SVOLT has its own version of BYD Blade battery

SVOLT cobalt-free prismatic battery cells for EVs
SVOLT cobalt-free prismatic battery cells for EVs

SVOLT is a Chinese battery cell maker subsidiary of the giant Chinese automaker GWM (Great Wall Motors), that besides LFP (LiFePO4) and NCM is already producing NMx (LNMO) battery cells.

 

SVOLT has its NMx battery cells available in two different sizes. One size is compatible with Volkswagen MEB platform and the other size is a long cell – alternative to the BYD Blade battery.

 

SVOLT NMx battery cell (MEB compatible)

  • Capacity: 115 Ah
  • Voltage: 3,74 V
  • Energy: 430 Wh
  • Length: 220 mm
  • Height: 102,5 mm
  • Width: 33,4 mm
  • Volume: 0,75317 L
  • Volumetric energy density: 571 Wh/L
  • Weight: 1,75 kg (estimation)
  • Gravimetric energy density: 245 Wh/kg
  • Cycle life: 3.000 cycles
  • Cathode: LNMO (75 percent nickel and 25 percent manganese)
  • Cost: 8 % cheaper than NCM
  • Available: Q2 2021

 

Unfortunately for SVOLT, Volkswagen isn’t very serious about electric cars. Therefore, I don’t think that Volkswagen will use SVOLT NMx battery cells anytime soon, even if they are already available to order…

Examples of possible applications:

  • In a 96s1p configuration (96 cells connected in series) the 400-volt battery pack will have a capacity around 41,3 kWh.
  • In a 192s1p configuration (192 cells connected in series) the 800-volt battery pack will have a capacity around 82,6 kWh.

 

SVOLT NMx battery cell (L6 – BYD Blade alternative)

  • Capacity: 226 Ah
  • Voltage: 3,74 V
  • Energy: 845 Wh
  • Length: 574 mm
  • Height: 118 mm (same height as BYD Blade cell)
  • Width: 21,5 mm
  • Volume: 1,456238 L
  • Volumetric energy density: 580 Wh/L
  • Weight: 3,52 kg (estimation)
  • Gravimetric energy density: 240 Wh/kg
  • Cycle life: above 3.000 cycles
  • Cathode: LNMO (75 percent nickel and 25 percent manganese)
  • Cost: 12,5 % cheaper than NCM
  • Available: Q4 2021

 

This format is SVOLT’s alternative to the BYD Blade battery. In a 96s1p configuration (96 cells connected in series) the 400-volt battery pack will have a capacity around 81 kWh.

With module-less assembly and a GCTP (gravimetric cell-to-pack) ratio of 90 % the 81 kWh battery pack would weigh around 375 kg.

 

SVOLT 226 Ah NMx cobalt-free battery cell

SVOLT 226 Ah NMx cobalt-free battery cell

 

BYD Blade battery cell specs

  • Capacity: 202 Ah
  • Nominal voltage: 3,2 V
  • Max charging voltage: 3,65 V
  • Energy: 646,4 Wh
  • Length: 905 mm
  • Height: 118 mm
  • Width: 13,5 mm
  • Volume: 1,442 L
  • Volumetric energy density: 448 Wh/L
  • Weight: 3,92 kg (estimation)
  • Gravimetric energy density: 166 Wh/kg
  • Chemistry: LiFePO4 (LFP)

 

BYD Blade prismatic battery cell

 

Anyway, both long battery cells from BYD and SVOLT were designed to be implemented in 400-volt systems. However, 800-volt systems are the future of electric cars and require twice as much battery cells connected in series than 400-volt systems. This means that BYD and SVOLT will probably release new thinner “Blade” battery cells to allow more cells to be connected in series in the same space.

Finally, I still want to see SVOLT’s NMx battery cells performing a nail penetration test to know if they are as safe as LFP cells – that won’t burn or explode even if punctured.

Pedro Lima

My interest in electric transportation is mostly political. I’m tired of coups and wars for oil. My expectation is that the adoption of electric transportation will be a factor for peace and democracy all over the world.

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Famlin
9 days ago

Thanks for placing the specs of 2 promising batteries side by side. I hope both will play an important role in reducing cost and cobalt consumption.

This gives an edge for the prismatic batteries in another competitive front with cylindrical batteries.

So its a 4 way competition now.
LFP vs NMx
Prismatic vs Cylindrical.

By the way, the fuelcell is also like a prismatic battery with a hydrogen being stored in cylinder. Interesting.

But dont forget that still the real competition is between
Petrol and Diesel who are the masters.

Mike/Liverpool
8 days ago
Reply to  Famlin
Mike/Liverpool
8 days ago
Reply to  Mike/Liverpool

All they need is cheap battery for their products, Sodium ion might very well be it
New energy cars trend to New world-JIPENG – YouTube

Mike/Liverpool
8 days ago
Reply to  Pedro Lima

If (& its a big if) they could get a bit more Wh/Kgs out of it, i mean not long ago i was told 90 wh/kg was the limt….now i see 140 wh/kg & the CCP IS VERY KEEN on getting more so perhaps not long till we see SIB ev’s

Mike/Liverpool
8 days ago
Reply to  Pedro Lima

“Bait & Switch”
They say they can’t produce EV’s at a profit even if they get SIB’s at your price.
They move the focus to Hydrogen fuel cells, ……which they are not keen on them either but they after a switch to Hydrogen…….as in BURNING Hydrogen!

