SVOLT Energy aims to become the biggest battery cell maker by 2025

SVOLT Energy aims to reach 600 GWh by 2025
SVOLT Energy aims to reach 600 GWh by 2025

SVOLT Energy now plans to reach a battery cell production capacity of 600 GWh by 2025 and become the world’s biggest producer.


Let’s see how does this figure compares to other major Chinese battery cell makers.


Expected production capacity by 2025

  • CATL: 520 GWh
  • CALB: 500 GWh
  • Guoxuan: 300 GWh
  • BYD: 170 GWh (will be revised soon)


Notice that 600 GWh is enough to produce 10 million battery packs of 60 kWh each or even 12 million if the capacity is 50 kWh. I think that a 60 kWh battery is the sweet spot for most efficient passenger electric cars that carry 5 people. On average 70 million cars are sold every year globally.


SVOLT is now focused on its short blade battery design that will be used in module-less battery packs.


SVOLT Energy new short blade batteries

SVOLT Energy new short blade batteries


It will be available in 4 sizes:

  • L600 (for BEVs)
  • L500 (for Energy Storage Systems)
  • L400 (for PHEVs)
  • L300 (the smallest cell will be used in BEVs with 800-volt systems – that require more cells connected in series)


For big trucks there will also be a much longer L4000 model.


The short blade batteries will be available in different chemistries, such as the cobalt-free chemistries LFP and NMx, but also more energy dense chemistries such as NCM or NCMA.


Finally, SVOLT stated that its L600-NCM “Jelly Battery” will be extremely safe and pass even the puncture test without smoke or fire. SVOLT also claims an energy density of 230 Wh/kg at the battery pack level thanks to the CTP (cell-to-pack) approach, which is impressive.


Summing up SVOLT’s battery strategy:

  • Increase production with localized manufacturing in every major market
  • Standardize prismatic battery cell format
  • All chemistries are made safe enough to be able to adopt the simple CTP approach
  • Support 400 and 800-volt systems
  • Get ready to power not only vehicles but also ESS (Energy Storage Systems)
  • Reach high energy densities



My final thoughts…

I think that SVOLT is on the right track and has a good strategy to at least enter into the world’s top 3 battery makers.

I hope that Guoxuan finally gives up on its pouch cell approach and embraces CTP combined with long prismatic cells.

I want to see BYD adopt CTP in its vast offer of ESS (Energy Storage Systems). Get rid of modules already!

Upcoming European battery cell makers should be taking notes and copy SVOLT’s strategy, instead of wasting resources with multiple prototypes of cylindrical and pouch cells designed to be used in modules. If you arrive late to the party, at least do your homework…



More info:

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.

44 Responses

  1. Pedro Ventura says:

    Do you think that even car like “clio” and “polo” will have something like 60kwh, renault with the 5 is aiming for 400km wltp and i bet will get them with less battery size than zoe, probably 45kwh usable will get them there i think

    • Pedro Lima says:

      For an efficient supermini any total capacity between 50 and 60 kWh will good enough for many years, even 45 kWh usable as you suggest.

      My point is that in most cases we don’t need more than 60 kWh batteries, if we have good public EV charging networks and electric cars that can be charged in less than 20 minutes – thanks to 800-volt systems and silicon-dominant anodes.

      I only suggest 60 kWh instead of 50 kWh, because I think that on a daily basis we only should use 50 % of the total battery capacity (from 20 to 70 %) to increase cycle life, which will leave you with 30 kWh to use.

      • Maximilian Holland says:

        Well said Pedro, and thanks for another great article about this important news.

        We are still at the *very* early days of BEV efficiency; for example, Lucid has just shown it can push the efficiency bar substantially higher from where Tesla Model S is.

        A globally-popular compact vehicle the size of the BYD Dolphin, with many years of continuous learnings ahead, should be able to get well over 400km WLTP from 50 kWh gross. So 50 kWh may seem like “a lot” in a decade from now.

        For the many never-take-roadtrip folks in Asia, and a decent number in Europe, 50 kWh in a highly efficient compact car will be more than enough, especially using LFP or other high depth-of-discharge chemistries (potentially Na-ion). It may even be too much for many folks (a decade from now). After all, even the modest pack in the Wuling Mini is the right sized car/range for plenty of people.

        For some folks who don’t have daily/regular access to an AC charger, and are mostly relying on once-a-week DC-rapids, a slightly larger capacity ~60 kWh might be desirable; since they won’t often be able to charge to 100%, and will on average be running at a lower SOC compared to folks who can top up daily).

        I totally agree that charging speed and charger ubiquity becomes more important than capacity per se, once a BEV has enough capacity for a couple of hours of cruising between charges.

