EVreporter DEC 2022 Magazine PDF

EVreporter
DECEMBER 2022 | MAGAZINE

Issue No. 23
Dec 2022 Page 2
WHAT'S INSIDE
4 EV sales trends for Nov 2022
Gogoro's plans for India market and current focus areas

10
Feature | Wacker Metroark Chemicals offering Silicone based

13 solutions for e-mobility
India's aspirations for cell manufacturing and the necessity to develop
17 a downstream supply chain
Green Tiger Introduces dual powertrain solutions for ICE 2Ws

24
Storedot's '100-in-5' cells under validation with leading automakers

28
32 Understanding Battery Energy Storage System (BESS) | Part 1
36 The need of custom fluids for electric vehicle applications
DISCLAIMER
The information contained in this magazine is for general information purposes only. While we endeavour
to keep the information up to date and correct, we make no representations or warranties of any kind
about the completeness, accuracy, reliability or suitability of the information, products, services, or
related graphics for any purpose. Any reliance you place on the information is strictly at your own risk.
Copyright © 2022 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Consulting.
Dec 2022 Page 4
Category wise Electric Vehicle sales, Nov 2022
Total Registered Electric Vehicle Sales - Nov '22 - 1,20,660 | Oct '22 - 1,16,994
Category wise-Sales Trend from Nov 2021 to Nov 2022
9,42,756 EVs sold in last 12 months from Dec 2021 to Nov 2022
Source: Vahan Dashboard. Data as per 1341 out of 1428 RTOs across 34 out of 36 state/UTs
Dec 2022 Page 5
Fuel wise 2W Sales Trend, Nov 2021 - Nov 2022
High Speed E-2W Sales Trend by OEM
Source: Vahan Dashboard. Data as per 1341 out of 1412 RTOs. Note: Low speed Electric 2 Wheelers data is not included
Dec 2022 Page 6
3W Passenger Sales Trend by Fuel Type, Nov 2021 - Nov 2022
E-3W Passenger Sales Trend by OEM
Source: Vahan Dashboard. Data as per 1341 out of 1428 RTOs across 34 out of 36 state/UTs. The aim of these graphs is
to represent an overall trend of the new EV registrations in India.
Dec 2022 Page 7
3W Cargo Sales Trend by Fuel Type, Nov 2021 - Nov 2022
E-3W Cargo Sales Trend by OEM
Source: Vahan Dashboard. Data as per 1341 out of 1428 RTOs across 34 out of 36 state/UTs. The aim of these graphs is
to represent an overall trend of the new EV registrations in India.
Dec 2022 Page 8
OEM wise E- 4Wheeler Sales Nov 2022
Others include JLR, Porsche, Volvo, etc.
OEM wise Electric Bus Sales, Nov 2022
Source: Vahan Dashboard and Official company releases. Vahan data as per 1341 out of 1428 RTOs across 34 out
of 36 state/UTs. The aim of these graphs is to represent an overall trend of the new EV registrations in India.
Dec 2022 Page 10
GOGORO'S PLANS FOR INDIA MARKET

AND CURRENT FOCUS AREAS
Taiwanese BAAS (battery-as-a-service) giant Gogoro recently started a
pilot in Delhi for last-mile delivery operations in partnership with Zypp
Electric. We caught up with Gogoro's Kaushik Burman - General
Manager and MD (India), to learn more about Gogoro's international
operations and their plans for the Indian market.
Can you give us an idea of Gogoro’s current plans for the Indian market?
India is the largest two-wheeler market by addressable market opportunity and spends about
6% of its GDP on fossil fuel imports. A large part of the Indian population uses two-wheelers for
daily commute. Also, there is a humongous amount of fuel consumption in the logistics
segment. The decarbonization of the logistics segment is a big priority for us. This
segment has a few pain points for the fleet owner-operator, the first being expensive fossil fuel.
Even if they wish to switch from ICE to EV, the charging infrastructure bottleneck and charging
downtime does not allow the switch to happen. Considering these factors and our cities'
densities, battery swapping is indeed a silver bullet.
We are executing operational pilots to validate this hypothesis. We have launched a pilot with
Zypp Electric to test our hypothesis around multiple use cases. Over the next few months, we
are going to analyse the data and learn from the market.
On the other hand, we have been working diligently with the Indian authorities for the past
couple of years to provide inputs on regulations and standards development. We have also set
up the Indian Battery Swap Association (IBSA) with like-minded players like Sun Mobility,
Piaggio, Hero Motor Corp etc.
What is the main reason you are starting with the

