batteries

Waymo’s ambitious plan to turn its batteries into gigantic solar powerbanks

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The electric car industry has been grappling with an elephant in the room for years: what to do with the millions of battery packs that, while no longer useful to power a vehicle, still retain enormous energy capacity. Now, the answer could come with autonomous driving. Waymo has formalized a strategic agreement with the company B2U Storage Solutions to give a “second life” to the spent batteries of their robotaxis, preventing them from ending up directly in recycling plants to convert them into gigantic solar energy storage systems. The paradox of the robotaxi. To understand why this movement is so relevant, you have to understand how an autonomous car ages. As detailed Wall Street Journalthe life of a robotaxi is nothing like that of a private car. While our personal vehicles spend most of the day parked, Waymo vehicles operate as high-use shared assets. In statements to the financial newspaper, Adam Lenz, director of sustainability at Waymo, explained that this high utilization causes its cars to accumulate kilometers at a dizzying rate, forcing the batteries to be removed from commercial service much earlier than usual. According to data from Geotaba consumer electric car loses just 2.3% of battery capacity per year, retaining more than 81% after eight years of use. Robotaxis, however, suffer much more rapid degradation. But just because a battery no longer offers the range needed to safely carry passengers doesn’t mean it’s dead. The new business model seeks to squeeze the residual value of these batteries to use them in stationary applications, avoiding waste and taking advantage of critical materials that have already been manufactured. “Energy sponges.” When Waymo vehicles can no longer perform, B2U removes the batteries, tests their performance, and packages them in large metal cabinets about 2.7 meters high, similar to small shipping containers. Each of these containers houses dozens of units. From there, they function as true “energy sponges” for the electrical grid. During the day, when there is plenty of sun or wind and prices are low, the system absorbs and stores that electricity. It then injects that energy back into the grid during nighttime demand peaks, just when solar production drops. The economic and energy impact is notable. Freeman Hall, CEO of B2U, details that each reused battery can add between $8,000 and $10,000 in electrical value. Additionally, a single storage container has enough capacity to supply an average home for up to three months. Although Waymo has not specified an exact number of units, the goal in the long term it is to deploy “hundreds of megawatt-hours” of capacity, concentrating initial efforts in California and Texas, two states with great dependence and growth in renewable energy. The figures of an unstoppable fleet. As detailed Ars TechnicaWaymo currently operates about 4,000 vehicles, mainly consisting of Jaguar I-Pace with 90 kWh batteries, to which are being added the new “Ojai” models from the Chinese manufacturer Zeekr, equipped with 93 kWh batteries. This fleet makes about 500,000 trips a week, a rate that will only grow: the Wall Street Journal cites Morgan Stanley estimate which predicts that autonomous journeys in the US will go from 15 million in 2025 to 36 million at the end of this year. However, Waymo’s purely “green” narrative has its chiaroscuros, and the specialized press does not ignore them. Ars Technica Enter critical and necessary information: Although the company assures that its electric fleet avoids 530 tons of CO2 every half a million trips, its recent landing in Austin (Texas) together with Uber raised blisters. There, they used mobile generators from the company L-Charge powered by natural gas to recharge the robotaxis, which generated neighborhood complaints about noise and highlighted the logistical difficulties of operating electric vehicles without adequate charging infrastructure. On the other hand, companies like Redwood Materials (backed by Waymo’s own parent company, Alphabet) are also launching their own second-life storage divisions. All this occurs in a context of absolute record: in the first quarter of 2026, the US installed 9.7 GWh of stationary storage, an increase of 32% year-on-year. Beyond the green posturing. In short, this agreement seals a perfect urban circularity. As Adam Lenz reflectsthe same batteries that today transport passengers through their streets, tomorrow will be supporting the local electrical networks of those same communities. However, behind the obvious environmental benefit is a movement of pure business strategy: this is not just green philanthropy. Waymo depends on the electrical grids of the cities where it operates to be stable and robust to be able to keep its fleets operational 24/7. In the age of mass automation, shoring up the electrical grid with batteries from your own retired cars is no longer just an ecological medal; It is a strict necessity of business survival. Image | Daniel Ramirez Xataka | A man ordered a Waymo to go to the airport. When he got there he ran into a problem: the trunk wouldn’t open.

Nissan has been giving a second life to its car batteries for years. In Melilla they use them as an anti-blackout system

