Lithium iron phosphate battery

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A lithium iron phosphate (LiFePO₄) 14500 battery is shown on the right, next to a battery placeholder on the left.

The lithium iron phosphate battery (LiFePO₄ battery), commonly called an LFP battery or lithium ferrophosphate battery, is a type of lithium-ion battery that uses lithium iron phosphate (LiFePO₄) as the cathode material and graphitic carbon with a metallic backing as the anode. Due to their low cost, strong safety performance, low toxicity, long cycle life, and other benefits, LFP batteries are widely used in electric vehicles, utility-scale energy storage, and backup power systems. By September 2022, LFP batteries represented about 31% of the EV battery market, with Tesla and BYD contributing around 68% of that share.[1]

In 2022, Chinese companies dominated global LFP battery production. As major patents started to expire and demand for lower-cost EV batteries increased, LFP production was expected to keep expanding and could eventually overtake lithium nickel manganese cobalt oxide (NMC) batteries.[2]

The specific energy of LFP batteries is lower than that of several other widely used lithium-ion battery chemistries, including nickel manganese cobalt (NMC) and nickel cobalt aluminum (NCA). In 2024, CATL stated that its LFP battery achieved a cell-level specific energy of 205 watt-hours per kilogram (Wh/kg), while BYD’s LFP battery reached about 150 Wh/kg.[3] In comparison, the best NMC batteries can exceed 300 Wh/kg. Panasonic’s “2170” NCA batteries, used in Tesla’s 2020 Model 3 mid-size sedan, have a specific energy of approximately 260 Wh/kg, equal to about 70% of their theoretical chemical value. LFP batteries also operate at a lower voltage than many other types of lithium-ion batteries.

Specifications

Cell voltage

  • Minimum discharge voltage: 2.0–2.8 V
  • Typical operating voltage: 3.0–3.3 V
  • Maximum usable voltage: 2.5–3.47 V
  • Maximum charging voltage: 3.60–3.65 V

Gravimetric energy density ranges from 95 to 172 Wh/kg, equivalent to approximately 340–620 kJ/kg. Newer versions introduced between late 2023 and early 2024 increased energy density from 180 Wh/kg to 205 Wh/kg without raising manufacturing costs.

Volumetric energy density ranges from 227 to 396 Wh/L, or about 820–1,430 kJ/L.

Cycle life generally ranges from around 2,500 to more than 9,000 cycles, depending on operating conditions.[4] New-generation models with higher energy density may provide an even longer cycle life, potentially reaching approximately 15,000 cycles.

Comparison with other battery types

Multiple lithium iron phosphate battery modules are connected in series and parallel to form a large battery system. A thick, solid tinned-copper busbar connects the modules and is designed to handle the high currents generated by the system.

LFP batteries are commonly used in stationary energy storage systems because of their low cost, strong safety performance, and long cycle life. In stationary applications, their lower energy density compared with other lithium-ion battery chemistries is usually less important.[5]

Resource availability

Iron and phosphate are widely available in the Earth’s crust. LFP batteries do not use nickel or cobalt, both of which can be costly and affected by supply limitations. Cobalt mining has been linked to human rights and environmental concerns, while nickel extraction has also raised environmental issues.[6]

Cost

A 2020 report from the Department of Energy compared the costs of large-scale energy storage systems using LFP and NMC batteries.[7] The report found that LFP batteries cost about 6% less per kWh than NMC batteries and were expected to last around 67% longer, allowing them to complete more charge and discharge cycles. Although certain components in an LFP storage system may be slightly more expensive because of differences in cell properties, the total cost per kWh is still lower than that of NMC systems.[8]

In 2020, the lowest reported price for LFP cells was $80/kWh, equal to 12.5 Wh/$, while the average price was $137/kWh.[9] By 2023, the average had decreased to $100/kWh. In early 2024, VDA-sized LFP cells were sold for less than RMB 0.5/Wh, or about $70/kWh. Chinese automaker Leapmotor reported purchasing LFP cells at RMB 0.4/Wh, or approximately $56/kWh, and expected the price to decline further to RMB 0.32/Wh, or around $44/kWh. By the middle of 2024, assembled LFP batteries were available to consumers in the United States for roughly $115/kWh.

Better aging and cycle-life characteristics

LFP chemistry generally provides a much longer cycle life than many other lithium-ion chemistries. Under normal operating conditions, it can deliver more than 3,000 cycles, while under ideal conditions it may exceed 10,000 cycles. By comparison, NMC batteries usually provide around 1,000 to 2,300 cycles, depending on how they are used.[10]

LFP cells also tend to lose capacity more slowly over time, giving them a longer calendar life than chemistries such as lithium cobalt oxide (LiCoO₂), lithium manganese oxide (LiMn₂O₄), and lithium-ion polymer batteries.[11][12]

Viable alternative to lead-acid batteries

Each LFP cell has a nominal voltage of 3.2 V, so connecting four cells in series produces a nominal voltage of 12.8 V. This is close to the nominal voltage of a six-cell lead-acid battery. Together with the strong safety performance of LFP batteries, this makes them a practical alternative to lead-acid batteries in applications such as vehicles and solar energy systems.

