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We all know how expensive cars are in Singapore. So when we\u2019re in the market to buy one, it\u2019s only natural to mull over every little detail to make sure that the 6-figures we\u2019re spending don\u2019t go to waste. This is especially true for EVs \u2013 these vehicles feature cutting-edge automotive tech, so there\u2019s a whole host of other factors to consider, especially compared to conventional ICE vehicles.<\/p>\n
One of those factors is the battery. Some of the considerations you might think of are range, capacity and charging, but they\u2019re all influenced, at least in part, by the type of battery an EV uses and how it\u2019s implemented.<\/p>\n
Which is why we\u2019ve written this guide to help you understand that. We\u2019ll go through some of the most common EV battery types that are on the market now, as well as some emerging technologies that you might want to keep an eye on. Along the way, we\u2019ll populate it with models utilising these battery technologies.<\/p>\n<\/p>\nTable of Contents<\/p>\n
<\/default:svg><\/button><\/p>\n\n1. Lithium-ion Batteries (LFP, NMC, NCA)<\/li>\n 2. Nickel Metal Hydride Batteries (NiMH)<\/li>\n 3. Emerging Technologies (sodium-ion and solid state)<\/li>\n 4. Practical considerations<\/li>\n<\/ol>\n<\/section>\nLithium-ion Batteries (LFP, NMC, NCA)<\/h2>\n\nMost EV batteries today are some form of lithium-ion batteries.<\/p>\n
Photo: Nissan<\/p>\n<\/figcaption><\/figure>\n
We\u2019ll start with what\u2019s easily the most common kinds of batteries on EVs. Typically, Li-ion batteries use a graphite anode (negative electrode) and a metal compound as the cathode (positive electrode), separated by an electrolytic layer. To keep it simple, it works similar to Li-ion batteries in other devices, where lithium ions travel through the electrolyte layer from one electrode to another.<\/p>\n
The differences in lithium-ion batteries come from the materials used to make the cathode. For EVs, there are two prominent types: Lithium Iron Phosphate <\/b>and nickel-based batteries, which consist of Nickel Cobalt Manganese <\/b>and\u00a0 Nickel Cobalt Aluminum<\/b>.<\/p>\nLithium Iron Phosphate (LFP) batteries<\/h3>\n\nYou\u2019ll normally find LFP batteries on entry or mid-tier EV options, such as the Standard Range model of the Xpeng X9. The long range variants use NMC batteries.<\/p>\n
Photo: HWZ<\/p>\n<\/figcaption><\/figure>\n
We\u2019re starting with LFP batteries first because they\u2019re fast becoming the most common type of battery you\u2019ll find on EVs, especially in entry-level and mid-range models. To give some context for why this is the case, LFP batteries have incredibly stable chemical structures, which confer a host of benefits, as well as a couple of drawbacks.<\/p>\n
For starters, LFP batteries can withstand more mechanical abuse compared to other lithium-ion batteries. Indeed, compared to nickel-based batteries \u2013 we\u2019ll get into those in the next section \u2013 they degrade more slowly in high charge states (>80%)<\/b> and take longer to heat up. As a result, LFP batteries are also safer than nickel-based lithium-ion batteries, though this is comparative since both are considered safe as long as there are good battery management systems in place. Practically, what this means for owners is that they can leave their cars in a higher state of charge with less of an impact on the health of their batteries.<\/p>\n
The lower degradation also means LFP batteries have longer lifespan in terms of the number of charge cycles they can endure. Broadly speaking, LFP batteries are rated for more than 3,000 charge cycles<\/b> before it\u2019s capacity drops to 80%, whereas NMC batteries are rated for around 1,000 to 2,000 charge cycles.<\/p>\n
Theoretically, LFP batteries should also be friendlier for the environment too, due to their reduced reliance on problematic materials like nickel and cobalt \u2013 cobalt is particularly troublesome because of its high cost and supply chain concerns. It helps too that the iron phosphate compound used is generally low in toxicity.<\/p>\n