        Some folks might desire for 3+ hours (or more), but they will be outliers vs. the global average driver. E.g. Lucid’s main market for its crazy 830 km range will remain in the US and perhaps for some German autobahn addicts. It’s just not efficient or cost effective to be carrying excess kWh that most folks would never use.

        Will be interesting to see how it plays out.

        • Pedro Lima says:


          Automakers should now focus on increasing charging speed and efficiency. More battery capacity than 50-60 kWh will only useful to people that often use V2G (vehicle-to-grid) capability.

          • NickM says:

            Actually, vehicle-to-home interests me a lot — if need be, I could probably run my house for 2 weeks off a 60kWh battery (might have to forego the video games).

          • Pedro Ventura says:

            100% this, i thought that they would that when they reached 40kwh on super mini, but sooner than later we will be in a “race to the bottom” in terms of battery wheight for example

  2. Benedetto says:

    Fun fact : in Italian “svolta” (turn, change) can also mean a change or a “breakthrough”.

    Ok ok, I know that they got the name from the electric Volt. Still funny to me to hear though.

    More seriously, it would be interesting to know the capacity production of those companies during 2021 compared to their plans for 2025, to see how far they are from their goals.

  3. famlin says:

    @Pedro: I believe you read this

    Global average battery price at pack level stands at $132 / kWh at the end of 2021-11.

    For BEV, its $118 / kWh
    For e-buses in China, its $101 / kWh

    Most likely it should be just $101 / kWh for LFP.

    • Pedro Lima says:

      Thanks for the link.

      Those battery packs could be cheaper if didn’t use modules. That’s partly why BYD has the lowest kWh cost right now.

      • Famlin says:

        I dont know whether their average includes the battery for plugless hybrids and electronic gadgets (fone, laptop, tools, etc). If the plugin hybrids battery cost $337/kWh, then for the plugless, it should be well above $500/kWh since they use only 1,5 kWh in a car. Anyway, lets feel happy that for BEVs its just $118/kWh which means a car with 50 kWh should cost only $5.900 for battery. I wish more automakers start selling such compact crossovers.

  4. famlin says:

    Yes, SVOT has a great plans with their blade battery.

    Still GM/Ford are building plants to make pouch battery.

    BYD sold 8.809 Dolphins in its 4th month, really big # and we can call its new battery/architecture a success.

  5. Maximilian Holland says:

    Great to see this continuing innovation in cell-to-pack approaches, since it improves pack energy density and allows cost reductions.
    Looks like SVolt’s production capacity ambitions are at the right level to support a fast global transition to electromobility. They deserve to do well.

  6. yoyo says:

    Looks like BYD already has 200 GWh already producing or under construction…

    Plus their Fudi Battery unit has three other sites in China with unknown plans and one for the EU ..

    BYD has priced their Dolphin and Han for Spain…
    Dolphin is disappointingly over 30k in Euros…

    • Rok says:

      Chinese will have to be much more aggressive with pricing otherwise there will be no incentive for customers to buy them. For example, Ora Cat (which is a great car by my opinion) does not have enough price difference for higher battery pack that could really make a huge shift on the market. And with such a small trunk I feel its sales will remain marginal. I would much rather buy Cupra Born or Megane TBH

      • Pedro Ventura says:

        No one will buy them unless there’s a good price inventive, like dacia vs renault for example they are crazy of they think that they can sell dolphin for that price

  7. Rodri says:

    If all those cell manufacturers can pull it off they will produce 2.090 GWh for 35 million cars/year (current Chinese market is ~24 million cars/year). Then add LG, Samsung, Panasonic and others. Those are many EVs sold very soon all over the world. EV Volumes expect global sales of 6,4 million EVs this year (BEV + PHEV). Can we expect a disruption in the ICE market?

  8. Famlin says:

    Of the 15.783 plugins sold by Hyundai in 2021-11, 9.100 are Ioniq 5.
    Shows how the new BEV built on EV spec architecture with 800 V motor/battery can sell very well.
    It grabbed the sales from plugins as well. Old Ioniq BEV will be phased out.
    Soon it will grab sales from Kona BEV and other plugins as well.
    Nexo FCV sold 946 vehicles last month.

    Will the old BEVs built on ICE arch will fade away?

  9. Stéphane CNOCKAERT says:

    Do you think that the SVOLT L400 battery (for PHEVs), extremely safe and passing the puncture test without smoke or fire, will attain an energy density of 200 Wh/kg at the battery pack level thanks to the CTP (cell-to-pack) approach ? This means that a battery pack that’s weighing 120 kg that’s storing 24 kWh (gross energy as new) and cycling 3,650 times 18 kWh (usable) will enable a PHEV to feature a 100 km WLTP range in BEV mode, and will be good for 365,000 km (endurance) in BEV mode.

