LFP or NCM: what are the differences between these battery types for electric vehicles?

Advantages and disadvantages of NCM and LFP

Today, all electrically powered cars run on lithium batteries. The pioneer that paved the way for this technology? Tesla. In 2008, it introduced the first production car with lithium cells: the Roadster. However, the chemistry used at that time was different: lithium cobalt oxide. As of 2026, most electric cars rely on another type of lithium cell, where the cathode (the positive electrode) is made of nickel, cobalt, and manganese — hence the name NCM.

The major advantage of NCM is its high energy density: more energy can be stored per unit of volume, resulting in a lighter battery. On the downside, nickel and cobalt come at a high cost, both financially and ecologically. Their extraction often leaves significant environmental impact. Overheating can also occur during charging, although this rarely leads to serious issues. According to insurers, firefighting statistics, and various studies, the chance of fire is only 0.03% per electric vehicle — fifty times lower than in cars with combustion engines.

In recent years, more and more car makers have opted for LFP (lithium iron phosphate), especially for compact models and base versions. This type of battery has a slightly lower energy density but is cheaper, even safer in terms of fire risk, and much more environmentally friendly since it does not use manganese or nickel. Its lifespan is also believed to be longer, as it is more resistant to degradation. A drawback is that fast‑charging power often remains limited to around 100 kW. On the other hand, LFP batteries can be charged to 100% without concerns, whereas NCM batteries are best kept below full charge to reduce wear.

Which brands choose LFP?

The list is growing rapidly. Nearly all Chinese carmakers (BYD, MG, Xpeng, Leapmotor) are heavily investing in LFP and are technologically ahead. Smaller models from Stellantis (Opel, Peugeot, Citroën…), Volvo, Smart, and Renault also use LFP. Tesla uses LFP batteries in the Standard Range versions of the Model 3 and Model Y. The Ford Mustang Mach‑E also features LFP in its base version. The same goes for Mercedes‑Benz: the new Mercedes CLA also uses this technology for its entry-level version, albeit with an 800‑volt architecture.

This helps offset the disadvantage of LFP’s lower charging speeds. For example, the CLA 200 can still charge at 200 kW. At Xpeng, charging power reaches over 400 kW, even surpassing some conventional 800‑volt NCM batteries. The G6 and G9 require just 12 minutes to charge from 10% to 80%.

Is there an alternative to lithium?

Extracting lithium often requires large amounts of water and energy. The metal is also relatively scarce, which drives up prices. So, is there an alternative? Yes: sodium. Or at least, in the future.

Sodium is abundant worldwide: oceans contain vast amounts of it, salt lakes are rich in it, and sodium carbonate can be found in many geological formations. Sodium extraction is less energy‑intensive, and the material is much cheaper than lithium. Sodium‑ion batteries also perform better in cold weather than traditional lithium types. They are chemically more stable and almost non‑flammable.

However, there are still disadvantages. Sodium‑ion cells store about 30% less energy per weight on average, meaning less driving range for the same battery capacity compared to modern lithium‑ion batteries. Because of their lower energy density, sodium‑ion batteries are mainly suitable for smaller vehicles.

In China, JAC Motors already has EVs running on sodium‑ion batteries. CATL, the world’s largest battery manufacturer, is expected to begin mass production of sodium‑ion batteries later this year, although it remains unclear whether these will be used in models destined for the European market. By the editorial team of Autonieuws.be