The term lithium-ion points to a family of batteries that shares similarities, but the chemistries can vary greatly. Li-cobalt, Li-manganese, NMC and Li-aluminum are similar in that they deliver high capacity and are used in portable applications. Li-phosphate and Li-titanate have lower voltages and have less capacity, but are very durable. These batteries are mainly found in wheeled and stationary uses. Table 1 summarizes the characteristics of major Li-ion batteries.
Chemistry |
Lithium Cobalt Oxide |
Lithium Manganese Oxide |
Lithium Nickel Manganese Oxide |
Lithium Iron Phosphate |
Lithium Nickel Cobalt Aluminum Oxide |
Lithium Titanate Oxide |
Short form |
Li-cobalt |
Li-manganese |
NMC |
Li-phosphate |
Li-aluminum |
Li-titanate |
Abbreviation |
LiCoO2 |
LiMn2O4 |
LiNiMnCoO2 (NMC) |
LiFePO4 |
LiNiCoAlO2 (NCA) |
Li2TiO3 (common) |
Nominal voltage |
3.60V |
3.70V (3.80V) |
3.60V (3.70V) |
3.20, 3.30V |
3.60V |
2.40V |
Full charge |
4.20V |
4.20V |
4.20V (or higher) |
3.65V |
4.20V |
2.85V |
Full discharge |
3.00V |
3.00V |
3.00V |
2.50V |
3.00V |
1.80V |
Minimal voltage |
2.50V |
2.50V |
2.50V |
2.00V |
2.50V |
1.50V (est.) |
Specific Energy |
150–200Wh/kg |
100–150Wh/kg |
150–220Wh/kg |
90–120Wh/kg |
200-260Wh/kg |
70–80Wh/kg |
Charge rate |
0.7–1C (3h) |
0.7–1C (3h) |
0.7–1C (3h) |
1C (3h) |
1C |
1C (5C max) |
Discharge rate |
1C (1h) |
1C, 10C possible |
1–2C |
1C (25C pule) |
1C |
10C possible |
Cycle life (ideal) |
500–1000 |
300–700 |
1000–2000 |
1000–2000 |
500 |
3,000–7,000 |
Thermal runaway |
150°C (higher when empty) |
250°C (higher when empty) |
210°C(higher when empty) |
270°C (safe at full charge) |
150°C (higher when empty) |
One of safest |
Maintenance |
Keep cool; store partially charged; prevent full charge cycles, use moderate charge and discharge currents |
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Packaging (typical) |
18650, prismatic and pouch cell |
prismatic |
18650, prismatic and pouch cell |
26650, prismatic |
18650 |
prismatic |
History |
1991 (Sony) |
1996 |
2008 |
1996 |
1999 |
2008 |
Applications |
Mobile phones, tablets, laptops, cameras |
Power tools, medical devices, powertrains |
E-bikes, medical devices, EVs, industrial |
Stationary with high currents and endurance |
Medical, industrial, |
UPS, EV, solar street lighting |
Comments |
High energy, limited power. Market share has stabilized. |
High power, less capacity; safer than Li-cobalt; often mixed with NMC to improve performance. |
High capacity and high power. Market share is increasing. Also NCM, CMN, MNC, MCN |
Flat discharge voltage, high power low capacity, very safe; elevated self-discharge. |
Highest capacity with moderate power. Similar to Li-cobalt. |
Long life, fast charge, wide temperature range and safe. Low capacity, expensive. |
Experimental and less common lithium-based batteries are not listed. Readings are estimated averages at time of publication. Detailed information on BU-205: Types of Lithium-ion
Last Updated: 15-Jan-2024
Batteries In A Portable World
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On June 10, 2019, Thant Sin Aung wrote:
I would like to get maintenance log sheet for lithium battery.