B2B deliveries segment?
For a battery-swapping network provider, getting a critical

mass of subscribers is very important. Battery swapping is
about sweating your assets and ensuring optimal asset
utilization. Essential data points such as the number of
routes taken, number of deliveries, swap count per day, rider
behaviour and patterns around swapping can be picked up
from a segment that uses the service more often. Given that
Zypp serves multiple clients across multiple use cases, we
aim to gather and use insights in our product roadmap.
Is there a specific make of EVs or batteries that are being used for this pilot?
Our batteries, swap stations, and vehicles are all homologated by the ARAI. The set of
vehicles that we are running in the pilot are imported from Taiwan, and the batteries have
been homologated in India.
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Dec 2022 Page 11
What is the current and potential scale of this pilot?
We are making a humble start in Delhi and NCR with six battery swap stations and a
hundred vehicles, which could be scaled across multiple cities. Plenty of fleet owner-operators
have reached out to us for similar pilots. We can expect multiple city pilots to get off the ground
in the next five to six months.
Do you have any specific timelines in terms of how long this pilot is going to be
before you take the next step?
There will be concurrent pathways. We have

started with the Gogoro2 scooter in this pilot,
but there could be other vehicles that we can
bring in.
We can choose to go deep into one city or

expand to several cities. We look forward to
making thousands and thousands of deliveries
and getting feedback on the rides.
How do you plan to use the data that you collect through this pilot?
We collect the rider data, battery health data, and swap station data.
Within rider data, there could be 10 different types of variables to determine. We gather multiple
data points at the swap station, such as peak power versus off-peak power swap behaviours,
certain network routes where the riders are doing maximum swaps, and demand versus supply.
On the battery side, we collect battery state of charge and state of health data, which lets us
know whether the rider's driving behaviour has an impact on the health of the battery, how the
climatic conditions impact battery performance etc. So a lot comes out of this study, which goes
into the design of products, both on the vehicle side and the network side.
India is a large three-wheeler market as well. So have you thought about supporting
the three-wheeler swapping operations as well going forward?
Yes. We already have a three-wheeler product in Taiwan. We work with many OEM
partners to develop different products. Today we have ten OEM partnerships which
make 47 different SKUs, including two-wheelers and three-wheelers. In Taiwan, we
have three-wheelers ranging between 8 kW to 13 kW. In India, we will require some more
time to work with multiple OEM partners in the three-wheel space and figure out the best
combination of batteries, motor output and power rating. Discussions are happening, and
we are very excited about the three-wheel market as well in India, especially for
commercial delivery.
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Dec 2022 Page 12
When can we expect more updates about Gogoro-Hero MotoCorp cooperation?

Hero Motocorp is a strategic partner, and we will continue discussing the roadmap to
decarbonise the two-wheeler transportation sector. Gogoro is an open platform and will
leverage its technology to provide wider choices to customers along with its partners in India.
What India specific challenges do you see for Gogoro?

When you create a new category bottom up, there will be challenges in terms of getting the
requisite capital and human resources, installing the first few hundred swap stations and
adapting quickly to the complexity and the size of India for a company from Taiwan. How we
leverage certain partnerships will be very important. Foxconn is one of our strategic partners.
Another challenge is to ensure that products, raw materials and electronics are made available
at the right cost. These are some of the on-ground challenges that we'll need to figure out.
Can you tell us more about Gogoro's operations and piloting in other Asian markets?
In Battery-as-a-Service operations, the battery is always owned and operated by the network
service provider. The customer owns the vehicle, and we promise a certain battery availability
SLA (service level agreement) to the customer. The customer receives a monthly post-paid bill
depending on the amount of energy consumed.
In Taiwan, we are doing about 370,000 swaps a day, 40 million swaps annually and have
over 2,400 locations where the swap cabinets are installed. We have crossed about 1.1
million unique batteries in circulation. The way Gogoro's success story has unravelled in
Taiwan is that as the infrastructure on battery swapping got built, both with government
support and Gogoro's investment, the entire market gravitated from direct charging to
battery swapping because it offers. Both B2B logistics and personal mobility have
moved completely to battery swapping in Taiwan.
In Indonesia, we started a pilot with GoJek

around 8 months ago, which has scaled to
almost 600 scooters on the road and multiple
swap stations. We are working with the
ministries in Indonesia and the Philippines to
write national battery-swapping standards. We
will launch a pilot for the delivery use case in
Manila next year in partnership with Globe’s
917Ventures and Ayala Corporation.
Gogoro Singapore collaborated with industry

stakeholders in the LTA (Land Transport
Authority) constituted taskforce on battery
swapping standards development. Enterprise
In the recently concluded G-20 event, Singapore published the TR25 (Technical
Gogoro vehicles were used by President reference 25) standards which, for the first time,
Joko and many government representatives. include battery swapping national standards.
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INVESTMENTS Dec 2022 Page 16
Battery solutions company Clean Electric raises $2.2M in a seed round led by
Kalaari Capital. The round also saw participation from Climate Angels, LV Fund,
7Square Ventures, and CIIE Regional Innovation Foundation.
Clean Electric has developed liquid-cooled battery solutions for 2W, 3W and battery-swapping
applications. With the funding, the start-up plans to set up a manufacturing facility in Pune to
produce 5,000 battery packs per month. Clean Electric's AIS-156-compliant batteries are expected to
be ready for certification tests before year-end.
Swapping solutions provider Chargeup has raised $7

