NIO begins deliveries of ES6 with NCM 811 battery

NIO ES6

The NIO ES6 is an all-electric SUV for the Chinese market that has a 84 kWh battery pack made with NCM 811 battery cells from CATL. NIO has announced that deliveries to customers are underway.

 

Let’s see the press release.

 

Shanghai, China – June 18, 2019 – Today, NIO officially began delivery of the 5-seater high-performance, long-range, electric SUV, NIO ES6, to its users. NIO ES6 Premier Edition vehicles were delivered to users in Beijing, Shanghai and Guangzhou.

NIO Founder, Chairman and CEO, William Li, noted, “The ES6 is NIO’s second mass production model, which we launched after the ES8. In less than five years, we have delivered two mass production models to our users, fulfilling our promises. We will continue to work on production, quality control, and increasing user satisfaction.”

With a high-strength aluminum and carbon fiber reinforced plastics (CFRP) hybrid structure, the ES6 features 4.7 second 0-100 km/h acceleration, a NEDC range of 510 km, and 33.9-meter braking distance from 100-0 km/h. The ES6 expands the design language of the NIO product line with a stylish and sporty exterior complemented by a refined, high-tech interior.

The ES6 was officially launched on December 15, 2018. The ES6 has a base price of 358,000 yuan before subsidies.

 

Some more technical details from a previous press release.

 

  • A length of 4,850 mm, width of 1,965 mm and wheelbase of 2,900 mm offer a comfortably large space
  • Standard-fit dual motors in conjunction with intelligent electric all-wheel drive deliver 0-100 km/h acceleration in as little as 4.7 seconds and 100-0 km/h braking distance of 33.9 meters
  • The first SUV featuring a combination of permanent magnet and induction motors, of which the permanent magnet motor with a 97% energy conversion rate, allowing for performance and energy efficiency alike
  • The 84-kWh lithium battery pack, optional across the model range, features world-class nickel-cobalt-manganese (NCM) 811 cathode material, with energy density of up to 170 Wh/kg, and NEDC range of 510 km
  • The only body design in its class, with a hybrid structure of aluminum alloy and carbon fiber gives overall torsional stiffness of 44,930 Nm/degree

 

As far as I know this was the first mass produced electric car with NCM 811 battery cells to be delivered to customers. A year ago everybody thought – myself included – that it would be the Koreans battery cell makers (LG Chem and SK Innovation) to celebrate this feat. Instead, it’s the Chinese battery cell maker CATL that wins the trophy.

While at the moment the NIO ES6 is only interesting for the Chinese that can buy it, we’ll definitely see NCM 811 battery cells from CATL in upcoming electric cars from PSA and Volkswagen, since CATL is one of their battery suppliers.

The energy density at the battery pack level of 170 Wh/kg is great, for example the Tesla Model 3 battery energy density is estimated to be 168 Wh/kg.

For another example, let’s see the Renault ZOE battery figures.

In the comment section of another article, Ralf K. already did the math.

ZE 40 Energy density at battery pack level: 44,9 kWh / 305 kg = 147 Wh/kg.
ZE 50 Energy density at battery pack level: 54 kWh / 326 kg = 165 Wh/kg.

Looking at the data it seems that the new Renault ZE 50 battery pack is either using NCM 712 or NCM 811 battery cells from LG Chem. They are probably NCM 712, since LG Chem said that the NCM 811 cells would only be produced in cylindrical format to be used in electric buses. Unless the company changed its plans due to the increasing competition and decided to produce NCM 811 battery cells in pouch format aswell.

Anyway, eventually the NIO ES6 will be released in Europe, but don’t hold your breath.

 

 

More info:

https://www.nio.com/news/nio-starts-deliver-second-mass-production-model-es6-users

https://ir.nio.com/news-events/news-releases/news-release-details/nio-es6-launches-pre-subsidy-price-starting-358000

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Apkungen

First off. The pack weight isn’t that interesting. The expensive parts are the battery cells in the car. The Tesla for example has a battery cell density of at least 250 wh/kg. I think it’s more than that.

