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XALT Energy introduces high-performance lithium titanate cell technology; electric bus applications

XALT Energy has introduced a high-performance Lithium Titanium Oxide (LTO) cell that it says has achieved better cycle life performance over a wider range of operating conditions than any lithium-ion cell ever built.

XALT pairs the LTO anode with an NMC cathode in a prismatic, stacked parallel plate electrode design offering greater reliability, safety, life and fast charge capability. The 60 Ah, 2.2 V cell features high power capability (5C/10C), a wide operating range (-40 °C to +55 °C), low impedance and heat generation, and is capable of a less than 10-minute fast charge.

LTO Chart Revised

These cells combine outstanding fast-charge performance, unparalleled cycle life, long calendar life and the ability to operate over wide temperature ranges. The cells exhibit low, stable impedance which minimize heat generation in aggressive high-rate applications with fast charging capability. They easily fit applications requiring extremely high power-to-energy ratios and where safety is critical.

—Subhash Dhar, XALT CEO


One of the applications for XALT’s LTO chemistry is in the commercial transportation market, specifically in electric buses. XALT’s LTO cell offers the benefit of being able to fast charge without significantly impacting cycle life.


The Li-Ion LTO cells are produced in XALT’s state-of-the-art manufacturing facility in Midland, Michigan. XALT’s flexible manufacturing facility offers a highly automated process where human hands only touch the product during final inspection before packaging. The new cells are currently used in pure electric buses for multiple high rate charges on a daily basis. 



With a very low 76 Wh/kg specific energy, this exceptional battery will probably never make it in extended range BEVs.

Even for e-buses, the 3X to 4X higher weight would be a major handicap.

It could be ideal for fixed applications where safety, very high number of cycles and very long life is important?


1000 wh / (76 wh / kg) = 13.15 kg
13.5 kg x 2.2lbs/kg = 28.9 lbs/kwh

I have a 16 kwh battery bank in my Mitsubishi I-miev

16 kwh x 28.9 lbs/kwh = 463.2 lbs in just batteries

add 100 more lbs for battery management gives 563.2 lbs.

Battery Pack weighs 363 lbs. About a 200 lb. penalty but you get about 60,000 cycles instead of about 6000 to 9000 cycles.

This might be worth the trade off. This kind of battery pack would be good for high quality cars with greater longevity.


A city bus need lots of power with quick recharge, these batteries do that.


This battery for a TESLA S-100 would weight 1315 Kg or 2893 lbs plus another xxx Kg/lbs for casing, ventilation/cooling, mounting hardware, control units, cables etc.

An e-bus with decent range would need at least 3X as much for an extra 5+ tonnes. Could this extra weight be recuperated by removing the diesel engine, transmission, radiator/water pump etc? Four (4) light in wheel e-motors and a light weight aluminum or carbon fiber body may help?


A 3000 pound car carrying 600 pounds of batteries seems acceptable.
A 30,000 pound bus carrying 6000 pounds seems so too.


If they can offer the safety advantages similar to LiFePO4 cells they may be very good for in-house battery storage and many applications where their weight is not an issue.

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