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Nissan has once again focused its attention on one of its most unique Spanish projects. And it is that in a recent press releasethe company recovered the case of Melilla as an example of how it is promoting the “second life” of its electric car batteries. The installation It has been operating in the city for several years now.but the project remains one of Nissan’s central arguments to defend that a battery that is no longer useful to power a car still has a lot to contribute to the electrical grid. What exactly is it about? The project is called Second Life and was born from an alliance between Nissan, the energy group Enel (through its Spanish subsidiary Endesa) and the Italian company Loccioni, specialized in measurement and control systems. The idea is to take advantage of Nissan LEAF batteries that have finished their time in the car to set up a stationary energy storage system. According to advertisement When the company itself made the project public, the installation combines 48 used LEAF batteries with 30 new ones, for a total of 78 units. Why Melilla and not another city. Melilla is an unusual case within the electrical system in Spain, since it is isolated, is not connected to the national distribution network and depends entirely on a single thermal power plant operated by Endesa. In other words, if that plant falls, the entire city is left without electricity. And precisely that point makes the city the ideal setting to test backup systems like Nissan’s. How it works in practice. The battery pack acts as an emergency generator. It has a power of 4 MW and a capacity of up to 1.7 MWh of stored energy. If the plant is disconnected, the system can inject electricity into the Melilla grid for about 15 minutes. It may not seem like much, but it is the margin that is considered sufficient to reactivate the plant and restore the supply without the population noticing a prolonged outage. Come on, it serves as a cushion to avoid blackouts and keep the network stable (although it is not shockproof. such problematic blackouts like April 2025). An interesting technical detail. The system does not disassemble the batteries cell by cell. According to explains The company, when each pack is removed from a vehicle, is placed directly into the storage system just as it was mounted in the car. It is a way to reuse the assembly without a complex dismantling process, something that makes reuse cheaper and simpler. Strategy. The brand frames Second Life within its concept of the “4Rs”: reuse, remanufacture, resell and recycle. It is a circular economy logic, since a battery that loses performance in a car still retains a good part of its capacity, sufficient for uses where it is not required as much, such as fixed energy storage. Soufiane Elkhomri, Director of Nissan Energy Services for the AMIEO region, counted Furthermore, the collaboration with Enel allowed them to create “a model for the second life of a battery, which can be applied to many other use cases.” A first step. Melilla is just one piece in a broader commitment than Nissan replicate in other placessuch as the LEAF batteries that support the Fiumicino airport in Rome or some of its facilities in Japan. The idea is interesting, especially in terms of reusing a component as critical as a car battery. It remains to be seen, in any case, to what extent this type of solution becomes widespread as millions of electric vehicle batteries reach the end of their first life in the coming years. Cover image | Christelle Hayek and Giovanni Della Checa In Xataka | A ‘shitty plan’ to save the countryside: Europe turns to manure to tackle the fertilizer crisis

We have hundreds of abandoned silos in Spain. Extremadura has found the perfect technology to convert them into batteries

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There are industrial infrastructures that, when they stop being useful, end up blending into the landscape without making much noise, turned into concrete ghosts. The old grain silos, which for decades were the vibrant heart of the agricultural economy of many towns, are today the best example of this reality in rural Spain. However, the energy transition has brought them a destiny that is as unexpected as it is promising. The region of Extremadura has decided to give a second life to these abandoned giants next to roads and plains, transforming them into enormous facilities to store renewable energy. Silos in batteries. All of this materializes under the THESILO projecta cross-border initiative that has just been officially presented in the small town of Torremocha in Cáceres. There, the City Council has donated a disused silo to house the first experimental pilot that will test this technology in real conditions. The urgency of this essay is better understood when looking at the sector’s figures: over the last year, according to data from Red Eléctrica de España (REE)nearly 10,000 MW of new renewable power were installed in the country. The conflict arises when this enormous production is concentrated at specific times of the day, especially with photovoltaic technology. In very sunny regions like Extremadura, the electrical grid collapses as it cannot absorb all the available energy, causing the dreaded “dumps”: plants that must stop their production because there is nowhere to store the electricity and the energy is wasted. So the solution proposed by THESILO is brilliant in its simplicity: take advantage of these enormous concrete structures to store electrical surpluses in the form of heat. Nordic inspiration. Although visually it may seem like science fiction, this concept already has a solid precedent in northern Europe. In Finland already operates successfully the system Power to Heat (energy to heat) through gigantic “sand batteries”. In the town of Pornainen, a silo filled with 2,000 tonnes of crushed soapstone is capable of storing heat at temperatures of up to 500°C for months, achieving an efficiency of between 85% and 90%. The Extremaduran project It is based on the same principle: When renewable production skyrockets and electricity loses value in the market, that excess energy will be used to power high-efficiency resistors that will generate heat. This heat will be trapped inside the silo using very low-cost granular materials as a storage medium. There is no need to use construction sand; The use of recycled waste from quarries, industrial by-products and demolition materials that resist high temperatures in a stable and economical manner will be investigated. Once stored, the objective is that this heat can be distributed through thermal exchange systems to supply the local agri-food industry, public buildings or homes in the surrounding municipalities. The project, whose execution It is scheduled between January 1, 2026 and December 31, 2028, and is structured around four main axes, ranging from the adaptation of the silos to the analysis of their legal and environmental viability. X-ray of the project. To understand the magnitude of THESILO you have to look at its figures: framed in the European Interreg POCTEP programthe project manages a budget of more than 1.5 million euros, largely supported by FEDER funds. The cross-border consortium is led by the Iberian Center for Research in Energy Storage (CIIAE), which has built a strategic network with Spanish and Portuguese allies such as AGENEX, INTROMAC, ADAI, AreanaTejo, the Polytechnic of Portalegre and ITECONS. An essential union of forces to cover the EUROACE euroregion (Extremadura, Alentejo and Central Portugal), an extensive territory where today 1,050 disused silos await with the potential of becoming the thermal battery network of the future. An impact that crosses borders. Beyond the technological component, the socioeconomic impact is the true driving force of the initiative. The Secretary General of Science, Technology and Innovation, Javier de Francisco Morcillo, stressed during the presentation that the ultimate objective is the “boost of business growth and the revitalization of rural communities.” According to the secretary, Europe demands that the knowledge generated “leads to a transfer of results that results in immediate socioeconomic improvement.” Furthermore, he highlighted the capacity of Extremadura to lead these cross-border funds, recalling that the region has captured between 2021 and 2025 more than double the funds from the Horizon Europe program compared to the 2014-2020 period, according to data from the CDTI. The future involves recycling the past. There are still unknowns to clear up and regulatory procedures to overcome to demonstrate that this model works on a large scale. The Torremocha pilot will be the true test of fire to evaluate how the original structure of the silo responds to high temperatures and certify whether the investment makes sense compared to other solutions that are gaining ground, such as hydraulic pumping or chemical batteries. However, THESILO perfectly summarizes where the energy transition in Europe is headed. Decarbonization cannot depend solely on newly built pharaonic infrastructures; It also requires projects that embrace the circular economy. Reusing already built infrastructure not only reduces costs and avoids new construction, but also brings forgotten giants back to life, attracting investment and employment to areas that have been losing population for years. A demonstration that the solution to tomorrow’s energy challenges may be hidden in plain sight in the towns of rural Spain. Image | Xataka Xataka | Finland has found a cheap way to store energy all winter: a tower of 2,000 tons of sand