million in a Pre-Series A1 round led by Capital A and
Anicut Capital LLP, along with Ekta Kapoor, Sunil Kalra,
and Sachin Mehra. Jiraaf, a platform for high-yield
alternative investment opportunities, also participated in
the round by extending debt to Chargeup.
Chargeup operates 200+ swap stations in Delhi/NCR,

clocking 1 lakh swaps per month. The latest funding will
be infused into expanding the services to 20 new cities
and power 50,000+ drivers.
Noida-based EV startup Corrit Electric has raised $9 million in its

Series A round led by SphitiCap. The investment will allow Corrit
Electric to further its vision to have 1,50,000 Corrit Electric bikes on the
road in the next three years, ramp up its existing production facility and
launch its new last-mile delivery e-bike.
Kolkata-based electric cycles company Motovolt Mobility has raised INR 16

crores in a Pre-Series A round led by Wami Capital - Single Family Office, Mr
Vikrampati Singhania of JK Group, and other marquee investors.
Vajram Electric, a 100% owned subsidiary of eBikeGo®, has raised

$1.5 million in a seed funding round led by Nikul Gala & family, along
with their marquee HNIs, such as Anil Basa, Cyprian D’mello and more.
Vajram is building a plant in Chakan (Pune) and is expected to start

manufacturing European-designed MUVI by April 2023.
Mobility-as-a-Service player Yulu received a loan confirmation of $9 million

from the U.S. International Development Finance Corporation. Recently, Yulu
also announced the infusion of $82 million in a Series B funding round led by
Magna International Inc.
Australia-based E-bike powertrain solutions company TAV Systems has

raised AUD 1 million (INR 5.5 crores). The company says it plans to invest
INR 1 crore in a facility in India to manufacture electric powertrains for export.
Dec 2022 Page 17
INDIA'S ASPIRATIONS FOR CELL

MANUFACTURING AND THE NECESSITY TO
DEVELOP A DOWNSTREAM SUPPLY CHAIN
At present, India is at a nascent stage of creating a Lithium-ion cell
manufacturing ecosystem. Preetesh Singh, Specialist CASE and
alternate Powertrains - NRI Consulting and Solutions India, discusses
the challenges and the need to develop downstream capabilities for cell
manufacturing.
PLI scheme for ACC manufacturing
Advanced Chemistry Cells (ACCs) are a crucial enabler of the clean energy transition. The
demand for ACC technology batteries in India is expected to rise tremendously with the
dramatic growth of the electric vehicle market, making the development of their local supply
chains vital. The Government of India also realised the importance of developing the local
supply chain for ACCs and devised incentive programs for optimum value capture.
The PLI scheme has set a requirement of a minimum of 25% value addition in the next
two years and 60% value addition in the next five years. The value addition is the
percentage of ACC manufacturing activity undertaken in India by the beneficiary firm either on
its own, through ancillary units, or via domestic suppliers. The value addition can be validated
basis of the certificate of value addition given by the Statutory Auditor in terms of generally
accepted costing principles.
Cell component localisation and its importance
Most of the cost of a single cell comprises the cost of the cathode, anode, electrolyte,
and separator. Hence, maximum value generation is only possible when there is local
sourcing and processing of these components in India. The local manufacturing of cell
components will also enable the 60% value addition target set in the PLI scheme.
Dec 2022 Page 18
Source: Niti Aayog
A developed indigenous battery component manufacturing ecosystem will provide competitive

benefits while contributing to India's energy security. There is considerable potential for large-
scale battery production, and the predicted size and growth of the country's battery market are
significant enough to justify investments from cell component manufacturers.
Cell component industry overview and challenges
While the PLI scheme has significantly pushed cell manufacturing companies, many concerns
remain for individual component manufacturers. Indian and global companies are looking to
enter the market, starting with anode and electrolyte manufacturing. However, there is a lot
to be achieved. Key considerations of the companies looking to enter cell component
manufacturing include:
Approval from global battery manufacturers: Potential anode manufacturers in India plan to
get material approval from global players such as Panasonic and LG. Becoming a supplier of
global players will ensure the security of the demand for the anode material being produced.
Exports to lead demand: Cell component manufacturers in India are making manufacturing
plans based on the global scenario. Domestic demand from local cell manufacturers is
expected to start in more than three years. If components are developed to fit the needs of the
global market, there will be higher security for demand.
The active materials used in ACCs require sophisticated manufacturing processes that are
cost-competitive only at a large scale. These supply chains have already been set up in
other countries, such as China and South Korea, and setting the same in India will be
challenging unless there is a sufficient scale. Moreover, most Indian companies lack actual
know-how of commercial-scale cell component manufacturing and would have to tie up with
overseas companies for technology assistance.
Dec 2022 Page 19
In addition to these,
HEG Ltd, an LNJ
Bhilwara group
company, plans to
invest INR 1000
crores over three
years to set up a
graphite anode
facility to cater to
10-12 GWh of cell
manufacturing
capacity.
Some of the other challenges include:
Lack of clarity on demand and chemistry: None of the Indian cell manufacturers has
declared the chemistry of the cells they will be making, which leaves a grey area for
cathode manufacturers to estimate the demand.
Lack of government push: None of the Indian policies/schemes focuses on component

