Total Installed Plug-In Battery Capacity By Cell Supplier To Date – Graph

Tesla Panasonic Show stand

DEC 25 2016 BY MARK KANE 13

EV-volumes has sent its subscribers a special Christmas battery report, and according to the sales data, a total of  ~48,450 MWh worth of battery capacity has been installed in plug-in cars to date.

New high Density NMC Stack From 60 kWh Battery Pack (photo courtesy of Daily Kanban)

New high Density NMC Stack From Nissan’s 60 kWh battery back … that the company is totally not going to be debuting soon

EV-volumes breaks down the numbers even further, showing that four different lithium-ion chemistries haven taken the majority of the market:

NCA (high energy dense cells produced mainly by Panasonic for Tesla), NMC (various brands around the world), LFP (mostly Chinese plug-ins) and LMO (mostly Nissan & Mitsubishi).

Installed capacity by battery chemistry:

  • NCA – 14,810 MWh
  • NMC – 12,990 MWh
  • LFP – 9,528 MWh
  • LMO – 8,682 MWh
  • LTO – 745 MWh
  • Lead Acid – 243 MWh
  • LMP – 217 MWh

And here is great comparison between suppliers (big props to Jose Pontes at EV-Volume for the effort):

Installed capacity by battery supplier (source: EV-volumes)

Installed capacity by battery supplier (source: EV-volumes)

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13 Comments on "Total Installed Plug-In Battery Capacity By Cell Supplier To Date – Graph"

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AESC is Nissan, right? I didn’t think they were quite so big, but of course the Leaf has been with us for quite some time and it sold in respectable quantities.

A YoY analysis would probably look different.

Nice graph and breakdown!

Decoder Chart
Lithium manganese oxide LiMn2O4 IMR LMO Li-manganese
Lithium manganese nickel LiNiMnCoO2 INR NMC —
Lithium nickel cobalt aluminum oxide LiNiCoAlO2 — NCA Li-aluminum
Lithium nickel cobalt oxide LiNiCoO2 — NCO —
Lithium cobalt oxide LiCoO2 ICR LCO Li-cobalt
Lithium iron phosphate LiFePO4 IFR LFP Li-phosphate

Don’t forget LTO -Lithium titinate.(not sure about spelling) These are low voltage and low density, but very fast charge rate and long cycle life. Some buses are using these. If there was a breakthrough in energy density with this chemistry, we’d have a superior battery. I don’t see this happening though. It’s similar to LFP – they seem to be at or near their limits now.

LTO is an anode material, rather heavy and the battery voltage (and energy density) is lower when compared to graphite anode technology. These disadvantages result in high cost for Lithium-ion batteries with LTO anode. LTO based cells would be more expensive in $/kWh than cells with graphite anode even if the LTO was available for free. Thus, this will remain a niche market for buses that recharge at every stop (which is expensive in terms of infrastructure) and some short term super high power applications.

Excellent! Thanks so much.

Thanks. What is LMP?

Panasonic is yuuuuuge. How much of that 31% marketshare, is Tesla directly involved with?

Not all of Panasonic’s cells end up in cars– I have Panasonic 18650’s in my Green Works Lawn Mower.

The article says the figures are specific to plug-in cars. Of course, these battery makers and others make many other types of batteries that are not included.

Tesla is the vast bulk of Panasonic’s plug-in battery sales so far, I’m sure. Toyota’s plug-in Prius also used Panasonic batteries IINM, but volume so far on those is minuscule compared to Tesla because the Gen 1 Plug-in Prius had a very small battery, and the Prime has barely started sales.

I’m curious how the volume of batteries supplied for the non-plug-in Prius compare to these figures. Maybe I’ll crunch some numbers and report back.

Roughly 5.7 million Priuses sold. The vast bulk had about 1.3 kwh batteries. Makes 7.41 million kwh of batteries sold, or 7,4100 Mwh, or 7.41 gigawatt hours, mostly of nickle-metal hydride batteries in the 2004-2015 model years. Unless my math is off which is always a possibility.

I’m surprised CATL is only at one percent.