EV Battery overview
Batteries are the key differentiator between the various EV manufacturers. The amount of energy stored in the battery determines the range of the EV, thought to be a major limitation on EV sales.

Consumers tend to worry that an EV with a range of 80 to 250 miles on a single charge would be inconvenient for long trips due to the time it takes to recharge the battery. Commercial batteries need to ensure there is quick recharge and less time between charges
The lithium-ion battery is important because it makes EVs expensive than ICEs. Battery costs per kilowatt-hour (kWh) declined from roughly $1,000 per kWh in 2010 to $227 in 2016
Lithium-ion batteries made up 70 percent of the rechargeable battery market in 2016
BNEF projects that global production capacity for lithium-ion batteries will increase from 103 gigawatt-hours (GWh) in the first quarter of 2017 to 273 GWh by 2021.
The battery manufacturing supply chain has three main parts:

cell manufacturing,

module manufacturing, and

pack assembly.
The smallest, but most important, component of the lithium-ion batteries that power EVs is the

electrochemical cell,

which consists of three major parts: a cathode and an anode separated physically but connected electrically by an electrolyte.
A battery’s discharge results from the diffusion of lithium ions from the anode to the cathode through the electrolyte.
$TSLA Tesla produces its own modules and packs at both its “Gigafactory,” which opened in Nevada in 2017, and at its vehicle assembly plant in Fremont, California.

Tesla’s battery packs use cells from Gigafactory, while cells for the Model S & X are produced by Panasonic
The anode is typically made of graphite, while the electrolyte typically consists of organic carbonate solvents with dissolved lithium salts.
The anode is physically and electronically isolated from the cathode by a separator, often a thin porous plastic film through which the liquid electrolyte permeates.
The cathode has the most variation in its different form. 20 percent of the total cost of a finished lithium-ion battery pack comes from the cell stage of production.
Cells are assembled only as an intermediate good as part of the larger battery assembly process, for insertion into both EV batteries and batteries for other uses. Cells make up 75 percent of the cost of a battery pack, on average.
Multiple cells in a case with terminals attached form a module.
EV battery packs are the final stage of EV battery production. Battery packs consist of battery modules, electrical connections, and cooling equipment. 14 percent of the total cost of a finished lithium-ion battery pack comes from the pack stage of production.
Battery manufacturers design EV battery packs for specific vehicle models and tend to assemble them near the vehicle assembly plant.
Graphite is used in the anode of many EVs.
LG Chem batteries were a common brand of batteries among vehicles sold in the US. LG Chem assembles packs in Michigan and South Korea for Ford, General Motors, and Chrysler using Korean or U.S.-made cells, depending on the model.
Today battery packs cost $10–$12K depending on their capacity. Low battery prices are the key to unlock more affordable, higher volume electric cars.
$TSLA is aiming to reduce the cost of future packs to less than $6,000, which would put the cell cost at well under $100/kWh.
Other Battery manufacturers that supply to EV customers include CATL, Toshiba, Samsung SDI, BYD
In my next thread I will outline the new challengers, $QS, $THCB (Microvast), A123 Systems.

The current leaders are:
CATL $CATL
BYD $BYDDF
Guoxuan
Lishen Battery
AVIC Lithium Battery
Glossary:
1. ICE - Internal Combustion Engine
2. EV - Electric Vehicle
3. BNEF - Bloomberg New Energy Finance

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Energy system models love NETs, particularly for very rapid mitigation scenarios like 1.5C (where the alternative is zero global emissions by 2040)! More problematically, they also like tons of NETs in 2C scenarios where NETs are less essential.
https://t.co/M3ACyD4cv7 2/10


In model world the math is simple: very rapid mitigation is expensive today, particularly once you get outside the power sector, and technological advancement may make later NETs cheaper than near-term mitigation after a point. 3/10

This is, of course, problematic if the aim is to ensure that particular targets (such as well-below 2C) are met; betting that a "backstop" technology that does not exist today at any meaningful scale will save the day is a hell of a moral hazard. 4/10

Many models go completely overboard with CCS, seeing a future resurgence of coal and a large part of global primary energy occurring with carbon capture. For example, here is what the MESSAGE SSP2-1.9 scenario shows: 5/10

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