    Do you think that such 24 kWh (gross energy as new) battery pack will be capable of delivering a 144 kW peak power (max duration 6 seconds), from time to time, without overheating ? This implies a “6.0 C” peak discharge rate.

    In case this is true, there will be inexpensive lightweight short-range BEVs selling for 14,000 euros storing 24 kWh (gross energy as new) equipped with a 125 kW (mecha power) electric motor followed by a speed reductor (single gear), permanently hooked on the differential ring, capable of accelerating from 0 to 100 km/h in less than 10 seconds.

    And, basing on this, there will be PHEVs selling for 20.000 – 22,000 euros because of adding a 1,500 cm3 ICE range extender delivering 150 Nm @ 2,000 rpm (33 kW mecha power), followed by a electric starter-generator, followed by some kind of transmission, applying the ICE torque on the differential ring.

    Such transmission can be a 150 Nm mutiplate wet clutch. Then you get a dull Honda Civic i-MMD PHEV.
    Such transmission can be a 150 Nm planetary gearset acting as e-CVT. Then you get a dull Toyota Corolla HSD PHEV.
    Such transmission can be a 150 Nm 2-speed dual-clutch transmission. First gear 2,800 rpm @ 120 km/. Second gear 2,000 rpm @ 120 km/h. This way you get a proper “powershift” downshifter & overdrive.

    The short-range BEVs, and the long-range PHEVs, and the standard-range BEVs get assembled on a same production line.

    The short-range BEVs and long-range PHEVs have their 24 kWh (gross energy as new) battery split in two 6 kWh modules (left and right) 10 cm thick, located under the 1st row seating, plus two 6 kWh modules 10 cm thick, (left and right) located under the 2nd row seating. This way the roof of the short-range BEV and long-range PHEV don’t need to be raised. The roof stay thus at around 146 cm high, same as the VW Golf and Mercedes A-Class.Such kind of electrification causes no aerodynamics penalty.

    Only the long-range PHEVs feature a fuel tank (say 45 liters) located under and behind the 2nd row occupants.

    Only the standard-range BEVs have their 48 kWh or 64 kWh battery, forming a skateboard underneath the whole cabin. The occupants are sitting in a raised position. Consequently, the roof of the car gets raised. The 48 kWh battery skateboard is 10 cm thick, causing the roof of the car to culminate at 156 cm. The 64 kWh battery skateboard is 13 cm thick, causing the roof of the car to culminate at 159 cm.

    The assembly and the maintenance remain simple, because of installing the 125 kW (mecha power) electric motor, speed reductor, and differential, between the rear wheels.This is thus a Rear Wheel Drive automobile. All variants. Short-range BEVs, long-range PHEVs, and standard-range BEVs.

    The assembly and the maintenance of the long-range PHEVs remain simple, because of installing the ICE, the electric starter/generator, and the ICE transmission (multiplate wet clutch, or planetary gearset acting as e-CVT, or 2-speed dual-clutch transmission acting as proper “powershift” downshifter & overdrive), all longitudinal, between the front wheels. As there are no semi-axles at the front wheels, the turn radius of the car is super-short. There is a central longitudinal tunnel in the long-range PHEV, hosting the thin transmission shaft that’s going from the front to the rear, and also hosting the thin exhaust line and silencer. I say “thin” because the ICE is only delivering 33 kW @ 120 km/h, knowing there can be 125 kW (mecha power) straight coming from the electric motor that’s permanently hooked on the differential ring.

    The day all electrified cars will feature a same (standardized) robotized landmower-like recharge (230 VAC single-phase 16 amps), people will quickly and massively purchase short-range BEVs as “daily” cars. Speaking of short-range BEVs, charging on a 3.6 kW charger during 5 hours everyday, allows to drive 100 km everyday. Sometimes, you will charge at home, and at the working place, the same day. This way, you can drive 200 km per day.

    Some time later, the day the old “principal” petrol car causes trouble, people wiil replace it by a long-range PHEV, as new “principal” car.

    Standard-range BEVs will remain dubious.
    You won’t see many people, manually recharging their cars.
    You won’t see many people, wasting time and money, using the so-called “rapid chargers”.

    Please realize that soon or later, there will be a global demographic deflation enforcement. It is consisting in decreasing the human population by 3% every year, everywhere, during 75 year. Now, grab a scientific calculator. Compute 0.97 at the power of 75. You see the result ? This is the only practical way.

    Have a nice day

  10. yoyo says:

    Lots of Battery factory news/summary…
    BYD currently has 91 GWh and expanded by 26 GWh this year…

    13 battery factories on the way for the US and sadly only one will be LFP (NCM fools here)

    The one LFP factory for Tesla?, VW?, Ford? unknown at this time…

  11. Benedetto says:

    Happy new year to everyone!