However, the charging system must be properly adjusted to prevent damage caused by excessive charging voltage, temperature-based voltage compensation, equalisation charging, or continuous trickle charging. The cells should also be balanced before the battery pack is assembled. A protection system is needed to stop any cell from discharging below 2.5 V, since this may cause serious and permanent damage through the conversion of LiFePO₄ into FePO₄.[13]

Safety

A major advantage of LiFePO₄ compared with other lithium-ion chemistries is its high thermal and chemical stability, which improves overall battery safety.[14][15] Unlike layered oxide cathode materials such as lithium cobalt oxide (LiCoO₂) and NMC, which may release oxygen when heated, LFP usually has a higher decomposition temperature.[16][17]

LFP batteries also offer strong safety performance during normal operation. Their chemical composition is less likely to ignite when exposed to ambient air, reducing the risk of fire and providing good thermal and chemical stability. However, they can still catch fire under extreme conditions, including severe overcharging, very high temperatures, or major physical damage.

Lower energy density

As of 2008, the energy density of a new LFP battery was about 14% lower than that of a new LiCoO₂ battery.[18] Because the discharge rate depends on battery capacity, a higher output rate can be achieved by using a larger-capacity battery when lower-current cells are used.

Uses

Stationary storage

LFP cells in a homemade battery pack

LFP batteries are widely used in stationary energy storage systems because of their advantages in cost, safety, and cycle life. By 2025, they represented approximately 85% of the stationary energy storage market. In stationary applications, their lower energy density compared with other lithium-ion chemistries is generally less important.[19]

Electric vehicles

LFP batteries are used in many electric vehicles because of their affordability, thermal stability, and long service life.[20] Some premium vehicles use NMC batteries instead because they offer higher energy density and stronger performance. LFP batteries have gained a large share of the electric vehicle battery market, especially in China. Major EV manufacturers, including Tesla and BYD, have played an important role in increasing their adoption.[19]

Examples
  • Chevrolet used LFP batteries supplied by A123 Systems in the Spark EV.[21]
  • Renault uses an LFP battery in the electric version of the Twingo.[22]
  • Tesla uses LFP batteries in many of its standard-range vehicles, although certain models use NMC battery chemistry.[23]

Other uses

LFP batteries are also used in some electronic cigarettes, marine electrical and propulsion systems, flashlights, radio-controlled models, portable power equipment, amateur radio devices, industrial sensor systems, and emergency lighting systems.[24]

History

LiFePO₄ occurs naturally as a mineral known as triphylite. Arumugam Manthiram and John B. Goodenough were the first to identify the polyanion class of cathode materials for lithium-ion batteries.[25][26][27] LiFePO₄ was later recognized by Padhi and his colleagues as a polyanion-based cathode material suitable for battery applications. They also demonstrated the reversible removal of lithium from LiFePO₄ and its reinsertion into FePO₄. Due to its low cost, non-toxic nature, abundant iron supply, high thermal stability, strong safety performance, favorable electrochemical properties, and specific capacity of 170 mA·h/g, or 610 C/g, the material has achieved considerable market acceptance.[28]

The main challenge to commercialization was its naturally low electrical conductivity. This problem was addressed by reducing particle size, coating LiFePO₄ particles with conductive materials such as carbon nanotubes, or using both techniques together.[29] Michel Armand and his colleagues at Hydro-Québec and the Université de Montréal further developed this approach in 2015.[30] Another technique, created by Yet-Ming Chiang’s research group at MIT, involved doping LFP with cations from materials such as aluminium, niobium, and zirconium.

Early lithium-ion batteries used petroleum coke for the negative electrode, or anode during discharge, while later battery designs adopted natural or synthetic graphite.[31]