manufacturing in India. Under the PLI scheme, all the incentives are for cell manufacturers.
Unavailability of critical metals: India has no commercial mines for extracting critical
metals required in Li-ion batteries. Even if cell and cell component manufacturing plants are
set up in India, the raw materials will still have to be imported.
Lack of proper financing: Financial institutions are likely to impose a risk premium on their
investments, making low-cost financing a barrier. This will pose a threat, especially to
smaller domestic players, as they will be unable to obtain necessary financing and will not
be able to compete with companies importing.
As India strives to develop cell manufacturing capabilities to meet the upcoming massive
demand for ACC, it is likely to face several challenges, including the development of a
downstream supply chain that includes the manufacture of anodes, cathodes, separators, and
electrolytes. To meet the core objective of managing energy security and curb import
dependence, developing these capabilities with as much local content as possible is critical.
The downstream supply chain players are not included in the PLI scheme. To promote faster
localization, it is necessary to include them in one of the incentive schemes.
Special thanks to Jivesh Madan, Consultant and Mridul Agarwal, Associate consultant at
Nomura Research Institute Consulting and Solutions, for their extensive contribution to this
analysis.
4W UPDATES Dec 2022 Page 22
BYD announced the price for its electric SUV, BYD-ATTO 3, in

India starting at INR 33.99 Lakhs (ex-showroom).
The company has received close to 1,500 bookings for ATTO 3

since its launch in Oct 2022. It will come to India via the CKD
route, and deliveries are expected to start in January 2023.
Tata Motors launched the new Tigor EV sedan with ARAI certified
extended range of 315 km and features like Leatherette upholstery,
Rain Sensing wipers, Auto Headlamps, Cruise Control and more.
Tiago.ev has garnered over 20,000 bookings in a month since

launch.
Volvo Car India has commenced the delivery of its fully

electric XC40 Recharge - India’s first locally assembled
luxury electric SUV. The company is assembling the cars in
Bangalore. The first car was delivered in Gujarat. The XC40
Recharge is sold online directly by the company, and around
100 more cars are expected to be delivered before year-end.
Mumbai-based PMV ELECTRIC unveiled its microcar,

EaS-E: Your Everyday Car, at INR 4.79 Lacs. The EV
comes with three choices of claimed range - 120,160,
and 200 km. The top speed is 70 kmph and 0-40
kmph in under 5 seconds. The startup is in talks to set
up its manufacturing unit in Pune along with its partners
and aims to commence deliveries by mid-2023.
Toyota launched Innova Hycross MPV in India with five variants,

including three hybrids. The Innova Hycross moved to a new
monocoque platform and a petrol-hybrid engine. Delivery is
scheduled from January 2023 after the price announcement.
Hycross hybrid has claimed fuel efficiency of 21.1kpl. The 2.0-litre four-cylinder petrol-hybrid engine
with e-drive has a max power output of 186 PS and torque output of 188 Nm + 206 Nm (Engine
Torque + Motor Torque). Comes with an 8-year/1,60,000 km warranty on the Hybrid battery.
Hyundai Motor India announced the introduction of its

dedicated BEV Platform E-GMP (Electric Global Modular
Platform) for India.
Hyundai IONIQ 5 will be the company’s first model to feature the

E-GMP in India.
NEWS BYTES Dec 2022 Page 23
Ahmedabad-based Matter has unveiled its first electric

motorbike, which comes with a manual gearbox.
The bike has an in-house developed, AIS-156

compliant 5 kWh battery pack, 10.5 kW motor and
4-speed sequential manual transmission. The
vehicle will be manufactured from Matter's facility in
Ahmedabad and will be available across major cities in
India. Bookings are to open soon.
Bangalore-based Ultraviolette Automotive announced its

second generation F77 electric motorcycle starting at an
ex-showroom price of INR 3.8 lakh. F77 Recon has 95
Nm of peak torque and 29 kW (38.9 HP) of peak power; it
offers a 307 km IDC range. Deliveries will commence in
Bengaluru starting January 2023.
The company also announced investments from Qualcomm

Ventures and Lingotto to expand its Series D round.
Ather Energy announced that its second plant in Hosur, with two
vehicle lines and three battery lines, is now live. The plant is
currently at a production capacity of 600 scooters/day, which is
expected to increase to 1500 scooters/day going forward.
Hero Electric has announced a preferred partner relationship with Nidec of

