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Mid-Nickel",103.5,99.73,3.78,13.78,6.78,[518,519,520,522,524,526,528,530,532,534,536,538],{"date":213,"value":512},{"date":216,"value":513},{"date":219,"value":521},99.19,{"date":222,"value":523},96.02,{"date":225,"value":525},98.23,{"date":467,"value":527},99.24,{"date":329,"value":529},101.29,{"date":339,"value":531},87.61,{"date":341,"value":533},92.44,{"date":344,"value":535},90.96,{"date":347,"value":537},92.24,{"date":350,"value":539},95.09,{"id":541,"uuid":542,"name":543,"slug":544,"full_slug":545,"content":546,"relatedArticles":719,"relatedVideos":720},112473719858672,"c6c5a869-4c8f-49b2-ae26-b996f74cfc60","Electric vehicle recalls: what do they mean for the lithium ion supply chain?","electric-vehicle-recalls-what-do-they-mean-for-the-lithium-ion-supply-chain","article/electric-vehicle-recalls-what-do-they-mean-for-the-lithium-ion-supply-chain",{"_uid":547,"date":548,"tags":549,"editor":550,"content":560,"excerpt":697,"featured":50,"reporter":698,"_editable":702,"component":703,"seo_title":543,"categories":704,"visibility":711,"author_company":49,"featured_image":712,"seo_description":697,"author_full_name":49,"author_job_title":49,"formattedDate":717,"formattedArticleDate":718},"9bb61cb5-6bcb-4949-a43a-6788a9654e41","2020-11-06 00:00",[],[551],{"slug":552,"name":553,"content":554},"matthew-bird","Matthew Bird",{"job_title":555,"image":556,"bio":558,"linkedin":559},"Senior Editor - Supply Chains & Data Visualisation",{"filename":557},"https://a.storyblok.com/f/287943243085208/512x512/14738033ec/matthew-bird.jpeg","Matthew writes, edits and produces content for Benchmark Intelligence and Benchmark Source across the whole mine to grid supply chain. He also acts as a liaison to the press. He has a PhD in electrochemistry from the University of Nottingham.","https://www.linkedin.com/in/birdmatthew/",{"type":561,"content":562},"doc",[563,570,575,580,585,590,595,602,607,612,617,622,627,632,637,642,647,652,657,662,667,672,677,682,687,692],{"type":564,"attrs":565,"content":566},"paragraph",{"textAlign":49},[567],{"text":568,"type":569},"In October BMW and Hyundai Motors were the latest auto OEMs to recall electric vehicles (EV) due to battery safety issues.","text",{"type":564,"attrs":571,"content":572},{"textAlign":49},[573],{"text":574,"type":569},"26,700 plug-in hybrid electric vehicles were affected in BMW’s recall. A BMW spokesperson explained that the issue was not country specific and that it had arisen due to “impurities in the production process of the battery cells.” BMW’s cells are supplied by China’s CATL and South Korea’s Samsung SDI.",{"type":564,"attrs":576,"content":577},{"textAlign":49},[578],{"text":579,"type":569},"As part of Hyundai’s October announcement, it plans to recall 51,000 vehicles in total across Europe, China, and North America. LG Chem, Hyundai’s supplier, stated that faulty cells were not the cause of the fire, but the precise cause has not yet been established.",{"type":564,"attrs":581,"content":582},{"textAlign":49},[583],{"text":584,"type":569},"No auto OEMs are immune to these problems; already this year Ford, Mercedes-Benz, and GM have all had incidents that have led to investigation or recalls. Recalls are also not new to the auto industry, and as EV demand scales up the number of recalls will likely follow.",{"type":564,"attrs":586,"content":587},{"textAlign":49},[588],{"text":589,"type":569},"Nonetheless, OEMs will want to avoid EV recalls and there will be repercussions for the supply chain’s trajectory. EV manufacturers will be aware of the hefty financial and reputational damages they may face for a large-scale recall.",{"type":564,"attrs":591,"content":592},{"textAlign":49},[593],{"text":594,"type":569},"What is notable about these recent recalls are these are in EVs using tier 1 battery cells, which are the highest quality available and in demand from leading OEMs. This illustrates how difficult it is to produce lithium ion cells at scale without quality issues, even for the industry’s leaders.",{"type":596,"attrs":597,"content":599},"heading",{"level":598,"textAlign":49},4,[600],{"text":601,"type":569},"Batteries under the microscope",{"type":564,"attrs":603,"content":604},{"textAlign":49},[605],{"text":606,"type":569},"These recalls all relate to the battery. However, the battery umbrella is a broad term, with issues arising from cell contaminants, faulty battery management systems (BMS), battery modules and wiring issues.",{"type":564,"attrs":608,"content":609},{"textAlign":49},[610],{"text":611,"type":569},"As such there is no one size fits all approach to fix these issues. But some of these problems are easier to fix than others for auto OEMs, depending on the underlying issues. A BMS system issue, for instance, would be more easily identified and rectified than problems relating to a battery cell.",{"type":564,"attrs":613,"content":614},{"textAlign":49},[615],{"text":616,"type":569},"Any issues at a cell level will be of great concern to battery manufacturers and auto OEMs, due to both the costs associated with battery cells and the complexity of supply chains feeding into them. These concerns can have an impact on the uptake in technology – with OEM qualification and warranty requirements potentially affecting the future trajectory of battery cell chemistry.",{"type":564,"attrs":618,"content":619},{"textAlign":49},[620],{"text":621,"type":569},"Cathode chemistry is a determining factor in this, with certain chemistries more prone to thermal runaway than others, with LFP (lithium iron phosphate) cells offering the greater stability and higher nickel NCM (nickel, cathode, manganese) cathodes holding greater risk.",{"type":596,"attrs":623,"content":624},{"level":598,"textAlign":49},[625],{"text":626,"type":569},"Implications