SVOLT will supply EV batteries to PSA

SVOLT will supply EV batteries to PSA
SVOLT cobalt-free battery cell launch event

Months ago SVOLT mentioned that it will start producing NCMA and LNMO cells for CTP (cell-to-pack) battery packs next year and it’ll supply an European carmaker that we now know to be PSA.

What we still don’t know is what kind of battery cells will PSA get from SVOLT. Will they be NCMA, LNMO or both?

During the next years, both chemistries will probably play an important role in the development of electric cars.

While NCMA batteries are more energy dense, cobalt-free LNMO battery cells are extremely safe and affordable.


Automakers like PSA that focus in the affordable car market will benefit the most from cobalt-free batteries.


Specs of cobalt-free battery cell from SVOLT

  • Capacity: 226 Ah
  • Nominal voltage: 3,81 V
  • Max charging voltage: 4,35 V
  • Energy: 861 Wh
  • Weight: 3,59 kg (estimation)
  • Dimensions: 575 (length) x 21,5 (thickness) x 118 (height) mm
  • Volume: 1,459 L
  • Gravimetric energy density: 240 Wh/kg
  • Volumetric energy density: 590 Wh/L
  • Chemistry: LNMO


Hypothetical battery pack

  • Cells: 92 (92s1p)
  • Nominal voltage: 350,52 V
  • Capacity: 79,2 kWh
  • Total cell weight: 330 kg
  • Total cell volume: 134 L
  • Total pack weight: 391 kg (estimation from a GCTP of 84,5 %)
  • Total pack volume: 215 L (estimation from a VCTP of 62,4 %)
  • Gravimetric energy density: 203 Wh/kg (estimation from a GCTP of 84,5 %)
  • Volumetric energy density: 368 Wh/L (estimation from a VCTP of 62,4 %)
  • Active material cost: 5.544 euros (70 euros per kWh)
  • Passive material cost: 1.000 euros
  • Total cost: 6.544 euros (83 euros per kWh)


The hypothetical battery made with SVOLT’s 226 Ah cell would be great for large electric cars, but for smaller electric cars a shorter cell with less capacity would be more adequate. A Peugeot e-208 doesn’t need a 79,2 kWh battery…

Therefore, I expect SVOLT to have its LNMO battery cells available with different capacities and heights.


Anyway, SVOLT’s supply contract with PSA is expected to exceed 7 GWh, enough for 140.000 EV batteries (50 kWh each).



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1 month ago

Doesn’t CTP require an EV-platfom with enough space for the pack? The PSA models use the same platform for EV and ICE version og 208 and Corsa.

1 month ago
Reply to  Lars

Hi Lars.

That’s true, I also think that a CTP battery pack will be hard to put in current Peugeot e-208 or Opel Corsa-e without a platform makeover, but it seems easy to implement in a bigger vehicle like a van (Peugeot e-Expert, Citroën ë-Jumpy and Opel Zafira-e).

Below you can see the battery of the Peugeot e-Expert.
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1 month ago

Interesting, with LNMO being another option to LFP for Cobalt free battery. 
Does it provide 79,2 KWh with just 391 kg. Thats a lot of power and it can run a small car for 650 km. And its dimensions are also very small. For a car thats just 4.000 mm in length, this battery occupies only 15% of the length. What about the cost?

Just for info, here are the atomic # of different elements.
3 – Lithium 
8 – Oxygen
15 – Phosphorus
26 – Iron (Ferrous)
27 – Cobalt
28 – Nickel
25 – Manganese

1 month ago

Hi Pedro,

The question is if the batteries from SVOLT are intended for the new PSA full electric e-VMP platform, or they just need more batteries for current e-CMP platform. Do you know what cells are actually used in e-CMP (208e, Corsa-e)? I heard that they are from CATL. If I look at the battery design, there are 18 modules. It seems to me that they using VDA-PHEV2 prismatic format cells or modified one. I suggest that there are 12 cells per module so 108s2p battery connection and this leads to the 63-70 Ah per cell. I think that this capacity is still not available fom mass production in original VDA-PHEV2. But CATL is producing the whole line of NCM cells in modified (thicker) VDA-PHEV2 format beginning with the original 50Ah(28 mm), followed by 70Ah(40 mm), 100Ah(52 mm), 126Ah(79 mm), 150Ah(79 mm) so it can be 70 Ah cells. SVOLT is producing 86Ah with the same thickness of 40mm.

Below is Opel Corsa-e battery
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1 month ago
Reply to  Pajda

Hi Pajda.

That 50 kWh battery pack is made with 216 cells (18 modules, 12 cells per module).

It has 400 V and 125 Ah in a 108s2p configuration. (page 10)

The 62,5 Ah cells are from CATL and seem to be in the PHEV2 form.

I think they are NCM 523 and with NCM 811 CATL seems to have reached 72 Ah (16 % more volumetric energy density).

NCM 523: 570 Wh/L
NCM 811: 660 Wh/L
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Maarten Vinkhuyzen
1 month ago
Reply to  Pedro Lima

All PSA has to do is switch to the new CATL NCM811 cells to improve range by 20%.
This sounds like a very attractive upgrade for PSA.

They can increase their margin even more.

1 month ago
Reply to  Pedro Lima

Thanks Pedro,

hmm 62,5 Ah in PHEV2 is excellent value. But I cannot find any details about its availability. CATL is producing 65Ah cell but also in modified 148x130x27mm (it is 30mm higher).

1 month ago
Reply to  Pajda

Yes, it is and a 72 Ah NCM 811 battery cell would confirm CATL’s battery cell roadmap.
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1 month ago
Reply to  Pedro Lima

Thx Pedro, I actually do not believe to roadmaps until I saw a datasheet or cell itself. But I did my homework and google a project where Samsung-SDI is involved and they offer 12s1p VDA-PHEV2 module with 62Ah cells with total energy of 2,8 kWh.

1 month ago
Reply to  Pajda

Thanks Pajda, that’s interesting.

With 62 Ah battery cells in PHEV2 form Volkswagen could have put a 46 kWh battery (102s2p) in the e-up and a 60 kWh battery (88s3p) in the e-Golf.

But what’s crazy is that Toyota is still using old 25 Ah cells in the overpriced Prius PHEV (40.890 euros in Portugal). Toyota needs to at least upgrade to the new 51 Ah cells from Panasonic.