Japan. Nidec’s e-motors will be deployed on Hero Electric’s city speed
range of e-bikes from February 2023. The announcement was made on
the sidelines of the IEB Autotech 2022 in Tokyo.
Hero Electric has also inked a partnership with battery pack manufacturer Battrixx. The target is to
supply 300,000 battery packs and chargers for the former's e-scooters in the next 12 months.
Amazon India and TVS Motor Company - A fleet of electric two-wheelers and three-wheelers from
TVS Motor will be deployed for Amazon’s last-mile deliveries. The two companies will examine EV
use cases for various Amazon business groups for its network and logistical requirements.
Pune-based electronic manufacturer Flash Electronics announced a partnership with

Poland-based Elimen Group to develop and manufacture traction motors and
controllers for all EV segments, ranging from 2W, 3W to passenger and commercial
vehicles, including electric buses with up to 300 kW applications.
Steel Strip Wheels India and Israel-based Redler Technologies

signed an MoU to establish a joint venture focused on developing
and manufacturing motion control solutions for electric 2Ws and
4Ws in India.
Dec 2022 Page 24
GREEN TIGER INTRODUCES DUAL POWERTRAIN
SOLUTIONS FOR ICE TWO-WHEELERS

There are more than 21 crore petrol
two-wheelers on Indian roads.
Bengaluru-based Startup Green
Tiger Mobility has come up with a
solution to convert the existing petrol
scooters to dual powertrain vehicles
which can run on both petrol or
electric powertrains independently.
This Q&A with the Green Tiger team

explores more about this new 'electric'
solution for the vehicles in operation.
What does a dual powertrain system mean?
A vehicle can typically have either an ICE powertrain and run on petrol or an electric powertrain
and run as an EV on battery.
A Dual Powertrain vehicle has two powertrains; it can run on both petrol and electric
modes independently. A rider can switch between the two modes at will. When you run
out of battery, you can switch to petrol. When you run out of petrol, you can switch to
electric.
The petrol and electric modes function separately and do not affect each other if any one
system malfunctions. This makes Dual Powertrain vehicles different from hybrid vehicles. A
Dual Powertrain vehicle virtually offers an endless range and a second engine as a backup. We
retrofit the electric powertrain in the vehicle without disturbing the ICE powertrain inside.
What all components does the retrofitting kit have?

The kit consists of:
LFP Battery Pack

BMS - CAN 29bit
Throttle - Both modes integrated in one throttle
FOC (Field-oriented Control) based Controller
Patented Wire Harness
BLDC Hub Motor - Good Quality magnets with high-temperature resistance
DPDT Switch - For switching between the modes
DC-DC Converter - Isolated ground for better safety
Display - Shows SoC, Riding Mode, Kit Fault & Temperature Fault
VCU & IoT - Fall Alert, Anti-Theft, GPS, Carbon Footprint, Rider Score, Eco Score
Dec 2022 Page 25
Please list the specifications of different components and the resultant speed/range
etc in the retrofitted vehicle.
We are using an LFP battery with a capacity of 1.3 kWh.
It offers a range of up to 50 km in EV mode.
The hub motor offers 1.6 kW nominal power and 2.4 kW

peak power.
Top speed of 60 kmph.
Equipped with an in-house IoT system with features like

Anti-Theft, Fall Alert and Vehicle Diagnostics.
A mobile app for the consumers, using which they can

track the vehicle.
Please tell us about the validation/certification received so far.
The Battery is AIS-156 certified, and the vehicle is AIS-123 certified for retro-fitment (HES) by
the Automotive Research Authority of India (ARAI). In addition, green Tiger has six patents
applied, out of which two patents have been granted.
We have passed the ARAI certification and can legally convert all 2-wheeler
vehicles up to 125cc, like Honda Activa & Dio, Hero Pleasure & Maestro, TVS
Jupiter etc.
Motorcycle conversion is in the design phase and will be launched in 2023.
What kind of vehicle is the right candidate for this hybrid retrofitment?
We aim to convert all the 2-wheelers up to 125cc. We can convert vehicles in the range of 0
years (New Vehicle) to 10-year-old vehicles. We are not going beyond 10-year-old vehicles as
the mechanical condition of the vehicle has already deteriorated in very old vehicles.
What is the cost of the kit for consumers?
The cost of ₹60,000 covers the entire electric powertrain (including the Battery) and the
conversion process as well. Additionally, 18% GST is applied. So, the total cost goes to
about ₹71,000. A rider can save up to ₹60,000 per year if she rides around 30 km daily. So, in
one year, one will recover the conversion cost.
We have partnered with a couple of NBFCs to offer low EMIs to customers.
Dec 2022 Page 26
What is the process with respect to RTO update post retrofitment?

