largely unscathed). Yet aside from battery cathodes, where automakers are already reducing or replacing cobalt and nickel, there’s a new frontier on the anode side — the negative electrode of a battery — that helps demonstrate what domestic makers are up against: China not only dominates the production of lithium-ion cells, with 79 percent of the global market, and 89 percent of anodes, according to Benchmark Mineral Intelligence.
Whether sourced from the ground or a barrel of oil, battery-bound graphite today must become a world traveler. It’s shipped almost exclusively to Asia for processing. For America’s battery hopefuls, including the GM, Ford, and other gigafactories, the stuff will currently need to return in anode-ready form, a round trip of up to 20,000 miles. Conveniently, Novonix has set up shop a bit closer: In Chattanooga, Tn., not far from VW’s locus of North American EV operations. With the fledgling U.S.
“When we used to talk about the EV space, we’d ask, ‘What does the battery of the future look like?’” Burns says. “The biggest change is, there’s not one answer to that question. “This is all massively complicated,” Srinivasan says. “After 100 years of doing things one way, we’re now saying, ‘Let’s do it a different way.’ It all goes to show that automakers might have anticipated demand. But we’re in early stages, and these struggles are bound to happen.”
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