I noticed how they getting people in the public eye (james May ) to front Fuel cells…….then 2 stroke tec hydrogen BURNING engines will suddenly appear.

Mike

Mike/Liverpool
8 days ago
Reply to  Mike/Liverpool

2021 Dacia Spring [Electric 44 HP] |0-100| POV Test Drive #832 Joe Black – YouTube

Can only hope they see that “2nd cars” is the way forward for now till we get SSb’s

Lambda
8 days ago
Reply to  Pedro Lima

Exactly, people are starting to catch on.

VW could do a $25k 36.8 kWh EV on an ICE-modified platform with NMC technology a couple of years ago and somehow they can’t repeat that feat until about 2024 with a minimally more modern design, LFP or LNMO chemistries, and with a cost-neutral battery capacity of 42 kWh afforded by the $600 (i.e. +6kWh worst-case scenario) in EV platform savings (according to McKinsey)?!?

Is the technology really not there, or has VW really just been dawdling inexcusably? How about we leave expensive software development and massive screens as a future retrofit or an option for those that really want it?

Clearly what I’m proposing here is very possible, since Xpeng will be selling a mid-sized sedan (P5) with a 55.9 kWh LFP battery for a subsidized starting price of $24,700 in China. Despite the extra 13 kWh, larger size and more luxurious interior. Coming from a company that first came to market with the G3 in 2018…

Last edited 8 days ago by Lambda
Jasmyn
2 days ago
Reply to  Lambda

VW e-up was highly subsidized (several thousand euros) to reduce average EU CO2 fleet emissions. P5 is also cheaper than a Tesla M3, but it’s hardly comparable by capacity only.

Lambda
1 day ago
Reply to  Jasmyn

The $25k price corresponds to the price before incentives. I was not able to find any indication that VW was selling these cars at a loss. The cheapest VW Up! in the German configurator goes for $15’938 at current exchange rates. $9k to $25k for the 36.8 kWh would mean $244 per kWh, which seems reasonable for 2019. I assume the cost of the ICE internals are about equivalent to inverter and electric motor costs.

The P5 is equivalent to the M3 in luxury and ADAS features.

Frederico Matias
3 days ago
Reply to  Pedro Lima

The problem is that everyone is trying to increase margins on all battery related products:

  • BEV are expensive
  • Battery storage is REALLY expensive (around 500 up-to 1000EUR/kwh) including BMS and power-electronics..

We need more products at lower margins…

Famlin
8 days ago
Reply to  Mike/Liverpool

Thanks Mike/Liverpool: So in addition to the current batteries
Lead : power vehicle electricals
Nickel: Toyota full hybrids
Lithium: Most XEV
there is new entrant
Sodium: power storage.
Very good to hear. Most homes/stores/offices can deploy this battery to store power from the rooftop solar panels.

Famlin
8 days ago

Concept of hybrid battery + capacitor is there, where battery will be used to store power from grid for cruising
while capacitor is to capture max regenerative energy during slowdown and used for pickup after stop.

Similarly can we combine heavier LFP for 1st 100 km range with remaining 200 – 500 km coming from NMX.
90 % of the initial charging will go to LFP which is durable and can charge fast while the later part of charging will go to NMX battery. The 10 % going to NMX is to ensure that the battery does not get bricked.

Bricked means when a battery is not charging for a month, it will die.

Famlin
8 days ago

Great news from china.
Wuling Miniev takes #3 spot with 30.100
Tesla Model 3 take #6 sport with 21.532

Changan Benni increase to 6.358
Leapmotor T03 increase to 3.745

Mike/Liverpool
8 days ago
Reply to  Mike/Liverpool

What i suspect is going to happen is “Extend & Pretend” ……..they make Ev’s then say hydrogen fuel cells are so much better…….then a 2 stoke hydrogen engine will appear with 60% effcincy ……then they make to case for it……..”Think of job losses etc”

Famlin
5 days ago
Reply to  Mike/Liverpool

They gained sales leadership in China, USA & Japan and they are speaking out of arrogance. 1 good thing they did is selling more than 16 million full hybrid vehicles and they may be forced to increase it to stay competitive.

But the chinese automakers have seen a big increase in BEV sales (more than 250.000 last month when we include plugin hybrids). So toyota will see a trouble in the end.

But keep the recording of the youtube video, we will show it to everyone later that toyota bluffed big time.

Peter
5 days ago
Reply to  Mike/Liverpool

A desperate bid by Toyota to try and keep the public buying Ice/Hybrid vehicles, meanwhile Toyota’s desperate pleas and misinformation is being ignored as the world globally starts the transition to Ev’s and its dependence away from fossil fuels.

Last edited 5 days ago by Peter
Mike/Liverpool
5 days ago
Reply to  Peter
yoyo
6 days ago

FYI…

https://cnevpost.com/2021/07/19/byds-blade-battery-now-used-in-all-of-its-all-electric-models/

“BYD also said it is now aggressively expanding its production capacity to cope with future sales increases and supply to external customers, the report said.”

Famlin
4 days ago

Battery-fuelcell combo scooter. Offers LFP or NMC. Read this.

https://www.rideapart.com/news/520219/mob-ion-tgt-hydrogen-scooter/