We handle the process of updating the customer's RC book within 15 days of vehicle
conversion. The customer is required to visit the RTO once for the update.
What are your plans for launch and scale-up?
Through its website and phone support, Green Tiger is launching pre-bookings for scooters
on 25 Nov 2022. We plan to open company-owned experience centres and a retrofitting
workshop in 4 metros, starting from Bengaluru. The rest of the cities will have Franchise-owned
experience centres & workshops in the foreseeable future.
We plan to sell the first few vehicles through our experience centre. Then, after successful
execution and accumulating some data, we will expand the business via the Franchise model.
Also, we have developed the BMS, Battery Pack, VCU & IoT unit in-house. We will also sell
these components to existing or new EV players.
Please give a summary of investment raised so far.
We raised ₹4.96 crores in the seed round. We have also received grants from different
Ministries, which adds up to ₹2.60 crores. We are now raising the Pre-Series round of ₹16
crores for further development and expansion.
Green Tiger is supported by ARAI (TechNovuus) and many Govt. of India bodies.
Dec 2022 Page 28
STOREDOT'S '100-IN-5' CELLS ARE UNDER

VALIDATION WITH LEADING AUTOMAKERS
Israel-based StoreDot is developing extremely fast-charging Lithium-ion
cells for electric vehicle batteries that can provide a range of 100 miles
within 5 mins of charging. Its strategic investors and partners include
Daimler, BP, VinFast, Volvo, Polestar, Ola Electric, Samsung, TDK, and
its manufacturing partner is EVE Energy. The company aims to be mass-
production ready by 2024. In this chat with CEO Doron Myersdorf, we
learn more about their technology, approach and market readiness.
Where is StoreDot in the process of achieving '100-in-5' cells?
The technology is ready, and we are

shipping the 30Ah samples. These
cells can deliver 1000 cycles and 300
Wh/kg performance. The cells are
currently in testing with multiple car
makers around the world. So in terms of
technology readiness, we are there. The
process of being integrated into a
vehicle takes a year or two. We have
already started that validation process.
What are the major milestones that your company has been able to achieve so far?
We reached our first milestone of best-performing energy density almost two years ago. We
are now at 300 Wh/kg, i.e. 700 Wh/litre.
The next challenge was to hold this energy density steady and keep improving on the fast-
charging cycle life. In the beginning, we had only 20 to 40 cycles until the battery reached
80% performance, which is not sufficient for the vehicle. The minimum cycle life demanded
by an OEM was 800 consecutive cycles of extremely fast charging. We have now passed
the threshold of 1,000 consecutive cycles of extremely fast charging.
If a vehicle can do 300 miles per charge, we are good for 300,000 miles or 460,000 kilometres
which provides the minimum requirement for the warranty of the vehicle.
What cell specifications and form factors are the automakers currently testing?
At present, we are shipping 30Ah pouch cells. The dimensions are 300 mm by 100 mm.
Some European OEMs are pushing for prismatic cells, and some Americans are using
pouch, but they would like it a little larger. Tesla, for example, is looking at cylindrical. So,
we can customise different form factors as we move to our B samples. But for this phase of
the A sample testing, we are only shipping the pouch cells.
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Dec 2022 Page 29
What materials or tech innovations are helping you achieve safe and fast charging?
First and foremost is the replacement of graphite in the anode. We totally replace graphite
with Silicon as the only active material. This Silicon is actually nano silicon that enables the
ions to be diffused faster.
Silicon has the challenge of being amorphic - it's like a balloon that kind of inflates and
deflates when you charge and discharge. So, it was a major challenge to protect Silicon
during high-power charging. We control the swelling and shape of these particles with an
organic coating and some propriety materials.
We also use a new proprietary electrolyte that would react

well and move the ions into the active material in an efficient
fashion.
Additionally, the entire cell design, with thin layers of the