See also

References

  1. ↑ Alvarez, S. (2022, December 15). Tesla, BYD estimated to account for 68% of LFP batteries deployed from Q1–Q3 2022. Teslarati.
  2. ↑ Wood Mackenzie. (2022, March 22). Global lithium-ion battery capacity to rise five-fold by 2030.
  3. ↑ Willuhn, M. (2024, April 29). CATL presents EV battery with 1,000 km range. pv magazine Global.
  4. ↑ Preger, Y., Barkholtz, H. M., Fresquez, A., Campbell, D. L., Juba, B. W., Romàn-Kustas, J., Ferreira, S. R., & Chalamala, B. (2020). Degradation of commercial lithium-ion cells as a function of chemistry and cycling conditions. Journal of The Electrochemical Society, 167(12), 120532.
  5. ↑ Neexgent. (2025, April 1). LiFePO₄ battery vs. lithium-ion battery: A comprehensive comparison.
  6. ↑ Firdaus, F., & Levitt, T. (2022, February 19). ‘We are afraid’: Erin Brockovich pollutant linked to global electric car boom. The Guardian.
  7. ↑ Joe, H. (2024, April 10). Qu’est-ce qu’une batterie LiFePO₄?
  8. ↑ Mongird, K., Viswanathan, V. V., Alam, M. E., Vartanian, C. K., Sprenkle, V. L., & Baxter, R. (2020, December). 2020 grid energy storage technology cost and performance assessment (Publication No. DOE/PA-0204; PNNL-31956). Pacific Northwest National Laboratory.
  9. ↑ Colthorpe, A. (2023, November 27). LFP cell average falls below US$100/kWh as battery pack prices drop to record low in 2023. Energy-Storage.news.
  10. ↑ Preger, Y., Barkholtz, H. M., Fresquez, A., Campbell, D. L., Juba, B. W., Romàn-Kustas, J., Ferreira, S. R., & Chalamala, B. (2020). Degradation of commercial lithium-ion cells as a function of chemistry and cycling conditions. Journal of The Electrochemical Society, 167(12), Article 120532.
  11. ↑ Kassem, M., Bernard, J., Revel, R., Pélissier, S., Duclaud, F., & Delacourt, C. (2012). Calendar aging of a graphite/LiFePO₄ cell. Journal of Power Sources, 208, 296–305.
  12. ↑ Joe H. (2026, April 9). Qu’est-ce qu’une cellule LiFePO₄ ? Batterie LiFePO4.
  13. ↑ Inoue, K., Fujieda, S., Shinoda, K., Suzuki, S., & Waseda, Y. (2010). Chemical state of iron of LiFePO₄ during charge-discharge cycles studied by in-situ X-ray absorption spectroscopy. Materials Transactions, 51(12), 2220–2224.
  14. ↑ Evro, S., Ajumobi, A., Mayon, D., & Tomomewo, O. S. (2024). Navigating battery choices: A comparative study of lithium iron phosphate and nickel manganese cobalt battery technologies. Future Batteries, 4, Article 100007.
  15. ↑ Ogniwa LiFePO4. (2025, April 7). Wpływ temperatury na ogniwa LiFePO4.
  16. ↑ Kvasha, A., Gutiérrez, C., Osa, U., de Meatza, I., Blazquez, J. A., Macicior, H., & Urdampilleta, I. (2018). A comparative study of thermal runaway of commercial lithium ion cells. Energy, 159, 547–557.
  17. ↑ Neexgent. (2025, February 1). How cold weather affects LiFePO₄ batteries?
  18. ↑ Guo, Y.-G., Hu, J.-S., & Wan, L.-J. (2008). Nanostructured materials for electrochemical energy conversion and storage devices. Advanced Materials, 20(15), 2878–2887.
  19. ↑ 19.0 19.1 Volta Foundation. (2026). The battery report 2025.
  20. ↑ Ogniwa LiFePO4. (2025, March 26). Akumulator litowo-żelazowo-fosforanowy.
  21. ↑ Lopez, J. (2024, January 16). Chevy Spark EV owners still waiting for battery pack replacement. GM Authority.
  22. ↑ Renault. (2025, November 6). Renault Twingo E-Tech electric: The return of an icon, and a revolution in its segment.
  23. ↑ Gitlin, J. M. (2021, October 21). Tesla made $1.6 billion in Q3, is switching to LFP batteries globally. Ars Technica.
  24. ↑ The Limiting Factor. (2022, July 14). Tesla 4680 teardown: Specs revealed! (Part 2) [Video]. YouTube.
  25. ↑ Masquelier, Christian; Croguennec, Laurence (2013). "Polyanionic (Phosphates, Silicates, Sulfates) Frameworks as Electrode Materials for Rechargeable Li (or Na) Batteries". Chemical Reviews. 113 (8): 6552–6591.
  26. ↑ Manthiram, A.; Goodenough, J. B. (1989). "Lithium insertion into Fe2(SO4)3 frameworks". Journal of Power Sources. 26 (3–4): 403–408.
  27. ↑ Manthiram, A.; Goodenough, J. B. (1987). "Lithium insertion into Fe2(MO4)3 frameworks: Comparison of M = W with M = Mo". Journal of Solid State Chemistry. 71 (2): 349–360.
  28. ↑ Gorman, Jessica (September 28, 2002). "Bigger, Cheaper, Safer Batteries: New material charges up lithium-ion battery work". Science News. Vol. 162, no. 13. p. 196. Archived from the original on 2008-04-13.
  29. ↑ Susantyoko, Rahmat Agung; Karam, Zainab; Alkhoori, Sara; Mustafa, Ibrahim; Wu, Chieh-Han; Almheiri, Saif (2017). "A surface-engineered tape-casting fabrication technique toward the commercialisation of freestanding carbon nanotube sheets". Journal of Materials Chemistry A. 5 (36): 19255–19266.
  30. ↑ Armand, M., Goodenough, J. B., Padhi, A. K., Nanjundaswamy, K. S., & Masquelier, C. (2003). Cathode materials for secondary (rechargeable) lithium batteries (U.S. Patent No. 6,514,640 B1). U.S. Patent and Trademark Office.
  31. ↑ Linden, D., & Reddy, T. B. (Eds.). (2002). Handbook of batteries (3rd ed.). McGraw-Hill.
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