7. SO CHINA’S IN POLE POSITION?
Yes, in almost every aspect.
China is responsible for about 80 per cent of the chemical refining that converts lithium, cobalt and other raw materials into battery ingredients, though the metals themselves are largely mined in Australia, the Democratic Republic of Congo and Chile.
China also dominates processing capacity across four key battery components (cathodes, anodes, electrolyte solutions and separators), with more than half of the world’s commissioned capacity for each, BNEF data shows.
The nation faces a challenge when it comes to advanced semiconductor design and software, components that are increasingly important as cars become more intelligent.
Less than 5 per cent of automotive chips are made in China, according to the China Association of Automobile Manufacturers.
8. IS COST THE ONLY HURDLE?
There is still an issue with driving range.
While the most-expensive EVs can travel 644km or more before a top up, consumers considering mainstream models remain anxious about how often they will need to recharge.
Automakers and governments have become directly involved in the roll-out of public recharging infrastructure for drivers on the road.
However, most recharging is expected to take place at home, and that means another cost for consumers.
While the average price of a home-charging kit has fallen 18 per cent since 2017 to about US$650, some top-of-the-line bi-directional chargers (which let you send energy from the vehicle to the home or grid), cost more than US$6,000.
Installation costs in the US can run from as little as US$400 to more than US$3,300.
9. WHAT’S AROUND THE CORNER?
Most keenly anticipated is the arrival of solid-state batteries, which promise a huge performance upgrade by replacing the flammable liquids that enable charging and discharging with ceramic, glass or polymers.
QuantumScape says it has innovations in that field to increase a car’s range by as much as 50 per cent and the technology could be deployed in vehicles at dealerships as soon as 2026.
Another industry focus is modifying anodes – typically made using graphite – to add more silicon, or by using lithium metal.
That would likely make it viable to power smaller aircraft.
Storing renewable power with utility-scale batteries for days or weeks, rather than hours at present, is also a key challenge.
Form Energy is developing iron-air batteries that it says could enable entirely carbon-free grids.
CATL and others are also working on plans to substitute lithium, or combine it with, far cheaper sodium-ion technology for some niche applications.
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