anode and the cathode, reduces the resistance and allows
for extremely fast charging.
For your 2024 target, what price premium do you expect these cells to command?
In general, the cost is very similar in terms of its structure. The silicon by itself is not
expensive. It's actually the second most abundant element on earth after oxygen. However,
we need to process it for nanotechnology, and that adds a few percentage points to the cost
to deliver the benefit of extremely fast charging. For 2024, we are targeting roughly USD 80
per kWh, which is comparable with graphite or slightly premium.
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Dec 2022 Page 30
What kind of validation have you received from the OEMs to date?
We are in the early phases of the OEM validation process with multiple companies like Daimler,
Volvo, Polestar, VinFast and many others. We have received some early positive feedback on
our claims. Further validation, such as stress tests in high temperature, low temperature, nail
penetration, swelling during storage etc., need long-term testing. This is why we say 2024 until
we can actually integrate this solution safely into the vehicles.
Have these stress tests, nail penetration test etc. been performed at your end?
Of course. In order to ship cells by air, you need to undergo UN 38.3. It is a standard of about
30 different safety tests; if you do not pass, you cannot ship the cells. We have already passed
these tests. But some of the further tests relate to the battery pack itself and not just the
cell. This is where we might have challenges with heat dissipation when you have many of
these cells together; the cooling design needs to be aligned with the challenges we see in the
pack. And this is the work we need to do together with the OEMs.
Are you going to work on the BMS, thermal management side of the pack as well?
We are a relatively small startup with 120 people. Even though we are global, it'll be difficult for
us to own the pack design or the BMS. We have a team of engineering experts working with the
OEMs to provide consulting advice on how to best use our technology. But we don't take
ownership of the BMS or the pack.
You recently said that solid-state batteries are at least a decade away from mass
production. Were you talking about your own roadmap, or was it a general statement?
It was both. Tens of billions of dollars of investments are going into battery factories with the
traditional coating process. Our roadmap is aligned with our belief that a full solid-state solution
has many challenges. Even though one can show developments in the lab, the industry is far
from having a cost-effective solution that is commercially viable. In many configurations of solid
state, you need to apply high pressure to enable the charging, and there is a very high
resistance for fast charging. For us, fast charging is critical, and I believe it'll become more and
more critical for everyone. I think solid-state solutions will not be in vehicles in the coming
decade. They will be in other smaller applications, maybe in drones or some buses that can be
charged slowly overnight. But the premise of having a production-ready solid-state battery at a
reasonable cost by, say 2025 is not realistic.
Can you share your initial plans for production?
We have a joint venture with our investor Eve Energy in China. So, this is where we are
currently producing, but we've also started production in Korea, and we are ramping up some
capabilities in Europe as well. So, we are going to stagger production very carefully.
The A samples are being produced in China, but once we move to the B samples,
depending on who it'll be with, we'll finalize additional manufacturing locations.
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Dec 2022 Page 32
UNDERSTANDING BATTERY ENERGY

STORAGE SYSTEM (BESS) | PART 1 - BASICS
BESS is a stationary energy storage
system (ESS) that stores energy from the
electricity grid or energy generated by
renewable sources such as solar and
wind.
This energy is accumulated for later use

in various scenarios, such as the
following:
Peak demand: BESS can help relieve the stress on the power distribution network during
peak times by feeding the energy to cater to the excess demand. BESS can be
conveniently charged again when the demand is lower than the supply.
Peak shaving: It is the process of consumers reducing the amount of energy demanded
from the grid during peak hours to avoid peak demand charges. BESS meets the remaining
energy requirement.
Frequency stabilization: An imbalance in power generation and demand impacts the

stability of the frequency of grid power. BESS can help stabilize the frequency.
Free energy from duck curve: During this scenario, energy from the source is still being
generated despite oversupply. This scenario is experienced some days of the year in
regions that depend heavily on Solar PV (photovoltaic). The energy generated during this
time can be used to charge the BESS, which can discharge energy for later use for the
scenarios mentioned above.
Constituents of BESS
The BESS as a system includes both hardware and software, which can be internal or external.
The following are the constituents of the BESS:
Battery Cells, Modules and Racks: Various cells are connected in series and/or parallel
connection to achieve the desired voltage and capacity of BESS. This arrangement together
constitutes a module. Many modules are racked (connected) together in series and/or
parallel to achieve the desired voltage and capacity of the overall BESS system (in the case
of a single container BESS). More details about BESS design from cell to module to rack
will be discussed in Part 2.
Battery Management System (BMS): Integration of the cells into a module has a BMS
(slave BMS). Connecting various modules requires the slave BMS from each module to be
working with a Master BMS. More details about BMS connections (master-slave
combination) will be discussed in Part 2.
Dec 2022 Page 33
Power Conversion System (PCS): It is a bi-directional inverter that has the ability to
convert alternating current (AC) from the grid or solar to direct current (DC) to charge the
BESS. DC from solar can be sent to PCS via a DC-DC converter, and AC converted from
solar Inverter can also be sent to PCS to charge the battery. PCS can convert DC from
BESS to AC and supply to the grid. PCS can either be placed inside the BESS containerized
solution when the container space is not utilized completely, or it can be a completely
independent system to be placed outside the BESS.
Energy Management System (EMS): It monitors and controls the energy flow of the BESS
during charging and discharging. EMS collects and analyses the energy data of the system
and runs the overall system. It can also support the remote monitoring of BESS usage.
Battery Thermal Management System (BTMS): BESS can either have air-cooling or liquid-
cooling based thermal management, which is used in the containerized BESS to ensure that
the batteries do not operate in extreme temperatures. BESS operating without thermal
management in high temperatures can have faster degradation of the battery capacity,
resulting in reduced battery cycle life. The modern-day BESS are witnessing a shift towards
the liquid-cooled system, which is claimed to be more efficient but slightly expensive. The
energy used towards thermal management systems is referred to as auxiliary power losses.
Fire Suppression System: BESS is generally a high-voltage DC system. A short circuit or