The main shortcoming for LFP batteries is that they aren\u2019t as energy dense<\/b> as nickel-based Li-ion batteries. In other words, they can\u2019t hold as high a capacity with the same weight. The average density for LFP batteries differs depending on the source, but it generally comes down to between 100 and 150 Wh\/kg. For NMC batteries, it\u2019s generally around 150Wh\/kg to 250Wh\/kg.<\/p>\n
However, since LFP batteries degrade more slowly, it is possible that they can become more energy dense than nickel-based batteries as time passes. But that\u2019s only likely if both batteries are subject to many years of use or over a thousand charge cycles.<\/p>\n
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Pros<\/b>:<\/p>\n\nDegrades slower even when charged to 100%<\/li>\n Heats up slower compared to nickel-based Li-ion<\/li>\n More environmentally-friendly compared to nickel-based Li-ion<\/li>\n Higher endurance, longer lifespan<\/li>\n<\/ul>\nCons<\/b>:<\/p>\n\nLess energy density, resulting in heavier battery packs<\/li>\n<\/ul>\nExample of cars using LFP Batteries:<\/b><\/p>\n<\/div>\nNickel Cobalt Manganese \/ Nickel Cobalt Aluminum (NMC\/NCA) batteries<\/h3>\n\nNowadays, you might find nickel-based lithium-ion batteries in performance EVs like this Tesla Model Y L (Premium).<\/p>\n
Photo: HWZ<\/p>\n<\/figcaption><\/figure>\n
NMC and NCA batteries are somewhat comparable. This is because nickel is the main component, enhancing the battery\u2019s energy density. Cobalt and manganese\/aluminium helps stabilise the cathode structure, ensuring that the battery can operate in more adverse conditions. NMC\/NCA batteries tend to have higher energy density compared to LFP batteries<\/b> \u2013 about 150 to 250 Wh\/kg \u2013\u00a0 and can charge\/discharge faster, which is why you\u2019ll see them used in performance or long-range models.<\/p>\n
The main differences between NMC and NCA batteries are that NCA have a slightly higher energy density, but aren\u2019t as chemically stable as NMC. But this is relative speaking, of course \u2013 NCA batteries aren\u2019t by any means significantly more dangerous than NMC batteries.<\/p>\n
While NMC\/NCA batteries can have higher energy density, they\u2019re less stable compared to LFP batteries. This is their main disadvantage, and it means a shorter overall lifespan and worse thermal stability. It also means that, between the two lithium-ion types, NMC\/NCA batteries are more susceptible to degradation in high charge states<\/b>. In short, if your EV has one of these batteries, you\u2019ll want to keep them charged between 20% and 80% to preserve their longevity.<\/p>\n
And as mentioned earlier, they tend to have a shorter lifespan of around 1,000 to 2,000 charge cycles. LFP batteries, on the other hand, typically have a lifespan of over 3,000 charge cycles. But even then, NMC batteries should be more than adequate for most users. If you assume a conservative range of 350km on a full charge, 1,000 charge cycles would still yield 350,000km<\/b>. You\u2019d have to travel that much to see your battery capacity fall to 80%.<\/p>\n
The worse thermal stability also means NMC\/NCA batteries may also reach thermal runaway at lower temperatures<\/b>. Thermal runaway refers to the process where a battery gets hot enough that it starts uncontrollably producing more excess heat, leading to a feedback loop that could damage the battery (or worse, start a fire). But again, since most EVs have decent battery management systems, the chance of these batteries entering thermal runaway is slim.<\/p>\n
Despite these drawbacks, their higher energy-to-weight ratio means that they\u2019re a popular choice for performance long-range vehicles. Also, their faster rate of discharge translates to higher power outputs, making them the battery of choice for performance EVs.<\/p>\n
