Shawn McEwen’s Post

EVs will require ‘battery passports’ starting in 2027 In early June, news broke that each electric vehicle sold in the EU would have to be equipped with a battery passport 📃 The document will include the battery’s identification number and information about the origin of its raw materials, the carbon footprint of production and transportation, battery type and performance, and recycling details. The data will be accessible via a QR code on the battery. The stated goal of the initiative is to increase transparency and accountability in the EV battery supply chain. Volvo Cars, taking the marketing opportunity, stepped ahead as a pioneer, having introduced a battery passport for its new EX90 SUV, nearly 3 years ahead of the EU regulation. While a battery passport will allow authorities, recyclers, and consumers to better understand the origins and environmental impact of EV batteries, I find it to be a camouflaged EU’s leverage to resist Chinese dominance in EV component manufacturing. As a way to seize control of the component chain, Europe aspires to produce a 100%-European battery meeting the market requirements, including a ‘nordic’ battery for harsh weather performance in northern countries. Great plans, little action, though. I think that dreaming big won’t take us anywhere: the European EV industry is a sort of fiction at the moment. To counterbalance China, we need to grow component chains inside the EU. An outstanding example here is Northvolt, which specialises in lithium-ion technology for EVs. The more companies like these Swedes join the industry in the EU, the better our chances of outweighing rivals and establishing a sustainable European resource-to-roadway battery supply chain. #battery #electricVehicles #EVs #ev

Hey, what about #FossilFuel #passports with barcode scannable at any fuel distribution outlet, also showing; the lot’s identification number and information about the origin of its raw materials, the #carbon footprint of usage, production and transportation, fuel type and performance, and recycling details. I think that would be fair!

President Macron's initiative to scale up electric vehicle production in France aimed at bolstering the industry and curbing emissions faces challenges. European EV manufacturers struggle to compete with Chinese counterparts due to China's dominance in controlling and accessing lower-cost inputs essential for EV manufacturing, such as batteries, nickel, cobalt, rare earths, steel, plastics, and more. However, Tesla's ability to compete stems from its unique position as foremost being a software company and revolutionizing traditional auto manufacturing technology. #ElectricVehicles #Industry #Sustainability https://lnkd.in/dGiNieXe

Better together? For decades, EU carmakers were investing in China by partnering with local companies to access the market. Now the tide is turning as Chinese EV makers seek to make EVs in Europe for European customers. "The student has overcome the teacher," Munoz said. Chinese cars are now "at the same level or even more in terms of quality, in terms of design, in terms of appeal, and in price." Interesting piece by Nikkei Asia Source https://lnkd.in/gY6u7wcZ #IONAXS #CleanMobility #eMobility #ElectricCars  #FutureMobility #Batteries #Automotive  #ElectricVehicles #AutonomousVehicles  #EV #Lithium #Innovation #Sustainability  #Recycling #Future #Energy #Efficiency #Technology #AVEVAI #TomTsogt 🔔👍

I used to be keen on electric cars. but now that I see the supply chain for batteries is dominated (absolutely totally) by china, I am not so sure about battery EVs. plus I am concerned about the full-life-cycle environmental cost of digging up all that lithium and nickel and so on. so unless a new type of battery is invented (solid-state, maybe), I think battery EVs are not the right answer. another player is green hydrogen, because you can run this in engines not so different from the current internal combustion engines, which is probably why Toyota is supporting this technology. I have the feeling lithium-ion battery EVs (the current state of the art) are an intermediate product before a true new technology arises. in the meantime, kudos to china's business model of massive scale-up, which means everybody else instantly becomes a high-cost player, and they can dominate as a cost-leader. (to an extent reliance does this too). I suspect though that they are investing too much in the wrong technology and will be left with a bunch of white elephants. however, industry policy ki jai!

