unicorn technology ‘ argument just doesn’t hold water, and seems like an active attempt to hold onto fossil fuels.
      EVs are already quite practical for a large proportion of the population, and all the new longer range models coming out will greatly expand that proportion.

  5. Well-said Marcel.

    Tiny correction to my post above: Smart EV goes “only” 170% of the average daily drive.

  6. There are two solutions to the range problem, either the cars get bigger batteries in order to drive lets say 500 km on a single charge or the charging becomes faster. Unfortunately these two things are connected, meaning that bigger batteries can usually be recharged faster.
    A real range of 300 km and a charging time of 10 minutes would be sufficient, if there were enough charging possibilities. Currently I would prefer a cars with a bigger battery because of the lack of charging possibilities near my destinations and the long charging times. A bigger battery would also allow me to charge the car at home, which usually is cheaper than using a public quick charger.
    Who needs to drive 800 km without a break?
    A smaller battery would make the cars lighter and cheaper and most of the time you don’t need the capacity anyway. More affordable cars would make driving an EV more attractive. An EV is the perfect city car and if you have one car only for city driving, like your second vehicle, there is no excuse why that should not be an EV.

  7. Wow, a significant improvement. So 100 cells like this will weigh 220 kg and will have 33.4 KWh.
    Is 152 Wh really that great.

  8. CATL is going to build a factory in europe… they have a big deal with renault…

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