Enevate Claims Its Battery Can Recharge At 10 C, 5 Minute Recharge Nets 240 Miles

DEC 17 2017 BY MARK KANE 58

Enevate HD-Energy Technology

Enevate Corporation, which we first spotted on the battery start-up radar two years ago (here and here), has announced a breakthrough in battery cells for electric vehicles.  (and yes, we are aware how often we have reported such claims.)

Enevate’s extreme fast charge, silicon-dominant Li-ion battery technology allows EV batteries to be charged in 5 minutes, for a driving range of up to 240 miles (390 km).

According to the Enevate, its new HD-Energy Technology NCM-based cells with silicon-dominant anode are capable of fast charging in just minutes, while meeting automotive requirements for energy density, range, and cost.

The company said that in just 5-minutes a long-range BEV could replenish up to 240 miles (390 km) of range, or or up to 50 miles (80 km) of range with a 60-second charge.

The HD-Energy Technology cells accept up to 10C charging – up to a 75% state-of-charge.

Volumetric energy density is said to be over 750 Wh/L, and those batteries can be charged down to -40°C.

Well, if the prices also are indeed competitive (and longevity/stability of the cells isn’t an issue), we hope that market introduction is just around the corner.

“This new extreme fast charge technology breaks down the barriers to electric vehicle adoption. EVs have been challenged primarily due to their limited range and drivers’ “range anxiety,” long charge times, and high cost. Now, Enevate’s groundbreaking silicon Li-ion battery technology in EV cells (NCM-based) can be charged in 5 minutes at up to a tested 10C charging rate to 75% capacity with uncompromised range and energy densities of over 750 Wh/L, where conventional graphite cells suffer significant degradation with extreme fast charging.

This 5-minute charging allows flow-through charging stations where EV drivers wait just a few minutes to “fill up” just as they would with regular gas stations. In addition, with such short charging times, smaller batteries can be used in some EVs making them much more affordable.”

“Enevate’s HD-Energy battery technology can safely charge and discharge down to -40°C and capture more energy during regenerative braking, extending their range in cold climates. A key safety benefit is that Enevate’s HD-Energy Technology is inherently resistant to lithium-plating during fast charge and also during charging in low temperatures, which is a major challenge for conventional graphite Li-ion cells.”

Founder & Chief Technology Officer Dr. Benjamin Park said:

“The benefits of Enevate’s silicon-dominant HD-Energy Technology enable next-generation features that take EVs to the next level. Extreme fast charges for very short and convenient charging times, higher energy density leading to longer driving ranges, and cold temperature operation with inherent safety advantages make this technology ideal for electric vehicles.”

Lithium-ion battery pioneer Dr. John Goodenough at University of Texas in Austin said few years ago:

“Enevate’s film-based silicon-dominant anode and cell is a truly novel approach and great practical fit for use in EVs addressing the major barriers to EV adoption.”

Enevate’s silicon-dominant EV battery technology features up to 10C charging rates with over 750 Wh/L energy density.

Categories: Battery Tech

Tags: ,

Leave a Reply

58 Comments on "Enevate Claims Its Battery Can Recharge At 10 C, 5 Minute Recharge Nets 240 Miles"

newest oldest most voted

If those numbers hold up they have a kickass battery on their hands!

If the numbers hold up, we’re still not seeing them in EVs for many, many years.

750+ Wh/L and 5 min charging means Samsung and Apple will be all over this for phones and tablets, and will pay $1000/kWh in volumes of around $1B/year.

Once Enevate gets that big, then we have to wait for them (or competitors) to bring the price down to a reasonable premium over the $100/kWh cells from Tesla and LG for any automaker to choose them for even $50k EVs.

But for exotics with $100k batteries? Sure, this could be exciting in the near future.

Battery claims from laboratory to production always remind me of this comic.


As I told my daughter, two data points don’t yield a curve.

Does anyone know what it means when they say that this battery can recharg at 10 C. If that’s ten degrees C thats nothing special. So what does it mean.

