Rimac Does Not Want to Reveal How They Produce or Assemble Batteries for Their Cars

If you want to be transparent in your business and not get upset on social media when someone points this out, you should respond to journalistic inquiries when they arrive. However, many companies find it very difficult to respond to inquiries, a challenge that almost all journalists have encountered. Such companies include all of Mate Rimac’s businesses. Mate Rimac, along with his companies and cars, generally divides society into two sides – those who support him in everything he does and those who doubt everything he does.

After Rimac Technology, the manufacturer of electric drive systems and battery systems for cars, recently announced that it has formed a new partnership with the BMW Group to develop and produce battery systems, we sent an inquiry about how all those batteries for Neveras and future BMWs are assembled and produced, as such information has never been provided by Rimac before.

The questions sent were not particularly complicated and there were not many of them, so we can list them right away: What is needed to produce one EV battery? What ores, minerals, and how much of each is needed for one battery? Where does your company source these raw materials and what are the prices of these raw materials for one battery? Do you at Rimac produce the entire battery from start to finish and what does that process look like? How long does it take to produce one EV battery? What are the high-voltage battery systems that will be used in future generations of BMW models? What is the difference between such a system and a classic EV battery?

We truly believe that these questions were not, as one of our defectors would say,’sneaky’, but rather classic questions to help compile a text about battery production at Rimac’s campus.

However, after nearly two months of waiting and sending several emails, we received a rejection from Rimac’s company, which seems to not want to be transparent. Given that the same company recently announced the most technically advanced battery for the electrical grid, we thought it was important to find out how all these batteries are produced, if they are produced domestically.

How Others Produce Them

Generally, the process of producing batteries for electric cars can vary depending on the battery technology, but here is a general idea of how lithium-ion batteries, which are the most commonly used in electric vehicles, are produced. First, it is necessary to produce cathodes. This involves mixing lithium compounds (such as lithium cobalt oxide) with other materials like nickel, manganese, and aluminum to achieve certain performance and stability. Then, anodes are made, which are usually made of graphite. The process involves applying a thin layer of graphite to a metal foil. Next comes the electrolyte, which is an important part of the battery as it allows the transfer of lithium ions between the cathode and anode.

The electrolyte is usually made from organic or inorganic salts. There is also a separator used to prevent contact between the cathode and anode, which can cause a short circuit. Separators are often made from porous polymers. After that, assembly begins. The cathode, anode, and separator are assembled in layers to form a ‘sandwich’ structure. These layers are usually wound or stacked to create battery cells. After that, each cell is tested to ensure reliability and performance. This is where the balancing of battery capacities is done, so that all cells in the battery have approximately the same capacity. After testing, the battery cells are packaged in a housing along with control electronics, cooling (if necessary), and other components needed for safe and efficient use in the vehicle.

As for prices, they can vary depending on factors such as battery size, battery technology, manufacturer, quantity of ordered batteries, etc. Prices for lithium-ion batteries for electric cars typically range from a few thousand to tens of thousands of dollars per battery, depending on capacity and specifications.

Regarding the minerals and metals used in batteries, their number can also vary depending on the specific formulation of the battery, but the main minerals involved in the production of lithium-ion batteries are lithium oxide, graphite, lithium salts such as hexafluorophosphate, as well as aluminum, nickel, and manganese.

How Much of What?

The exact number of minerals needed to produce one lithium-ion battery can vary depending on the battery’s capacity, specific battery technology, and design, but here are some approximate estimates based on average values:

Lithium oxide (cathode): Depending on the battery’s capacity, lithium oxide makes up a significant portion of the cathode. For example, for an average battery with a capacity of 60 kWh, about 10-15 kg of lithium oxide may be needed.

Graphite (anode): Graphite is used for the anode and usually makes up a smaller part of the total mass of the battery. For the same 60 kWh capacity battery, about 0.5-1 kg of graphite might be needed.

Electrolyte: The electrolyte is used in relatively small quantities in the battery, usually in solution form. For a 60 kWh battery, several hundred grams of electrolyte may be needed.

Aluminum and nickel (additional materials in the cathode): These materials are used in smaller quantities in the cathode but are still essential. For a 60 kWh capacity battery, several hundred grams of aluminum and nickel together may be needed.

All of this is internet estimates that are likely complex ‘off the cuff’. If Rimac had responded, we would have accurate data and at least approximate prices, and we would know how batteries are produced in Croatia. However, someone clearly does not want that to be known.