    @Pedro Lima
    when an article about sodium-ion batteries 😁 ?

    Those seems very promising to me, not mentioning that Sodium is more equally distributed on earth, with the political implications that you can imagine and care about (see? somehow I do care too, for different reasons, mainly because I don’t want to be so dependent from others country for lithium).

    Sodium ion batteries plus solar panels would provide some degree of a good healthy “energetic autarchy” 😁.

    • Pedro Lima says:

      Hi Benedetto.

      I’m also very eager to see developments in sodium-ion batteries.

      I think that this battery technology will have an implementation very similar to LiFePO4. First it’ll be used in renewable energy storage systems, then in electric transportation with the help of module-less battery packs.

      I would like to see a data sheet to know where the technology stands right now.

      A blade battery made with the sodium-ion technology would make electric cars much cheaper to produce than their gas-counterparts.

      • Benedetto says:


        Sadly I don’t know where to find such data sheet, but I’ve watched a pair of YouTube videos that were interesting to me :

      • Pedro Ventura says:


        Did you saw this?

        ahahah, this kind of people is really really trying to fool eu to postpone emission limits, and they are trying hard

        • Pedro Lima says:

          Hi Pedro. I didn’t see it before, thanks.

          Unfortunately, all subsidies to buy EVs go straight to the pockets of automakers and aren’t used to reduce prices. I have been saying this for years, subsidizing private goods is counterproductive. Our policy makers are either morons or just don’t care.

          The most effective way to force automakers to sell affordable EVs is to make it harder to sell polluting cars. Instead of subsidies to buy EVs, we need more taxes on ICE (Internal Combustion Engine) vehicles. Norway is a good example of what works.

          • Benedetto says:

            In Italy in 2022 there won’t be any incentive at all, as for now.

            I don’t know what will happen to the italian EV market, but I am pessimistic.

            Or maybe you are right and the automakers will cut EV prices in Italy.

            Time will tell.

          • Pedro Ventura says:

            fiat centoventi is launching in 2022 or am i wrong?

          • Benedetto says:

            I don’t know but I don’t really think so. I read somewhere that after the fusion (rather absorption) of FCA and PSA they probably redefined their plans.

          • joyko says:

            Hi Pedro,
            Maybe you have already heard of Our Next Energy Michigan start-up. They use LFP which is your field. But what more they demonstrated dual cathod technology and such a battery put into Tesla instead of original battery and achieved double the range (1200km – 90km/h – 200KWh in total). It seems they are serious – former Apple emplyee, financing by BMW, Bill Gates etc. Do you have any idea how such a dual cathod looks like?

          • Pedro Lima says:


            First time I’ve heard of it, thanks for sharing. I’ll look it up.

          • Buutvrij says:

            Hi Pedro, is it correct that there are no new articles lately or am I missing some good stuff?

          • Pedro Lima says:

            Hi, you’re correct.

            I’m now considering to migrate this blog from WordPress to Hugo, to make it leaner, faster and more secure. WordPress is a great blogging platform, but becomes bloated very fast.

  12. Benedetto says:

    LG overtaking CATL?
    Reality or whisful thinking? 🤔

    • Pedro Lima says:

      Now that LG finally decided to invest in the LFP (LiFePO4) technology it might happen. However, I still think that LG needs to move away from pouch cells to long prismatic format – to be used in module-less battery packs.

  13. Benedetto says:

    Hello everyone,

    A random question :

    Does anyone know if there are others LFP battery cars sold in Europe besides Tesla’s?

  14. Benedetto says:

    No more articles since december 2021?

    That’s sad indeed : (

    • Pedro Lima says:

      Don’t worry, I’m still here.

      I’m now planning to migrate the blog from WordPress to a faster platform like Hugo. It’ll take some time converting more than 600 posts to a new format (markdown), but this project will go on.

  15. Famlin says:

    LFP goes to Water. I wish it moves to rails as well.

  16. Famlin says:

    Happy Spring 2022: In 2022, Spring season starts today and this is the time Earth moves to Spring Equinox and this is the time when the daylight starts increasing, snow melts, leaves sprout, flowers bloom, birds start chirping.

    In Assyrian calendar, the New Year starts today and this is Year-6771 and its celebrated in Iran, Iraq, Syria and parts of Turkey. Perhaps this is much better calendar than Gregorian and the Assyrians know about seasons 6771 years ago itself.

    In the automotive front. 
    Cadillac Lyriq: Production starts tomorrow and its the 2nd mass produced GM vehicle built on whole new Ultium Platform.
    Giga Berlin: All permits obtained, production/delivery starts on 22nd.

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