The “C” refers to charging rate not temperature. Look it up.

It basically means it charges at a rate of 10 times its Capacity per hour.

At 1C, a battery charges at 1.67% per minute. At 10C, it charges at 16.7% per minute (!). The other consideration is how long the rate can be sustained. Tesla’s batteries hold near peak charging rate (I think 1.5C or so) for less than 50% of the full charge, from what recall. Enevate is claiming they can do 10C up to 75%.

Oh yeah – C is also used for discharge, e.g. 5C from a 10Ah cell means 50 amps current output.

Perhaps this is simpler.
Take the h away from the KWh energy capacity of the battery, multiply by the C rate and you obtain the maximum charging power that the battery can handle.
A 100 KWh battery with a C rate of 10 would be able to charge at 1000 KW.

Haha, that would just about melt all the house wiring everywhere and all the feed transformers on the poles. These numbers as stated are just halucinatory vapourware of promotional department… real world outthere is nor ready for that, perhaps never will be. imho.

I certainly hope this is true, but the history of claims from high-tech battery startups very strongly indicates it’s almost certainly B.S. We have seen claims like this before, and almost without any exception whatsoever they turn out to be wildly exaggerated (in that they don’t mention limits which keep the tech from having any practical use) or even utterly baseless. I’ll certainly be interested in hearing more about this company’s batteries, but if I were to place a bet, I’d bet that they turn out to have no commercial value. For example, perhaps the batteries really can be charged in 5 minutes… but if you do that 10 times, the batteries are worn out. We’ve seen that sort of thing before, several times. * * * * * I’ve posted these relevant quotes before, but for those who haven’t seen them: “The storage battery is, in my opinion, a catchpenny, a sensation, a mechanism for swindling the public by stock companies. The storage battery is one of those peculiar things which appeals to the imagination, and no more perfect thing could be desired by stock swindlers than that very selfsame thing. … Just as soon as a man gets… Read more »

Battery claims are but a walking shadows; poor players, that strut and fret in their hour upon the stage, and then are heard from no more: it is a tale told by an idiot, full of sound and fury, signifying nothing.

You have (slightly) paraphrased one of my favorite quotes. Thank you! 🙂

But it fits.

Overheard at the Furry Convention:

“My tail? Stepped on by an idiot. Now it is neither sound nor furry, it signifies nothing.”

Clearly you are a gentleman and a scholar.

ffbj, I like your line from Macbeth, however I think there are some merits to the claims Enevate is making. Fiska is full of bull dookie, but this one I think is real. I think there are a lot of technical details that has to be explained and I think they will be. I’d like to see a demonstration of a working prototype in a month or two.

That could be true, but I doubt it.

Yeah, that.

Why doesn’t​ insideevs cover companies like Ionic materials?


When it comes to battery breakthroughs I’m from Missouri.

I hope they send a single copy with all needed caveats to Tesla for testing. 😀

I think Tesla already has a battery breakthrough and are not saying much at this point. The new roadster an Unheard of 620 miles Range & the semi 500 miles range Fully loaded ?? Sounds like “Tesla & John Goodenough” have quietly been accomplishing some “Big Battery Breakthroughs” , as we speak .

I was thinking exactly the same.
There is a breakthrough behind roadster and semi. With a 5% improvement per year each (no breakthrough scenario), the 200 kWh battery pack will be achieved around 2030. Since the roadster is planed for 2020, the battery technology is 10 years ahead !
But maybe Tesla timeline is a bit optimistic.

I know its boring to have details, but the only TWO KEY parameters I want to know (they already said it can work when really cold), is

1). What is the ESR of the cell (given as an absolute resistance, or % heat dissipation, as compared to the charging power while charging at 10C?

2). What is the maximum temperature the battery case may be allowed to run at while charging at a 10C rate, and does this heat have to be removed during/after charging is completed to prevent shortening the life of the battery?

My BOLT ev, charging at 1/10th C, needs 67.77 kwh from the powerline, and at this rate, it is rather efficient.

