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Lyten now producing Lithium-sulfur batteries at greater than 90% yield

Lyten announced it is consistently surpassing 90% yield from its automated battery production line, confirming the manufacturability of its lithium-sulfur battery utilizing a sulfur cathode and lithium metal anode. (Earlier post.)

The lithium-sulfur manufacturing performance has been achieved utilizing standard lithium-ion manufacturing equipment and processes. The conversion of lithium-ion equipment to produce lithium-sulfur batteries in Lyten’s pilot facility required 6 weeks and less than 2% of the total capital cost. The company said that hits confirms its ability to scale rapidly by converting existing Li-ion gigafactories to lithium-sulfur with minimal cost and time.

Lyten now has demonstrated that lithium-sulfur can be built in standard cylindrical and pouch formats, can be scaled to automated manufacturing, and can be done on the same equipment and processes already being used around the globe to manufacture legacy lithium-ion. The result is a significant reduction in the manufacturing scale up risk for a locally sourced, locally manufactured battery that can leapfrog the performance and cost of existing lithium-ion and future solid-state batteries.

—,Dan Cook, Lyten CEO and Co-Founder

Lyten’s lithium-sulfur battery chemistry utilizes no NMP (N-methyl-2-pyrrolidone) in the cathode manufacturing process, eliminating the potential health, safety, and environmental impacts of the highly toxic solvent standard in today’s lithium-ion batteries. Additionally, the lithium-sulfur battery cell has proven to be highly tolerant of metallic contamination, significantly reducing the capital equipment and operational costs associated with preventing metal contamination in today’s leading battery chemistries, namely NMC and LFP.

To achieve mass market adoption, lithium-sulfur must be able to be manufactured at enormous scale and at a price immediately on par or better than today’s already scaled up lithium-ion batteries. The complete elimination of NMP and its ability to tolerate metallic contamination and defects creates a cell that is highly manufacturable. Lower cost production that is better for the environment is a win every way you look at it.<

—Celina Mikolajczak, Chief Battery Technology Officer at Lyten

Lyten’s lithium-sulfur battery contains no nickel, cobalt, manganese, or graphite in the cathode and anode, enabling an entirely locally sourced and manufactured battery. Lyten expects to achieve 98%+ yields at scale and will begin delivering commercial lithium-sulfur cells for non-EV customers in aerospace and government applications in 2024 from its San Jose pilot production facility.

Lyten is executing engineering and design, procuring equipment, and evaluating locations to rapidly scale up lithium-sulfur manufacturing to meet growing interest from EV, trucking, space, aerospace, and government customers.

Lyten is a supermaterial applications company. Lyten’s proprietary processes permanently sequester carbon from methane in the form of 3D Graphene and utilize the tunable supermaterial to develop decarbonizing applications. Lyten is currently developing and commercializing next-generation lithium-sulfur batteries for use in the automotive, aerospace, defense, and other markets; a next-generation polymer composite that can reduce the amount of plastic used by up to half while maintaining structural and impact strength; and next-generation sensors that significantly increase detection sensitivity and selectivity for use in automotive, industrial, health, and supply chain applications.



'The dog that did not bark' for Lyten still remains 'what is the actual gravimetric energy density' of these batteries right now at the pack level?

Their previous release linked above referred to ' Lyten says that its 3D Graphene-based Li-S architecture has the potential to reach a gravimetric energy density of 900 Wh/kg,' which is lovely, but about as informative as saying in reference to any electric car that 'batteries' have the potential to reach blah blah blah, which although true enough, tells nothing about the battery in the car you have bought.

I really, really do hope that these batteries are of reasonable energy density right now, as the bits they do tell us are all great, but in the world of batteries there have been loads of fake plays, where the promoters simply omit a show stoppingly bad metric.


It was Axion that I was thinking of as an egregious example of talking endlessly about favourable stuff, whilst omitting the killer metrics.

I was arguing for the Leaf at the time, whose own battery turned out to have significant flaws due to rushing them out to meet the Messianic goals of Ghosn, but Axion also folded, with their lead carbon technology which was supposed to sweep all before it.

That is far from the only example, with such a notable authority on over egging achievements whilst ignoring defects as Elon Musk saying that he had never encountered such a degree of over selling as in the battery industry.

I remain full of hope for lithium sulphur, but have been bitten several times before.....


Sometimes they will quote energy density by half cell one number for the anode one number for the cathode which is misleading.


“The dog that did not bark'”for Lyten still remains what is the actual gravimetric energy density' of these batteries right now at the pack level?

Probably because you did not look hard enough.
This is a November 14-16, 2023 NASA Presentation:
Not really great, though. On page 10, 3rd party tests show 255 Wh/kg at C/10 ; 210 Wh/kg demonstrated at 1C. Page 12 references a 320 Wh/kg pouch cell.

There are many factors that make Lithium Sulfur a difficult technology. Oxis Energy and Sion Power tried, but failed. It has great potential, possibly some recent breakthroughs will result in a commercial product.


One of the reasons for my partiality for Toyota is that they rarely oversell.

OTOH, they largely achieve that by providing absolutely minimal information about what they are doing!

But really they, and Samsung, are in a different ball game to start ups, who have to promote like mad, and sometimes madly, to attract capital, the more gullible the better, whilst Toyota and Samsung can finance their own development projects without needing speculative capital.

If it sounds too good to be true, it usually is.



I do not take responsibility for presentations which omit critical criteria.
This is perhaps typical of such omissions, as 210Wh/kg at 1C sounds WAY less impressive than 'potentially up to 900Wh/kg' which is what they have presented.

So many thanks for both the research and for so thoroughly demonstrating my point.

The dog is whimpering, not barking.


Sounds OK for low range BEVs, not for aircraft of course, except maybe drones.



From your link:

'P O U C H C E L L S 3 R D PA R T Y T E S T I N G
Produced cells in June for 3rd party cycle testing :6 cells sent to third party
• 255 Wh/kg demonstrated at C/10 ; 210 Wh/kg demonstrated at 1C
• Cells reached a maximum of 110 cycles, and all stopped due to soft shorting issue
• Remaking sample to send this quarter with new binder that is resistant to soft shorts'

!! Just a touch more work needed, it seems, ad 110 cycles is a bit short!


It is true that new companies need to find continuing capital, so they might over promise, that's bound to happen. The people that invest know these things, they have lots of advisors that know the technical details and look into it closely. This is why third party testing and validation is essential, it was not until recently that QuantumScape actually sent their cells out to be tested.


Without actual specifications, is it over glorification by this company.


I used to dig around quite a lot to discover the stuff that I couldn't see in their blurbs.
Now I don't bother, as they have invariably omitted it because it is lousy.

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