for battery technology",{"type":564,"attrs":628,"content":629},{"textAlign":49},[630],{"text":631,"type":569},"The uptake of high nickel NCM cathodes is the major expected trend for electric vehicles over the next decade, with Benchmark’s Lithium forecast showing NCM’s share of the cathode market increasing from 43% in 2020 to 68% in 2025.",{"type":564,"attrs":633,"content":634},{"textAlign":49},[635],{"text":636,"type":569},"In particular, NCM 811 (eight parts nickel, 1 part cobalt, 1 part manganese) cathodes are expected to be the cathode of choice for Western OEMs chasing more energy dense batteries with greater range.",{"type":564,"attrs":638,"content":639},{"textAlign":49},[640],{"text":641,"type":569},"NCM 811 batteries use lower proportions of cobalt than other NCM variants, which offers greater energy density and also reduces the price and supply chain risks associated with cobalt. But as cobalt content is decreased there are implications for cell safety – lower cobalt NCM and NCA variants are more susceptible to life cycle difficulties and other safety issues.",{"type":564,"attrs":643,"content":644},{"textAlign":49},[645],{"text":646,"type":569},"Technological improvements at the cathode and electrolyte level, and effective battery cooling and BMS systems can mitigate some of the additional risks associated with NCM cathodes.",{"type":564,"attrs":648,"content":649},{"textAlign":49},[650],{"text":651,"type":569},"However, safety concerns from auto OEMs and battery manufacturers still linger. In May and August of this year, there were a series of incidents where GAC New Energy Vehicles’ EVs caught fire in China. All three of these vehicles were using CATL’s NCM 811 battery cells in their packs. While GAC New Energy Vehicles and CATL have disputed rumours that this was caused by the NCM 811 cells, it is yet to be established what the root cause was.",{"type":564,"attrs":653,"content":654},{"textAlign":49},[655],{"text":656,"type":569},"With these fairly high-profile incidents associated with NCM 811 cells, there is the risk of delay in adoption of the technology as cautious OEMs limit their uptake, in turn seeing battery manufacturers, fearful of being unable to meet Western OEMs’ warranty requirements, push back their high nickel plans.",{"type":564,"attrs":658,"content":659},{"textAlign":49},[660],{"text":661,"type":569},"For OEMs, the potential consequences of battery faults are seismic. The fallout from Samsung’s Galaxy Note 7 battery problems is the most obvious warning to the electric vehicle industry. Faulty battery cells led to several instances of thermal runaway and phones catching fire, which ultimately cost Samsung in excess of $5 billion – without even taking into account the reputational damages brought about by the episode.",{"type":564,"attrs":663,"content":664},{"textAlign":49},[665],{"text":666,"type":569},"With batteries accounting for such a high proportion of EVs costs, a large scale product recall by an OEM could easily exceed the costs which Samsung experienced.",{"type":596,"attrs":668,"content":669},{"level":598,"textAlign":49},[670],{"text":671,"type":569},"Lithium ion’s three tiers",{"type":564,"attrs":673,"content":674},{"textAlign":49},[675],{"text":676,"type":569},"High quality materials are required to produce high quality cells, and leading Western OEMs will need battery cells from tier 1 battery suppliers to meet their qualification requirements.",{"type":564,"attrs":678,"content":679},{"textAlign":49},[680],{"text":681,"type":569},"While there is currently no shortage in battery production, not all battery tiers are suitable for all OEMs and Benchmark’s Lithium ion Battery Database shows that in 2020, tier 1 production is forecast to be only 54% of global supply.",{"type":564,"attrs":683,"content":684},{"textAlign":49},[685],{"text":686,"type":569},"Earlier this year there were already reports of European OEMs facing battery cell supply shortages. This trend could be further exacerbated by raw material supply shortages, which are likely to develop from 2022/23 onwards.",{"type":564,"attrs":688,"content":689},{"textAlign":49},[690],{"text":691,"type":569},"These bottlenecks will potentially affect Tier 1 battery cell production and ultimately European OEMs’ abilities to meet their electrification targets. In turn, these could be further complicated by any cell safety issues related to NCM 811 cathodes.",{"type":564,"attrs":693,"content":694},{"textAlign":49},[695],{"text":696,"type":569},"While the uptake of NCM 811 continues, any issues with safety – and the wrangling over warranty between automaker and battery manufacturer – could delay moves to NCM 811 cathodes or even lead to changes in cathode chemistry altogether.","In October BMW and Hyundai Motors were the latest auto OEMs to recall electric vehicles (EV) due to battery safety issues. 26,700 plug-in hybrid electric vehicles were affected in BMW’s recall. A BMW spokesperson explained that the issue was not country specific and that it had arisen due to “impurities in the production process of […]",[699],{"slug":552,"name":553,"content":700},{"job_title":555,"image":701,"bio":558,"linkedin":559},{"filename":557},"\u003C!--#storyblok#{\"name\": \"article\", \"space\": \"\", \"uid\": \"9bb61cb5-6bcb-4949-a43a-6788a9654e41\", \"id\": \"\"}-->","article",[705,708],{"slug":706,"name":707},"batteries","Batteries",{"slug":709,"name":710},"ev","EV","private",{"id":49,"alt":713,"name":713,"focus":713,"title":713,"source":713,"filename":714,"copyright":713,"fieldtype":715,"meta_data":716,"is_external_url":51},"","https://a.storyblok.com/f/287943243085208/abafc19b9b/bm-hyundai-kona-electric-july2018-24-exterior-2.jpg","asset",{"alt":713,"title":713,"source":713,"copyright":713},"Nov 06, 2020","6th November 2020",[],[],1780670087954]