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Pros<\/b>:<\/p>\n\nHigher energy density than LFP<\/li>\n Faster energy discharge = higher power output<\/li>\n Charges faster<\/li>\n<\/ul>\nCons<\/b>:<\/p>\n\nDegrades faster outside of the 20% to 80% range<\/li>\n Heats up faster than LFP batteries<\/li>\n Shorter overall lifespan<\/li>\n<\/ul>\nCars w\/ NMC\/NCA Batteries:<\/b><\/p>\n<\/div>\n\nNiMH is still widely used in hybrids (like this Lexus LBX), though that may also be starting to change.<\/p>\n
Photo: HWZ<\/p>\n<\/figcaption><\/figure>\n
These are an older type of battery compared to Li-ion, and although they don\u2019t see use in fully-electric EVs, we wanted to mention them here because they historically featured pretty heavily in hybrid vehicles. In fact, it\u2019s only in Toyota\u2019s Q1 2027 earnings call, released in August 2026, that the company <\/b>indicated<\/u><\/b> it was shifting from using NiMH batteries to lithium ones in its hybrid strategy<\/b>. The move, it said, would help reduce manufacturing costs and improve its profit margins.<\/p>\n
Rather than using lithium, NiMH batteries use a nickel oxyhydroxide as the cathode, and a metal hydride for the anode. And while NiMH batteries do have higher energy densities compared to their contemporaries, they\u2019ve more or less been supplanted by Li-ion. They can, however, endure more charge and discharge cycles, and their lesser energy density probably doesn\u2019t matter much for hybrid makers when their cars can still tap on fuel. However, when it comes to all-electric EVs, you pretty much won\u2019t find one that has a NiMH battery pack.<\/p>\n
Emerging Technologies (sodium-ion and solid state)<\/h2>\nSodium-ion Batteries<\/h3>\n\nBattery-maker CATL launched a Na-ion passenger vehicle earlier this year with Changan Automobile, and claims to have achieved an energy density of 175Wh\/kg.<\/p>\n
Image: CATL<\/p>\n<\/figcaption><\/figure>\n
These batteries work in the same way that Li-ion batteries do, but instead have sodium ions travelling between both electrodes. And while we\u2019re tagging them under \u201cemerging\u201d, it\u2019s not as if they\u2019re a brand new concept; development of Na-ion batteries has been ongoing since the 1980s. It\u2019s only now that manufacturers are taking to it as an alternative to Li-ion \u2013 CATL, the biggest EV battery maker in the world, began deploying Na-ion batteries at a large scale in multiple sectors this year, and launched an EV featuring a 45kWh Na-ion battery pack with Changan Automobile in June 2026.<\/p>\n
One of Na-ion\u2019s main benefits is being able to tolerate lower temperatures better than Li-ion. Not exactly relevant to a country like Singapore, but it\u2019s an important consideration in major markets like China, Europe and the US, where the frostiness of winter can negatively impact the range of EVs (batteries lose charge when it\u2019s cold). It also bears mentioning that sodium is more abundant compared to lithium, and is less resource-intensive to mine.<\/p>\n
However, the biggest factor holding these batteries back, apart from just the lack of manufacturing capacity, is their lower energy density compared to Li-ion batteries. According to the International Energy Agency, the latest Na-ion batteries only have energy densities of up to 175Wh\/kg (such as CATL\u2019s battery shown above), compared to the over 200Wh\/kg densities that NMC batteries can reach. When these batteries do start to hit the market, maybe don\u2019t expect them to replace lithium-ion just yet \u2013 they might be a complementary technology confined to smaller EVs.<\/p>\n
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Pros<\/b>:<\/p>\n\nSodium is more abundant than lithium, nickel, and cobalt<\/li>\n Better tolerance for lower temperatures<\/li>\n<\/ul>\nCons<\/b>:<\/p>\n\nLesser energy density than Li-ion<\/li>\n Little manufacturing capacity as of now<\/li>\n<\/ul>\n<\/div>\n