On November 26, 2018, Dwight Johnson wrote:
ANTIQUE ELECTRIC CAR I own a 1919 Milburn Electric car and would like to purchase lithium LIFePO4 batteries instead of the using the original lead acid batteries. The motor is a 76 volt 33amp DC GE motor from the era. The original system voltage was 84 volts (42 cells in 2 modules or 21 cells each) The manual controller with 12 brass contact fingers is organized as follows : “gear” 1 slowest speed, wheels beginning to turn, most ‘torque’ the motor is energized at 42 volts with the 2 modules in parallel and a resistor in place “Gear” 2 slightly faster and ‘torque’ still required to gain speed The motor is energized at 42 volts with the 2 modules in parallel and less resistance “Gear” 3 medium speed The motor is energized at 84 voltswith the 2 modules in series and even less resistance “Gear” 4 high speed least amount of ‘torque’ The motor is energized at 84 volts with the 2 modules in series and no resistors In “off” mode the lead acid cells were placed in series and the charger provided 84 volts. I have been talking to a lithium cell supplier who is willing to supply sufficient LIFePO4 120amp cells in 2 seperate and equal modules to provide nominally 42 volts each and a BMS for each These modules are recommended to be wired in series only for 84 volts and that they stay that way He does not recommend that they be connected alternately in parallel for 42 volts 240 amps. I am assuming that there is a concern that the 2 lithium ion modules will become out of balance with each other and risk fire and explosion A consistent 84 volt system will not work in this car Any suggestions that would lead to successful usage of lithium cells in 2 equal but separate 42 volt modules? Thank you
On June 24, 2018, Angelica Mendez wrote:
When you refer to the "Chemistry" of the battery on the top row of the table, is that the alloy used for the cathode? Also, I've noticed that in Li-ion batteries, the cathode is labeled as the positive electrode, whereas in diagrams of other batteries, the cathode is labeled as negative. Is this a labeling error, or is that the way it is? Thank you in advance for any clarification you may be able to provide
On May 10, 2018, Mark Kalinowski wrote:
Could someone tell me hoe many Lithium ion cells are in a 3.7 v 1050 MAH 3.885wh battery? Also the number of lithium metal cells? I need this info in order to ship a product with these batteries. Thank you in advance for any help.
On February 27, 2018, CSA_GW wrote:
I would like to see the comparison of these batteries at different temperature down to -40C (and below if possible).
On November 22, 2017, Solo NIng wrote:
I was wondering what would the lattice structure of Lithium Nickel Cobalt Aluminum Oxide (NCA) would look like, similar to how there was a diagram provided for Lithium Manganese Oxide
On August 3, 2017, MR A B LAMBELLE wrote:
I have two 36v 16ah lithium batteries on my electric tricycle. After using the trike, I have always only re-charged one battery, thinking that the other battery would also be re-charged as the power from this second battery has been drawn from it while the first battery was being used to power the trike. Now I have two batteries, one fully charged (but I cannot draw any power from it) the other dead, none of the LED's lighting up. THANK YOU!
On July 24, 2017, Bill Bryans wrote:
Information requested: I want to upgrade by Class B+ Motorhome 2x 6V AGM coach batteries to a 400 Amp/hr LiFePo4 battery based system. The perspective battery manufacturer is being very vague about what their recommended minimum cold temperature points for various % charge should be to avoid damage to the battery pack that would accelerate the normal life cycle decline in charge capacity, or damage a cell to point of failure. They do indicate these batteries can be used below 0C (just not how much below), but not to charge them when below 0C (automatic charger disconnect feature requiring manual reset). My main concern is whether I will have to remove the battery pack during a Canadian winter when it may be in outdoor storage. The battery pack is located inside the coach so I'm not worried about cold weather when using the motor home, just while in storage. We can get winter nights down to -25C (worst case). P.S. I appreciate the tips about not having a full charge on these batteries prior to storage in colder temps.
On March 30, 2017, Ben wrote:
Is this information based on a single cell? I am currently working on a paper and would like to know the potential charge and voltage per cell of the different types of batteries.
On September 5, 2016, Ahsan wrote:
Hi I would like to know the suitable battery to maintain the power of 32W for an year.Can you recommend anyone from the list??The load will vary but will never be on the limits to attain maximum power from the battery.
i have read.