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 โ€“ 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: 3,92ย 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. Iโ€™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.

30 Responses

  1. Famlin says:

    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 says:

          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

        • Pedro Lima says:

          Thanks Mike.

          It seems that SIBs (sodium-ion batteries) will become standard in ESS (Energy Storage Systems) very soon. Leaving more lithium to build EV batteries.

          • Mike/Liverpool says:

            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

          • Pedro Lima says:

            I wonder what new excuse European carmakers will use to continue to overprice electric cars. Probably, electric cars are bad for jobs…

            NCM: 90 euros (106 USD) per kWh
            LNMO: 80 euros (94 USD) per kWh
            LFP: 60 euros (71 USD) per kWh
            SIB: 40 euros (47 USD) per kWh

            Years ago legacy automakers promised that once EV batteries reach 100 USD per kWh electric cars will achieve price parity with ICE cars… Yet they still cost twice as much.

          • Mike/Liverpool says:

            “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/Liverpool says:

            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 says:

            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…

          • Jasmyn says:

            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 says:

            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 says:

            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 says:

          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.

          • Rok says:

            Lead is also used for smaller offgrid systems in cottages and remote cabin houses

  2. Famlin says:

    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.

  3. Famlin says:

    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

  4. yoyo says:


    “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.”

  5. Famlin says:

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

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