Volkswagen has hope to make electric cars cheaper: sodium batteries

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Sodium-ion technology It has been promising for years without ever taking off. Gotion High-Tech, a Chinese company in which Volkswagen is its largest individual shareholder, has just taken the most serious step to date: for its own brand of sodium batteries to have a product ready to be manufactured at scale. An evolution is urgently needed. Lithium-ion batteries They have been dominating for decades the energy storage and mobility sector but they have an underlying problem that more and more companies want to tackle: lithium is a geographically concentrated resource, with fragile supply chains and dependent on a few countries. Sodium, on the other hand, is one of the most abundant elements on the planet. If sodium-ion technology reaches competitive energy densities and can be manufactured on a large scale, the game changes. And that is precisely what Gotion has in mind. Production-ready batteries. At its 15th Global Technology Conference, the company introduced the Gnascent brandwhich groups three versions of sodium-ion battery designed for specific applications, not a single multipurpose cell. The brand already has production lines ready in Tangshan and Hefei, China, and they are on the order of gigawatt-hours. Three versions. Each Gnascent variant targets a different niche: High energy: reaches 261 Wh/kg, 60% more than conventional sodium batteries. It is designed for light electric vehicles and drones for commercial use, where weight is a critical factor. Power: with 162 Wh/kg, it supports discharge at temperatures down to -50 °C. Its target market is commercial vehicles and equipment in extreme cold regions, where the performance of lithium batteries drops dramatically. Energy storage: with 180 Ah per cell and more than 20,000 useful life cycles, it maintains 88% of its capacity at -40 °C. The company claims to have passed penetration tests with 8 mm nails and heating to 400 °C without ignition. It can become a serious option for network installations and industrial use. What your technology is about. Just like account The company, Gnascent is backed by more than 90 patents covering cathode materials (sheet oxides, polyanions and sodium-manganese-iron pyrophosphate), hard carbon anodes and electrolyte additives. On the other hand, its anode-less design reduces material costs while increasing energy density. Who is behind. Gotion High-Tech, founded in 2006 and headquartered in Hefei, has Volkswagen Group as its largest shareholder. At the end of 2025, the company had a cumulative production capacity of 400 GWh and 20 manufacturing bases spread around the world. Just like share According to CarNewsChina, in the Chinese market it is the third supplier of batteries for electric vehicles, only behind CATL and BYD, with a share of 6.6%. Who climbs it first and best?. Gotion is not the only one on this path. CATL and BYD too are accelerating their own sodium ion programswhich points to a broader strategy in which this chemistry is the protagonist and ends up becoming a real alternative to lithium. And now what. For the moment, Gotion wants to enter the large-scale energy storage segment through Gnascent. That is electrical networks, industrial facilities or residential use, complementing with smaller markets such as two-wheeled vehicles. It only remains to be seen if the strategy ends up being given the green light and if more companies choose to consider this option in the near future. Cover image | Gotion High-Tech and Volkswagen In Xataka | Putting pistachio in everything has a limit. Or not: Córdoba already makes batteries with its shells