Even if the efficiency of this new battery is the same, (and that would be a real technology advance if it were), a 240 mile charge at 10C would be around 600 kw, all other things being equal.

The on-board air conditioner wouldn’t be big enough to remove the heat, unless the battery could just sit there and ‘take it’.

But then, as I say, these releases never seem to be released by serious people.

(⌐■_■) Trollnonymous

The other question is, how many times can it charge at 10C?

If you can only charge at 10C 20 times then fogetttaboutit…..

“and longevity/stability of the cells isn’t an issue” … that’s the billion dollar catch.

How many cycles was this “battery breakthrough” tested at and what was the coulombic efficiency? It seems to be left out of the announcement. They could have all the stats indicated in this article and the battery could self destruct within 40 cycles. If I recall correctly from other “battery breakthrough” announcements, silicon anodes offer large energy density but no one had solved the problem of “swelling” causing the anode’s destruction.

Battery breakthrough announcements always (99.9%) leave out some important facts. This one left out cycles tested and the coulombic efficiency, aka did the battery self destruct after 40 cycles or did it last 500 cycles while maintaining 99% of it’s original capacity. Many labs over the last 10 years have been able to achieve amazing results in some of these areas, but none? have been able to achieve amazing results in all the areas.

Any battery announcement should include
C-Rate charging / discharging
Cycles tested and at what C-rate
Coulombic efficiency
Energy density
Energy volume
Stage of development (lab, pre-prod, prod)
Operating temperature range

Did I miss any?

In two years they haven’t made much progress. The cold temperature has gone from -20 degrees Celsius to -40 degrees Celsius, and the charge rate has gone from 4 C to 10 C.

Their website:
shows a horrible Coulombic efficiency of 90%, with the anode alone at 93%. Maybe they haven’t updated recently, but that’s not even close to good enough.

I’m not worried that much about Coulombic efficiency (if they say its 90%, well, ok), as long as the ESR is fairly low. But I haven’t seen any mention of it at all. But then if the CE is 90% that means 10% of the entire charge ends up in heat to start with and then it goes downhill from there; – so then what is the ESR besides that?

No, if the efficiency is 90% then you can assume that roughly 10% shows up as heat. That would be fine. If the coulombic efficiency is 90% that means that 10% of the electrons you put in disappeared. Where do they go? Mostly into side reactions that may destroy the battery. In a lead acid cell that might mean you need to add water, but in lithium ion cells it is usually something worse.

Uh, chief: My Billing Meter on the back of my house doesn’t discriminate between useful electrons and lost electrons in the battery. The lost ones accomplish absolutely nothing, therefore since there is a potential difference going in the lost electrons show up as a 100% loss – being manifested as heat. As I mentioned ESR adds to that loss going forward.


Your terminology is sloppy. If 10 electrons enter the battery, 10 electrons have to leave for the SIMPLE reason that most batteries I’ve seen in my lifetime only have a Plus and a Minus. The 10 electrons going in are replaced by 10 electrons coming out. The fact that they don’t do anything productive inside the battery doesn’t change this basic reality.

Exactly,Rich. No ? is worth much if it doesn’t last long. My Li cells in my ’13 leaf with 28k miles still charge a full 12 bars. Show me =/better with the same cost and quicker charge and u have my attention.

With batteries, it’s always what they don’t tell you that’s the weak area.

No mention of longevity.
“Competitive” cost, which is marketing speak for “more expensive”.

Silicon anodes may not have a lot of cycles.

Yawn. This is a non-story until they have it in an EV that can beat SparkEV’s charging rate. Until then, SparkEV’s batteries (LG and A123) reign supreme as the quickest charging EV batteries in the world.

I wonder if they send test cells? I can’t test at my lab, as it’s in boxes due to moving – but I can see if I can buy one test cell, and send it to the university for testing. They have all they need to perform a series of tests.

tesla’s model 3 batteries are 731 wh/L

run the numbers

tesla NCA chemistry is at 240- 260 wh/kg

Plot it on this companies chart and it’s about in the middle.