“The 56-year-old founder and chairman of the world’s top electric vehicle (EV) battery-maker Contemporary Amperex Technology Co. Ltd. (CATL) struck an upbeat note in a recent interview with Caixin, saying that construction work on the company’s $3.5 billion U.S. plant with Ford is ‘progressing smoothly’ and that the prospects for EVs in China are ever brighter. However, he also acknowledged the challenges the Fujian province-based giant faces, including regulatory challenges in Europe and the difficulty of commercializing solid-state batteries, a technology that could bring an end to the ‘range anxiety’ that wards off some potential EV buyers. Progress at the Ford Motor Co. plant in Michigan shows the value of the company’s licensing, royalty and service (LRS) business model, under which automakers can produce batteries using know-how and services provided by CATL, Robin Zeng Yuqun told Caixin. Ford first announced the BlueOval Battery Park Michigan plant in February 2023.” “The project quickly encountered problems, including resistance from the Republican chairs of two U.S. House of Representative committees who in July sent a joint letter to Ford CEO Jim Farley seeking more information about the deal. In September last year, a Ford spokesperson said work on the plant would stop ‘until we’re confident about our ability to competitively operate the plant.’ That announcement came soon after the United Auto Workers union began a six-week strike at Ford and other U.S. carmakers. Ford resumed construction on the factory in November, but said it would reduce the plant’s annual production capacity by roughly 43%, which includes delaying $12 billion in spending on battery-powered models. The company said at the time that the date for initial production at the facility remained unchanged at 2026. In recent years, CATL has doubled down on its plans for global dominance with a focus on dominance in Europe” “In October 2019, CATL kicked off construction of its first overseas plant in Germany, which was up and running in December 2022. In August 2022, the firm announced it would build its second overseas factory in Hungary, whose construction is set to be completed in 2025. It has a designed annual production capacity of 100 gigawatt-hours, enough to power more than 1 million cars. The company also signed a deal in November to work with European carmaker Stellantis NV to supply the latter with battery cells and modules for its EVs in Europe. However, CATL’s expansion into Europe faces regulatory challenges. In August 2023, the EU put into force its Batteries Regulation that the European Commission says ‘aim(s) to make batteries sustainable throughout their entire life cycle.’ CATL, which has long dominated its home market, is now closing in on South Korea’s LG to become the No. 1 supplier of EV batteries in markets outside of China.”

With swappable batteries, vehicles can be more affordable, reducing consumers range anxiety and making commercial applications more efficient. Companies like Nio are making strides in battery-swapping networks in China and expanding globally, setting a standard that other automakers might soon follow. Governments, too, have a crucial role to play in fostering this innovation by offering subsidies and encouraging the development of necessary infrastructure. Though challenges remain, the future of EVs with swappable batteries appears promising. #ADAS #Calibrations

After pressing pause Ford Motor Company's $3.5bn Blue Oval battery park would struggle to start production of LFP batteries with partner Contemporary Amperex Technology Co., Limited by the promised 2026. Cobalt and nickel-free LFP made up 30% of all the EV battery capacity deployed onto roads this year and cumulatively since 2016 is now the most widely used - see Adamas Intelligence graph. In China, the cheap and cheerful battery tech, has captured 50% of the market but in the US penetration is in single digits. Virtually all LFP-powered cars sold in the US are Tesla Model 3s. While the rest of the world races ahead US car buyers are left waiting for more affordable EVs, at least until the next Tesla price cut. #EV #LFP #nickel #cobalt #Tesla

🔋 success = #affordable 💲↘️ #innovation 💡🆙 «The rest of the world’s ‘miss’ on batteries is that they prioritised battery chemistry tied to performance, not affordability,” said Bill Russo founder of consultancy Automobility and Chrysler’s former China head. “What we’ve discovered in China is that electrification, and the democratisation of the EV, prioritises consumer affordability. By making it cheaper, China wins.” […] Founded just 12 years ago, CATL has stormed into an industry hitherto controlled by a clutch of American, European, Japanese and Korean carmakers. Under founder Robin Zeng, it has carved out about 37 per cent of the global electric vehicle battery market, supplying brands from Tesla and BMW to Volkswagen and Ford. “New entrants can’t quickly catch up,” said a CATL spokesperson. “We are way ahead in innovation and we have demonstrated the ability to rapidly transfer R&D to mass production.” In one recent example of the Chinese group’s prowess, US carmaker Ford has turned to licensing CATL’s technology and engineering knowhow to build a $3.5bn battery plant in Michigan. BYD, or Build Your Dreams, is no less impressive. Backed by Warren Buffett, Wang Chuanfu’s company has cornered almost 15 per cent of the battery market, powering not only its own fast-growing EV brands but also rival carmakers in China. As the dominant battery forces in the world’s largest EV market and with local supply chains, CATL and BYD have managed to lower the capital costs at their factories to less than $60mn per gigawatt hour of batteries produced, according to Bernstein analysts, against $88mn/GWh for LG and SK, the two biggest Korean groups, and $103mn/GWh for Japan’s Panasonic.» More on Financial Times 👇 Can anyone challenge China’s #EV #battery 🔋dominance? Technology breakthroughs and trade barriers will be needed to take on CATL and BYD By Edward White and Christian Davies in Seoul, Ryan McMorrow in Ningde and Harry Dempsey in London

The The Wall Street Journal shares the news that EX90s from Volvo are being delivered in the EU and US this year with battery passports, powered by Circulor, which show the provenance and material journey information of lithium, cobalt, nickel and graphite.  Andy Leyland, co-founder SC Insights | Intelligent Logistics, rightly comments that “transparency is crucial for supply chains associated with the energy transition, with both consumers and governments wanting to know that materials and components are sourced responsibly.” With market requirements now taking effect in the US and in Europe in 2027, the time for pilots and experiments has passed. All automakers need similar transparency and should start today… #BatteryPassport #Sustainability #EVs #Traceability