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OXIS Energy Li-S cells close to achieving 500Wh/kg; targeting 600Wh/kg with solid-state Li-S technology

OXIS Energy has successfully tested its Lithium-sulfur (Li-S) battery cell prototypes at 471Wh/kg and is confident of achieving 500Wh/kg in the next 12 months.

Consistently shipping cells at 400Wh/kg to its clients in Europe, the US and Japan, OXIS is collaborating with major European chemical partners to develop an advanced lithium metal protection mechanism to ensure a significant improvement in the Lithium Sulfur (Li-S) life cycle.


OXIS has also successfully developed a standard Li-S battery module that saves production time and cost. It is the key building block for customer batteries and can be utilized in electric buses, electric trucks, aircraft and marine vessels. Its main features are:

  • Lightweight design: less than 20% of the module is non-cell mass ensuring that the high cell gravimetric energy is harnessed at module level;

  • Modular design: easily scaled into larger batteries;

  • Fire-resistant carbon-fiber enclosure: developed with partners for improved safety;

  • Thermal management: compatible with many cooling solutions;

  • Minimized assembly time.

With demand for its cells increasing two-fold in the next twelve months, OXIS will double its cell production capacity in the UK during 2020. It has already built what is potentially the largest Test Center in Europe for aircraft and vehicle manufacturers to test Li-S cells and battery systems safely.

The OXIS cell technology has already been successfully integrated and ground tested in an aircraft battery system and is scheduled to achieve Technology Readiness Level 9 in flight trials in the US.

To bolster its achievements, OXIS is working with its clients and partners to develop solid-state Li-S technology. Its research scientists believe that they can extend both gravimetric and volumetric energy density towards 600Wh/kg and in excess of 800Wh/L with a significantly extended life cycle. OXIS is extending the research, currently at TRL 2, to hit the target of TRL 4 by 2021.

To support the above technological innovation, OXIS has filed key patents associated with Advanced Lithium Metal Protection (ALMP) and in Solid State Li-S technology.



This is the kind of article I read GCC for. It’s an antidote to all the other dismal news.

Congratulations to the OXIS team, this is an incredible achievement.

Tray Mark

Oxis: 'we aim to double the current cycle life to achieve upwards of 500 cycles.'
This number is still quite low compared to the new B4C-ACF substrate-based battery that could be stably operated for 3,000 cycles with a high coulombic efficiency of 99.24% - as reported here earlier:


Cycle life is still a limitation of these batteries, but keep in mind that 500 cycles for a 500 mile battery is 250,000 miles.

No surprise that these are used in high value aerospace applications. The steady progress is impressive and almost certainly heralds a high water mark that will set new expectations, standards of performance and most importantly, massive additional investment in OXIS and competitors.

Volkswagen and Tesla appear to be expecting similar capacities on their roadmaps within the next few years.

Exciting times.


A standard measure of cost should be $ per kwh per cycle


Agree with GdB; if I re-powered my car with these cells, what would it cost me per-mile before I had to replace them again?


@eci, A 500 mile battery will be about 160 kwh. This is nearly 3 times the size of a typical 60 kwh battery. It will probably be very expensive (and quite large).

An interesting question would be if it is possible to recondition the batteries, or if you restrict the full - empty percentages can you extend the number of cycles.


extended life cycle...
Cycles, capacity remaining and charge rate are important.


“eci, A 500 mile battery will be about 160 kwh. ”

Obviously that depends on the vehicle. The Lightyear One should only need about 67 kWh, a TM3 about 115 kWh and a Chevy Bolt about 123kWh. An Etron should be able to get it done on 220 kWh. Since they are doubling or more the gravimetric density the first three vehicles would actually weigh less. One problem is that they are decreasing volumetric density so without altering the vehicle displacement they would have to compromise the cabin space. They don’t seem to mention price and typically cycle abilities are the challenge for Li S.


I agree that 500 miles is not going to be necessary (or even desirable) for an ordinary car. Cars that get 200+ miles of range are quite capable of replacing gas cars for all in-town driving because you start every day with full fuel. With reasonable charge infrastructure and 100kW + charge speeds, 500+ mile trips a few times a year become viable. I’ve driven from San Diego to Vancouver in my Model S (265 mi range) and from Sarasota FL to Montreal in my Model 3 (315 mi range) It is really quite easy and convenient.

But Rivian has announced 400 mile range for their truck and SUV, and Tesla has announced 500 mile range for the Cybertruck.

So I believe it’s likely that there will be an application for 500+ mile batteries. Tesla just keeps setting the high water mark.

Whether it’s this chemistry or another, who knows? My main point is that the economics of cycle life are not completely intuitive.

I’d love a 3,000 cycle battery. But I’d seriously consider a 500 mile 500 cycle battery that lasted 250k miles, 16 years (15k miles per year).

Especially if the replacement cost falls by 8-10% per year. $30k battery in 2020 becomes $7,901 in 2036 if 8%. Whether or not that replacement is viable probably depends a lot more on the state of the upholstery and ball joints than the engine and controller.


I was amazed at the difference in car longevity when I moved from NY to FLA. My former vehicles graduated from mechanical wear out to skin cancer death via salted roads above 150k miles or so. When I check under our first FLA purchased car I was floored by the difference - it looked like new after 150k miles. Wow! Material science etc. has increased the life of ball and cv joints and seals etc. significantly. Now battery life really is more important.

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