Then ask yourself:

Why would Tesla be interested??

I suppose this company could send a sample to Telsa for testing.

Tesla would be interested because their cells charge no were near 10C. Also a company like this has probably already sent cells to GM’s battery lab, VW and Toyota, Mercedes. They would want to deal with a company with some financial backing.

IF they solved the battery degradation everyone else was experiencing with silicon, I agree they would have sent it to 3rd party labs for verification and then shared those results with the major automakers. If they haven’t solved the degradation problem, they’re probably trying to generate hype for another round of investment to keep them afloat while they try to solve this Major issue.

Exactly. More to the point, they’d be announcing sales contracts with phone and tablet makers, not trolling for investor dollars with 10-year-away EV fantasies.

They claim to retain 85% of capacity after 1000 cycles at 0.5C and 90%+ after 500 cycles at 4C. So that’s encouraging:


If it’s good enough for Dr. John Goodenough, then it is good enough for me.

The technological and economic obstacle course between the lab bench and the market is truly astonishing, especially for something that has to perform under the conditions of use, longevity, cost, climate, etc. that an EV battery will experience.

While I have virtually no trust in any one claim from a corporation or university saying they’ve made a Big Battery Breakthrough, I am highly confident that someone, somewhere will deliver a BBB. The economic rewards for doing so right now are almost beyond the dreams of avarice. EVs and renewable electricity storage/dispatching alone are big enough to guarantee that enough really smart people funded by enough money will chase this problem and eventually deliver a major breakthrough.

I just wish they would hurry the **** up.

Have they protected this ‘breakthrough’ battery with any patent filings?

If not, then they really haven’t got anything novel, or else they’re just foolish.

They claim they have patents. That doesn’t really mean much. Patents often have no use other that to extract funds from investors.

Available at an EEstor near you.

I’ll believe it when I see it


But I kind of think there are more super dream battery ideas out there then EV car models.

Personally if they could make existing EV batteries say 30% better that would make gas cars die out over night.

A quick guide on how to smell the rat.
Let us break down what we see/read.
The cell is 11.2 Ah
Charging/discharging at 10C give 112A continuous current.
Tabs seem to be <20mm wide. Normal thickness of such for pouch cell is 0.2mm.
So our electrical conductor is of 4mm2 diameter.
For copper to carry 112A recommended diameter is 9mm2. How about aluminum?
It won't blow the "fuse" but will definitely heat it up.
If you want to go deeper you have to consider increase of the resistance on the junction between tab and stack of copper/aluminum sheets.
Moreover, the electrodes foil thickness has to increase to carry much higher currents as well.

On the photo stands 17 Ah, that’s 175A at a 10C charging rate

Oh cr*p!
I took another cell from Enevate for making the point (which in case of 17Ah makes it even stronger). BUT!
Here it is:
Look at the tabs lighting! They are identical between 11.2 and 17 Ah!
Photoshop-ion bust!

Relax. The people that care about what these cells can do aren’t on this site. I’m sure the auto manufactures aren’t looking at pictures on the web to see if their claims are true or not.

The other thing they dont tell you is that the charge cable is 6 inches thick and requires a hoist so you can use it 🙂

Instead of a cable, use a rail.

Batteries are already good enough for good enough EV experience. Just need to get the cost down. Which is happening every year.

My drive cycle, due to mostly working from the home office, went from 18k miles per year to 9k miles. A > 200mi trip is rare. For people like me, 10C charging is not needed. My little 40-amp EVSE is plenty.

Not a Hoist! It is a Big Plug….You Just Drive Into It!

I have a battery that will charge from 0% to 100% in 5 minutes. It has a volumetric energy density of 1000Wh per liter and gravimetric energy density of 1000Wh per kilogram. It uses special solid-state quantum vacuum gravimetric field displacement drive particles to achieve this. I will have them for sale in 15 years. If you buy them… I will throw in the Golden Gate bridge, and some ocean front property in Arazona.