in Córdoba they even make batteries

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Lithium-ion batteries dominate energy storage, from mobile phones to electric vehicles, but they have a big problem: they depend on materials that are scarce, are expensive and are conflictive from a geopolitical point of view. So science takes years looking for alternatives: with more abundant and cheaper elements like sodium or sulfur. In this scenario, a research team from the University of Córdoba has taken a turn of the screw to an agricultural waste to store energy: the pistachio shell. The invention. The Chemical Institute for Energy and the Environment of the UCO has developed a sulfur-based battery that does not require lithium or critical metals such as cobalt, nickel or copper. The cathode is made with pistachio shell converted into microporous carbon that at room temperature physically traps the sulfur inside, preventing it from dissolving in the electrolyte and degrading with use. This lithium-free battery reaches a specific capacity of approximately 803 mAh·g⁻¹ at 1C and withstands more than 1,000 complete charge and discharge cycles with stability. Compared to a commercial lithium ion battery it is capable of storing up to five times more energy per gram of active material. Why is it important. Because it solves the chronic problem of sodium – sulfur batteries: the shuttle effect, such as concludes this paper on the status of this type of batteries. With use, some of the sulfur dissolves in the internal liquid of the battery, passes to the other electrode and destroys the battery. This phenomenon also causes secondary reactions with the electrolyte that accelerate degradation and drastically reduce the useful life of the battery. Pistachio shell charcoal solves this elegantly: its pores are so small that the sulfur is physically trapped and cannot dissolve or migrate, achieving stability for more than 1,000 cycles. Beyond solving this technical challenge of this type of battery, its relevance lies in the fact that this battery does not need lithium, cobalt, nickel or any other critical metal to function. Sodium and sulfur are abundant resources around the world, making this technology a cleaner, cheaper and scalable alternative to conventional lithium-ion batteries, whose supply chain depends on scarce materials concentrated in very few countries. Context. The dependence on lithium and critical metals is not only a cost problem: it is a strategic vulnerability for Europe. Sodium and potassium are significantly more abundant than lithium, making sodium-sulfur systems more cost-effective and scalable for large-scale grid storage, an urgent need in the context of the global energy transition. Added to this is the agricultural context of the Spanish state: according to the Ministry of Agriculture, Fisheries and Food Spanish, pistachio production in Spain grew by 73% in the last year, also driven by the frosts of 2025 in Turkey and Iran, which devastated a large part of the harvest of the main world producers. Logically, this increase has generated an increasing volume of shells as unused waste. IQUEMA’s work not only proposes an alternative battery, but a circular economy model that transforms this waste into a material of high technological value. How have they done it. The manufacturing process of activated carbon follows a relatively simple synthesis route. From the pistachio shell treated with potassium hydroxide at high temperature, they obtain a carbon with a network of nanometric-sized pores, so small that they physically trap the sulfur molecules and prevent them from dissolving during the operation of the battery. The result is a microporous carbon with oxygen and nitrogen functional groups integrated into its surface, which not only retains sulfur mechanically but also interacts with it chemically, reinforcing the stability of the cathode for more than 1,000 cycles. The research team highlights that the synthesis is simple and scalable, which opens the door to its industrial manufacturing without the need for specialized equipment or difficult-to-access materials. Yes, but. The electrochemical results are tremendously promising, but on a laboratory scale. Sodium-sulfur batteries face to other challenges that this work does not resolve, such as the insulating nature of sulfur and sodium sulfide, the expansion of the volume of the cathode or the formation of metallic sodium dendrites in the anode and that would have to be solved for future commercialization. The practical application of these batteries remains limited by the rapid degradation of capacity and the low conductivity of sulfur and its reduced products. In short: the invention takes an important step, but there is work to be done on the anode and electrolyte before this technology can leave the laboratory. In Xataka | The pistachio has worked an unexpected wonder: generating thousands of jobs in the fields of Castilla-La Mancha In Xataka | The war in Iran is skyrocketing the price of pistachios. And that threatens to take down Dubai chocolate Cover | Theo Crazzolara and Newpowa

Europe feared an apocalypse due to Hormuz. A cocktail of batteries, rain and reactors is saving us in extremis

