Why lighter batteries can take 10 years to reach market

A new battery concept can take 10 years to reach the market, even when laboratory results look promising. Researchers at the Norwegian University of Science and Technology (NTNU) say the delay reflects the difficulty of making every component work together safely, cheaply and reliably.

Lithium-ion batteries have powered cellphones, laptops and electric vehicles since their commercial introduction in 1991. But they remain heavy, can present a serious fire risk when damaged, and rely on materials including nickel and cobalt, whose extraction creates ethical and environmental concerns. Lithium is also expensive and has a significant environmental footprint.

“When all is said and done, battery development has actually progressed quite rapidly. The first lithium-ion batteries were introduced in 1991 and were the result of 20 to 25 years of intensive research. And this research is still ongoing.”

Testing aluminum and graphite batteries

Svensson and her colleagues build small test batteries from scratch in NTNU’s Department of Materials Science and Engineering. Their current work focuses on batteries using aluminum and graphite, which Svensson says are significantly cheaper than lithium.

The researchers make coin-cell batteries similar in size to those used in a TV remote control. They apply electrode coatings on a small scale, then repeatedly charge and discharge the cells—sometimes up to 1,000 times—before opening them to inspect the internal materials.

Scanning electron microscopy helps reveal whether reaction products have accumulated on the graphite surface. Chemical analysis identifies the bonds and components that formed during operation. The goal is to determine what happens during charging and discharging, and why the battery eventually fails.

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Using aluminum for the anode, however, solves only one part of the problem. The electrolyte between the anode and cathode remains heavy and expensive. Finding a replacement electrolyte that works with the other battery materials is “incredibly difficult,” according to Svensson.

Why battery chemistry is difficult to optimize

A battery’s components must satisfy several requirements at once. An effective anode may work with one electrolyte but fail with a compatible cathode. The final design must also be inexpensive, thermally stable, resistant to fire, lightweight, rechargeable many times, capable of delivering the correct voltage and suitable for large-scale manufacturing.

Researchers combine laboratory trial and error with molecular dynamics (MD) simulations, which model how atoms and molecules move over time. But the models can make only limited predictions. Svensson said researchers still cannot design a complete battery from scratch.

The result is a long development cycle. Vehicle batteries face particularly strict requirements and must undergo years of testing and verification. Third parties must also confirm that a battery lasts as claimed and does not degrade faster than expected.

Sodium-ion batteries are already reaching cars

One alternative that is ready for road use is the sodium-ion battery. Sodium is widely available and found in common products such as table salt and baking soda. Replacing lithium with sodium has progressed relatively quickly, Svensson said, producing a chemistry that resembles lithium-ion but is somewhat heavier.

The first Chinese cars equipped with sodium-ion batteries have already been produced. At SINTEF Energy, senior researcher Fride Vullum-Bruer argues that Norway needs stronger research and industrial support rather than leaving battery development primarily to Asia.

China, South Korea and Japan invested heavily when electric vehicles began gaining momentum, while Vullum-Bruer says funding for energy research in Norway—not only battery research—has declined significantly over the past decade. At the same time, increased competition has spread available funding more thinly.

Norway remains strong in maritime batteries. Its position in shipping, particularly electric ferries, has helped attract production facilities from companies including Siemens Energy and Corvus Energy. Maritime applications can often tolerate heavier, less expensive batteries, unlike sports cars that need rapid acceleration from 0 to 100 km/h (0 to 62 mph).

Different batteries for different applications

Battery development is increasingly focused on specific uses rather than a single universal chemistry. Changing the proportions of cathode materials can alter voltage, energy density, stability and safety. Early lithium-ion cathodes used lithium, cobalt and oxygen (LiCoO₂); adding nickel or manganese produced different performance characteristics.

Vullum-Bruer favors solid-state batteries for electric vehicles. These use solid electrolytes instead of liquid ones. Several Chinese companies have announced plans to mass-produce them, although they will take time to become as widespread as existing battery types.

Lithium iron phosphate (LFP) batteries offer another trade-off. They have slightly lower energy density than nickel-manganese-cobalt (NMC) batteries, meaning they store less energy for a given weight or volume. In exchange, LFP batteries are cheaper and have a significantly longer lifespan.

Vullum-Bruer said lithium-ion batteries may not be the best choice for stationary storage in power plants or solar facilities, or for small, lightweight vehicles with short ranges. Where weight and volume are less restrictive, other technologies can provide safer performance for the specific application.

Gaby Clark holds an MA in English and has worked as a copy editor since 2021, with experience in higher education and health content.

Robert Egan holds a bachelor’s degree in mathematical biology and a master’s degree in creative writing.