I’m surprised the pack density and the claimed 250 wh/kg cell density are so low on the model 3 since there are commercially available 18650 cells from Panasonic that gives you 296 Wh/kg (3,7V 3,6A 45g) and Tesla is said to have even better density than that. And the 21700 cell is supposed to be even better.

Ralf K.

Apkungen, in Model 3, Tesla put more components inside the battery packs’ case. Therefore the value Wh/kg at battery pack level decreases. “Tesla also designed the Model 3 battery pack to include the (AC) charger, fast-charge contactors, and DC-DC converter all in the same package.” https://electrek.co/2017/08/24/tesla-model-3-exclusive-battery-pack-architecture/ Other car makers so far had the DCDC converter (for 12V) and AC charger as separate components external to the battery case, which is easier for mix and match and easier to diagnose/repair, but takes more space and requires more expensive cooling lines being routed and assembly time. You had to dig into this… Read more »

Apkungen

Thanks dude. Good comment

Manuel

No, using simple math, its obviously the renault zoe as batterys with similar energy density of a model 3. It’s 52kWh vs 75kWh battery maximum currently. But zoe is a B segment car, Tesla is a D segment. How much weight is the battery of the Tesla compared with the Renault’s? I don’t know but it probably is 50% heavier, so is the total energy, so we come up with similar energy densities.

K

Really interesting cars.

Will you also have RHD. In E6S series or just LHD

Ralf K.

And my best guess on the NIO ES6/ES8 batteries with 70/84 kWh taking into account this picture: https://insideevs.com/news/345455/nio-battery-upgrade-84-kwh/ 70 kWh = 16s 2p 6s2p = 96s 4p of 50 Ah cells (CATL, prismatic VDA PHEV2 size) 96 * 4 * 3,7V * 50 Ah = 71040 Wh, advertised as 70 kWh These 50 Ah cells would be NCM-523 cells. See this reference, page 17. https://edisciplinas.usp.br/pluginfile.php/4552412/mod_resource/content/3/Revista%20SAE%20Automotive%20Engineering%20Fev_2019.pdf 84 kWh = 16s 2p 6s2p = 96s 4p of 60 Ah cells (CATL, prismatic VDA PHEV2 size) 96 * 4 * 3,7V * 60 Ah = 85248 Wh, advertised as 70 kWh I leave… Read more »

Ralf K.

Correction: “96 * 4 * 3,7V * 60 Ah = 85248 Wh, advertised as 84 kWh” The 70 kWh pack would be about 517 kg to then achieve the 135 Wh/kg stated in the SAE article. The 84 kWh pack would be about 495 kg to achieve the 170 Wh/kg stated in the Pedros article. It may well be that the 60 Ah were indeed somewhat lighter than the 50 Ah cells or other optimizations of the pack result in these 22 kg less. Or certain figures had been rounded to some numbers. Or folks included/excluded coolant (dry battery vs.… Read more »

Tim Pet

OK, I spend the last month on a deep dive of the state of the auto industry as pertains to powering our vehicles. My findings have made me ready to divest from all legacy OEMs, only investing in pure electric OEMs going forward. In other words, as of July 2019, I am no longer cautious about mass BEV adoption. Furthermore, the existing OEMs have written their obituary because we are not in the middle of an EV Revolution, but a much greater Battery Revolution. History will need to record this transition as being as significant as the transition from wood… Read more »

Lars

When you write split you do not mean EQ from Mercedes, ID vom Volkswagen and i from BMW and the like? The problem is that this split will never happen, it would create a new competitor. If the new company would be successful it would take customers from the old company and you would have the same situation as you have today. So you would still have BEVs taking customers from the old ICEV maker and no one wants interna compitition. On the other hand this is kind of what happend to Volvo and Polestar, but they are owned by… Read more »

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