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The world seems to be burning from all sides and global logistics has gone into panic. We had been holding our breath for weeks before the Third Gulf War, the fear of a crisis identical to that of 2022 has materialized in tangible disasters: airlines like Lufthansa they had to cancel up to 20,000 flights for this summer due to the shortage and extreme rise in aviation fuel prices (jet fuel). However, in the midst of this oil cataclysm, something counterintuitive is happening that defies all predictions. As the expert Javier Blas sharply points out In his recent opinion column for Bloomberg“despite the oil shock due to the Iran war, Europe’s electricity markets are calm.” This is the great anomaly of 2026. Breaking down the phenomenon To understand the miracle, you must first understand the threat. In a normal scenario, the logistical shock that means that 20% of the entire planet’s oil and liquefied natural gas (LNG) cannot pass through the Strait of Hormuz should have shredded European domestic economies. The contagion mechanism has a clear theoretical culprit: the marginalist system of the electricity market. In this model, the most expensive technology that comes in to cover demand (historically, gas) is the one that sets the final price of all electricity. Therefore, if the missiles in Qatar make global gas more expensive, the electricity bill in Madrid, Paris or Berlin should be through the roof. But surprisingly, this time the drive belt has broken. The invisible shield The backbone of this European resistance focuses on what energy analyst Javier Blas defines it as a miscalculation: many continue to look at the market “through a filter focused only on oil that belongs to a bygone era”, when today electricity is the true pulse of the economy. The current shielding is the result of a conjunction of factors that act as a providential recovery. First, the rescue in extremis of French nuclear energy. If in 2022 the French country had dozens of reactors stopped due to cracks and was operating at 30-year lows (less than 21 gigawatts), Today it is injecting between 45 and 55 GWproviding a vital energy base not only for France, but for its neighbors, including Germany. Added to this is the end of the drought. The heavy rains in southern Europe and normal rainfall in the rest of the continent has revived hydropower, the EU’s fourth largest source. But the real protagonist is someone else. Solar energy is breaking records, sinking short-term prices to negative levels on weekends in Germany, or to just 18 cents in Spain. In fact, the “fiscal shield” of the Spanish Government, together with the record deployment of 30 GW of solar and wind energy since 2022, have managed to sink the wholesale market to a low €41.5/MWh, allowing the regulated rate to drop by almost 5% year-on-year. The final piece of this puzzle is provided by a report from the IRENA agency: the miracle of batteries. Its cost has plummeted by 93% since 2010. Today, the combination of solar and wind farms with batteries is already capable of offering uninterrupted electricity at prices that compete head-on with Chinese coal or new global gas plants. The cracks in the shield. Despite this triumphalism, European armor is not titanium; It has significant cracks. Although Javier Blas emphasizes that the post-2022 investments in the electricity grid are bearing fruit, the system hangs by a thread every day when the clock strikes eight in the afternoon. Our “Spanish green shield” has a blind spot: the sunset. As the sun disappears, and as there is still no massive deployment of batteries nationwide, the gas combined cycles have to be turned on to sustain the network, returning tension to prices (with nighttime peaks that in March reached €247/MWh). Furthermore, experts agree that the hydroelectric mattress It will evaporate with the heat of the imminent summer. To this we must add that the French nuclear “miracle” hides some worrying fine print. France has broken its historical record by exporting 92.3 TWh, but it has done so, in part, because its internal consumption is stagnant and they continue to lag enormously behind in electrification. Worse still, in its eagerness to protect the profitability of its pharaonic atomic industry, the Elysée acts as a protective wall: it deliberately blocks interconnections with the Iberian Peninsula to prevent hyper-cheap Spanish solar energy from flooding Europe. Finally, structural problems plague the entire continent. According to platform data Earth40% of European transmission lines are more than 40 years old. They were designed for large fossil plants, not to integrate millions of solar rooftops. Without urgent modernization, the network could become our biggest Achilles heel. The new security doctrine. What this Third Gulf War makes clear is that the ecological transition has mutated. It is no longer a mere question of saving the planet; It is a matter of geopolitical survival. Renewables are being explicitly redefined as “weapons of energy security.” The figures speak for themselves: in the first weeks of the war in Iran alone, the European solar fleet saved more than 110 million euros per day in imported gas costs. This is why the European climate commissioner, Wopke Hoekstra, insists in statements to Euronews that Europe must be “more radical”. This involves accelerating electrification using heat pumps and betting on deep geothermal energy, capable of replacing up to 42% of current fossil generation operating 24 hours a day. War as a catalyst. As Blaise’s central thesis concludesEurope is resisting what many call the worst energy shock in history with an electrical fortitude that was unthinkable four years ago. However, catalysts alone do not guarantee results. Inflation and interest rate increases derived from this same war threaten to make more expensive financing future clean infrastructure. It is clear that we have bought a valuable truce thanks to the rain, the efforts of French nuclear power and the sweat of solar panels. This crisis has impressed upon us a definitive lesson: always It will be infinitely … Read more

Silicon-carbon seems to be the holy grail in batteries. I have spoken to an Honor engineer to verify this

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For years, smartphones have been asked for something that didn’t seem so complicated: that their battery last more than two days. It turns out that it was complicated, and that manufacturers have had to wait for the only technology that, for the moment, makes this possible to mature. This technology is the silicon-carbonand companies like Honor were pioneers in its implementation in commercial phones. He Honor Magic5 Prolaunched in 2023, was the first high-end smartphone to incorporate it. Three years later, the industry trend leaves no room for doubt: –this is the way– that is the way. After the launch of Honor 600at Xataka we have had the opportunity to speak with Lun Lu, one of the engineers in Honor’s battery department. And yes, he told us little things. Just because One of the greatest limitations of the human being has to do with the “what ifs”, followed by a negative consequence. In the case of silicon-carbon batteries, no manufacturer dared to implement them commercially. Until Honor decided to accompany her “what if…” with a positive consequence. I ask Lu when it was clear to them, when they knew it was the right time to make the jump to silicon-carbon. He tells me that a year before, in 2021, they felt that they were ready and were clear that the technology was mature. They began to allocate resources to design the architecture and start talking to their partners for mass production. This is precisely one of the keys that makes the process so slow. The chemistry of these batteriesthe changes that need to be made at the design level, the security measures that its implementation requires… it is a slow and delicate engineering process. And this answers my question why do you think that some of the Western manufacturers (Apple, Google) They are not yet on the boat. But… what exactly are we talking about? We are clear that Honor was the pioneer in introducing silicon-carbon but… what exactly are we talking about? How could we explain to someone who has no idea about technology what these types of batteries are and what they provide? Lu explains it without any complications: we are facing a great advance through which we can introduce batteries with much more energy in the same size. In other words, where certain mAh used to fit, now many more fit. Much more lithium per gram can be stored in silicon-carbon batteries than in traditional batteries, up to ten times more on a theoretical level. In the new Honor 600, without going any further, they have introduced a 6,400mAh battery in a body of only 7.8mm. It is much thinner than most of its direct rivals with 5,000mAh batteries, and in our analysis it has reached three days of use. Yes, but If the path to silicon-carbon was only surrounded by flowers, there would be no doubts about its implementation. But everything has fine print. We asked about the biggest challenges when implementing this technology. And the answer is clear: your safety, without room for discussion. Introducing silicon greatly complicates the internal stability of the cell, since its volumetric expansion when absorbing lithium ions is considerable and The fear of possible fans is present in the industry. Zhua says that designing this type of battery is a challenge, but that the department takes into account each of the limitations and possible problems of this technology with a view to the long term, since Honor knows that the trend in the industry is towards maintaining the same mobile phone for a few years. Another fairly recurring doubt with these batteries has to do with the cycles they support. In recent years, one of the obsessions has been to ensure that traditional batteries do not degrade excessively. after 1,000 cycles (about what we would do in a couple of years of heavy use). Although he does not reveal all his secrets, Lu says that Honor has been researching for years how to alleviate the early degradation of silicon-carbon, optimizing manufacturing processes to keep them to a minimum. The E1 and E2 chips, implemented in the Magic family and responsible for energy management (co-processors that accompany the main CPU), are responsible for controlling charging and discharging in real time, adjusting consumption according to temperature, voltage and use, and trying to improve cold performance. The last big limitation has to do with what Lu considers “a big problem,” and answers my question of how a manufacturer like Honor deals with having to make a device with one battery destined for China and another destined for Europe. The European Union has strict controls and restrictions with battery imports, and this is slowing down the advances that China is developing. “We would like to provide batteries with the most advanced technology and the highest energy density all over the world, but regulations cannot be discussed. What we can do right now is somewhat limited, because regulations are a red line that we cannot cross.” From the bar counter The phone battery is one of the components most subject to bar counter conversations. “Fast charging is bad.” “It is better to charge up to 80%.” “Silicon carbon batteries have almost no silicon.” Claims that are sometimes made without knowing the scientific support that supports them (or not). So I take the opportunity to ask Lu about some recurring myths and the direction in which these batteries are going. To the first question, it makes it quite clear to me that today there is no difference between charge quickly and charge slowly. There is some truth to the myth: uncontrolled fast charging is harmful, but current battery and charger design takes this issue into account. Regarding the famous 80-20% ruleit is something totally proven. There is no problem in charging to 100%, but keeping the battery in this range helps to extend its useful life. It is risky to give specific information on how many cycles we can gain, since it will depend on … Read more

Three decades of innovation in lithium batteries and a 99% drop in price, in an illuminating graph

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The world has been immersed for years in two essential transitions to leave fossil fuels behind: energy and mobility. But for both to be possible, it is an essential requirement that a technology continue to improve and also drop in price: that of batteries, one of the main components of electric cars and the one responsible for storing excess energy in times of energy surpluses, for example in wind and solar energy. And in fact, this is what he has done: In the last 35 years the price of lithium batteries has plummeted 99%. In 1991, a lithium ion battery cost $9,210 per kWh (in constant 2024 dollars). In 2023, that same kilowatt-hour cost $111: we are talking about a drop of almost 99% in almost three decades. To make it tangible, Hannah Ritchie and Pablo Rosado of Our World in Data gives an example applied to car batteries: the battery of a current standard electric car with a range of 350 to 400 kilometers today costs about $5,000. A decade ago the same component would have cost more than $20,000. In 1991, almost $600,000. There is a strategic threshold that we have surpassed recently: 100 dollars/hWh, considered historically the point of economic parity with the internal combustion vehicle, but At the end of 2025 we will already overcome the barrier reaching 84 dollars/kWh. First of all, let’s start with the presentations: the graphics are from Our World in Dataa project of the Global Change Data Lab linked to the University of Oxford. And the primary source is a data series updated by Rupert Way, built on the original work by Ziegler and Trancik and completed with data from BloombergNEF and Avicenne Energy. All data is expressed in constant 2024 dollars. The price of lithium batteries has fallen 99% in 35 years The first graph shows the evolution of the price of lithium ion cells between 1991 and 2024, in constant 2024 dollars per kWh on a logarithmic axis. The line declines continuously and sharply throughout the series of years without any signs of stabilization until ending around $50-60/kWh in 2024. Evolution of the price of lithium ion batteries: 1991 – 2024. Our World in Data The second graph combines price with global accumulated production and uses a double logarithmic scale: it starts from an installed capacity of 130 kWh in 1991 and reaches 3,510 GWh in 2023. That the line remains straight for more than three decades, in two different graphs and with data from different sources, confirms that The price drop is not a coincidence or a streak. It is a stable mathematical pattern that allows you to project where prices will go. This trend is more important than the fall itself. Every time global cumulative production doubles, battery prices have fallen by 19%. Our World in Data This second chart shows that every time global cumulative lithium-ion battery production doubled, the price fell by 19%. That is the learning rate known as Wright’s Law. The learning curve remains stable for more than thirty years, regardless of financial crises, supply problems and even a pandemic. Behind that graph is that enormous jump from the 130 kWh installed in 1991 to 3,510 GWh in 2023. That is 27 million times more capacity in three decades and each doubling along the way led to a 19% reduction in price. With the current rate of installation, these duplications occur in less and less time, which implies that the curve is not going to slow down due to inertia. These graphs do not describe the past: they are a projection of the future. A stable learning rate of 19% per capacity doubling is a planning tool: it helps the industry and its actors to reliably estimate when storage will reach cost thresholds that make the electricity grid viable with high renewable penetration. According to IRENAthe cost of solar energy fell by 90% between 2010 and 2023 following the same logic. That the threshold has fallen below $100/kWh already has consequences: the European Commission estimates that the EU will need between 200 and 600 GWh of storage by 2030 and precisely this trajectory means that Europe will get the bills for its energy transition. However, we cannot lose sight of the fact that the graphs show the average cell price of the different types of lithium ion batteries, which have very different profiles of cost, life cycles or energy density. That doesn’t appear on the graph. Nor that battery cost is not everythingsince it has associated costs, such as installation or replacement. Likewise, it does not touch on the structural risks of the supply chain: lithium, cobalt or nickel are geographically concentrated and vulnerable to geopolitical tensions, such as warns the International Energy Agency. And although they are becoming cheaper, their weight and volume are still a handicap for some scenarios such as aviation or heavy trucks. In Xataka | The last piece of the renewable puzzle now fits: the price of storage batteries has reached its minimum In Xataka | China dominates the world of renewable energy, but it has an Achilles heel: it depends on the West more than it admits Cover | Our World in data

The European Union is very determined that batteries are removable in 2027. And Apple is very determined that they are not

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The European Union has detailed your plan so that phone batteries are removable starting in 2027. A regulation that will arrive in the midst of the greatest revolution in battery capacity in recent years: the democratization of silicon-carbon and the commitment to 100% models eSIM. For years, the industry has abandoned removable batteries for technical reasons. The unibody design has improved water and dust resistance, optimized internal space and increased structural efficiency. It is something that has not been enough for Europe. What’s going to happen. Europe has reconfirmed its plan to make phone batteries be removable by law in 2027. It is a hard blow for many manufacturers, who have been creating a “unibody” design industry for years to improve their resistance to water and dust, as well as a more efficient internal structure (every millimeter inside a smartphone is key). That the batteries have to be removable dynamites the plan that manufacturers have been following for almost a decade, since it is required by law that they be “easily removable.” What does this mean. The novelty in the text has to do, precisely, with what the European Union understands with this concept. The manufacturer will no longer be able to glue the batteries to the plate, something that required them to be removed using a heat gun to remove the adhesive. If a specialized tool is required to remove the battery, it will be provided by the manufacturer itself. The manufacturer will need to include clear instructions on battery removal and replacement. The software will not be able to hinder the process or block phone functions if the replacement has not been done at an official service. Hardware availability must be at least five years. The cost of batteries must be “reasonable and non-discriminatory” in price. Although there are many questions in the air and, as usual, few specificities, what is clear is that starting next year there will be a very powerful change at the industry level. And then, China arrived. China is leading a paradigm shift in smartphone battery technology: the arrival of silicon-carbon. This type of battery allows much higher energy densities in the sizes we already know. Or, in other words, that in the usual batteries we have more capacity than ever. Thanks to China, phone batteries are skyrocketing to cases 10,000mAh. The problem? European restrictions on the transport of high-density batteries are very strict, which is why many of the phones that are marketed in China with enormous batteries end up landing in Europe with noticeably smaller cells. And that, for the consumer, is a problem. Europe moves the industry, but China does not plan to stop. Europe is an important enough market that big technology companies have to completely rethink the hardware of their devices. The best example is Apple, which had to bend to USB-C in all territories of the world due to EU demands. An especially painful move, considering that it was the only manufacturer with its own charging port standard. The mandatory nature of removable batteries will, once again, lead to a change in the industry. But China faces the dilemma between slowing its progress with carbon silicon batteries (something it does not seem willing to do) to give in to European regulations, or assuming the extra cost of manufacturing a model for each region. The latter has been doing so for years and, in fact, pushes some consumers to opt for more complete versions from China. not so fast. Although the headline goes to the return of the removable battery, there is an exception for which manufacturers like Apple have been protecting themselves for years. Commission Communication C/2025/214, which develops and interprets article 11 of Regulation (EU) 2023/1542, contemplates an exit for durability: if the battery retains at least 80% of its capacity after 1,000 charge cycles (or 83% after 500 cycles) and the phone meets an IP protection standard, the manufacturer may be exempt from the requirement for user replacement. It is no coincidence that, two years ago, Apple will double the number of cycles of its batteriesgoing from 500 to 1,000. Thanks to this exception, both Apple and many manufacturers will be able to continue selling a good part of their phones as we know them today. Summing up. The smartphone industry is on the verge of chaotic change. The cheapest mobile phones seem to be forced to give up the unibody design, China has hit a wall to continue innovating in batteries that can leave the country (it is not easy to continue growing sizes and maintain cycle capacity), and the high-end seems that it will be able to escape if it maintains batteries that maintain 80% of their capacity after 1,000 cycles. A soap opera whose ending we still do not know, but for which the manufacturers will have to start writing the next chapter. In Xataka | How to charge your mobile phone to maximize battery life

Ford has been slow to adapt to the electric car, so it is going to start manufacturing batteries for… data centers

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Ford has decided to convert its electric vehicle battery manufacturing capacity into a large-scale energy storage business. The move has its own name: Ford Energy, a new division with $2 billion in investment planned for the next two years and the stated objective of supplying batteries to data centers, electricity companies and large industrial consumers. Because now. The starting point is not exactly ideal for the company. Ford’s electric division accumulated net losses of 11.1 billion dollars only in the fourth quarter of 2025, according to Reuters. For this year, the company expects to continue losing between 4,000 and 4,500 million additional dollars in its electrical and software division. “I think the customer has already spoken,” Ford CEO Jim Farley told investors. With battery factories operating at low capacity and the electric vehicle market in the United States in free fall, especially after the elimination of the $7,500 aid last September, Ford has chosen not to dismantle that infrastructure, but to redirect it. What is Ford Energy and how it will work. The bet is articulated around the Glendale, Kentucky, plant, which will be converted to manufacture energy storage systems at network scale. According to counted Ford late last year, the facility will produce LFP (lithium ferrophosphate) cells and storage modules. The cell technology used is licensed by the Chinese firm CATL, with whom Ford already had agreements on its line of electric vehicles. The plan, according to the company itself, is to have initial operational capacity within 18 months and reach at least 20 GWh of annual production by the end of 2027. In parallel, the BlueOval Battery Park Michigan plant, in Marshall, will continue with its production of LFP cells for Ford’s upcoming midsize electric truck, but will also make lower amperage cells aimed at residential storage. Lisa Drake, the board of directors who heads Ford Energy, explained that the “predominant” business opportunity will be in commercial electric grid customers, with data centers as the second priority and the residential segment as the third leg. Drake also noted that when going out to market to explore demand, it became clear that the technology preferred by customers was precisely the containerized prismatic LFP system, something that Ford could easily manufacture thanks to its licenses. For his part, John Lawler, vice president of Ford, counted In the statement, Ford Energy’s core purpose is to “capture the growing demand for reliable energy storage that reinforces the stability and resilience of the electric grid for utilities and large consumers.” The market you want to conquer. The explosion of artificial intelligence electricity consumption in data centers is skyrocketing on a global scale. The International Energy Agency places the demand for these centers around 945 TWh by 2030approximately 3% of global electricity consumption, with a projected growth of 15% annually. In the United States alone, according to the Battery Council International, this consumption could double to between 400 and 600 TWh on the same date. In that scenario, large-scale energy storage becomes critical infrastructure and Ford, like many other converted manufacturersthey see a great business opportunity. Ford is late, but he is not alone. The problem is that Tesla has a decade of advantage. Its energy storage business deployed 46.7 GWh in 2025 alone, 48% more than the previous year according to TechCrunchand was also more profitable than its own electric car division, with gross margins close to 30% compared to 15% for the automobile. General Motors has also made a move: its joint venture with LG Energy Solution has just invested $70 million to convert its Tennessee plant, south of Nashville, into the production of batteries for storage. The transition, however, is neither easy nor cheap. Switching a factory from nickel chemistry, common in electric car batteries, to LFP can take up to 18 months and cost several hundred million dollars, according to share from Reuters. Added to this is technological dependence on China, which dominates the LFP supply chain, and 35% US tariffs on cathode and anode materials of Chinese origin. What this means in the long term. Just like they count From the middle, although the demand for energy storage in North America is expected to almost double in five years, going from 76 to 125 GWh, that is not enough to absorb the more than 275 GWh of productive capacity that the automobile industry has installed with electric in mind. Storage alleviates the problem, but does not completely solve it. Even so, this same reorientation is what many other car manufacturers have opted for in order to take advantage of their infrastructure and contain losses due to their electric cars, especially in the United States, which is where things are much weaker. Cover image | Hans and ford In Xataka | Australia has a straight highway of 150 kilometers. And to prevent you from falling asleep he has put hobbies on the posters

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