other accidents can lead to fires. Hence, a fire suppression system is placed inside the
BESS container to contain any fires arising due to unforeseen circumstances.
Container: Either 20 feet or 40 feet containers are used for building a BESS. 20 feet
containers are becoming popular these days with a capacity of more than 3.7MWh - this
number is from one of my recently designed solutions.
Transformer: It steps down the voltage from the grid to the necessary AC voltage to feed
the PCS, which will then convert the AC to DC to charge the BESS. Similarly, when the
battery discharges, its DC output goes to PCS, which converts DC to AC, and it is sent to
the transformer to step up the voltage to send to the grid.
The BESS market in India is just starting to pick up, and it is yet to take off in a big way
because today, it costs more to store energy than to generate energy. This equation
is set to change when batteries become cheaper and last longer due to technological
advancements. The market potential for BESS in India is vast, and it is poised to become
one of the leaders of BESS in the coming years.
Sodium-ion battery is something to watch out for, which is theoretically cheaper and can last
long. But time will tell when it will be commercially available for mass deployment.
Part 2 of this article will discuss the following parameters of BESS in Jan 2023 issue of EVreporter: BESS
Capacity, Power Rating (C Rate of Charge and Discharge), Round-trip Efficiency, Cycle life, Depth of Discharge,
Operating Conditions, Complete Design Aspect of BESS, Line Diagram of BESS Deployment.
About the author - Rahul Bollini is a Lithium-ion cell and battery pack R&D expert,
working with JLNPhenix Energy. He has industrial experience of over 7 years.
Rahul can be reached at +91-7204957389 and bollinienergy@gmail.com.
The Ministry of Power issued an amendment (on 07.11.2022) to

the revised consolidated Guidelines & Standards dated for
Charging Infrastructure issued on 14.01.2022. The following
additions have been made to the guidelines:
The public charging stations shall have the feature of the prepaid collection of service charges
with the time of the day rates and discounts for solar hours.
A Committee under the Central Electricity Authority (CEA) to recommend to the State
Government the ceiling limit of service charges to be levied.
This Committee shall also recommend "time of the day rate" for service charges as well as the
discount to be given for charging during solar hours.
Haryana EV Policy notified - The Haryana government notified the State Electric Vehicle EV Policy
2022 in Nov 2022. Year 2022 will be declared the “Year of the Electric Vehicles” in Haryana.
The policy will provide early bird direct benefit transfer up to INR 10 lakh on the purchase of
Electric Vehicles or Hybrid electric Vehicles in the state.
Buyers will be eligible for relaxation in the registration fee and discount on Motor Vehicle Tax.
There will be a 100% rebate in motor vehicle tax on the purchase of electric 2Ws and 3Ws.
Gurugram & Faridabad will be declared as model Electric Mobility cities with phase-wise goals to
adopt EVs and charging infrastructure to achieve 100% e-mobility.
The Department of Town and Country Planning shall mandatorily include the provisions for EV
charging in places such as Group Residential buildings, commercial buildings, institutional
buildings, Malls, Metro Stations etc.
The policy also lists incentives for EV and EV component manufacturers.
TESLA delivers SEMI electric trucks to Pepsico in the

US. Almost five years after the unveiling, Tesla
commenced the delivery of its electric truck Semi. The first
units were delivered to Pepsico on Dec 1, 2022. Tesla
achieved a range of 500 miles on a single charge by
driving the Semi truck from Fremont to San Diego at a total
weight of 80,000 lbs. The trucks are being manufactured in
Reno, Nevada and have a 1000V architecture.
The battery pack is estimated to be between 850-1000 kWh, and the current efficiency stands at
1.7 kWh/mile. The powertrain features a Tri-motor unit. The Semi will also be deployed in Tesla's
own supply chain to transport goods from tesla factories and suppliers. On the charging front, Tesla
says it has enabled 1MW quick charging for the Semi, and the CyberTruck will also be enabled with
the same. Details, such as price, and availability to other customers, are awaited.
The Singapore Parliament passed the Electric Vehicle Charging Bill on

Nov 30, 2022, aimed to facilitate the deployment of 60,000 EV chargers by
2030. Summary:
All charges supplied must adhere to LTA's safety standards and be certified and registered with
Land Transport Authority (LTA) Singapore.
LTA to maintain a National Register of EV Chargers. Registered Responsible Persons of EV

Chargers will be responsible for their proper use and maintenance.
New licensing regime to be introduced for EV charging operators. Licensees are required to
comply with requirements such as maintaining service uptimes, public liability insurance, and
data sharing.
All new buildings, and the buildings that will undergo significant building or electrical works, must
install a minimum number of EV chargers and cater spare electrical capacity for charging.
Voting threshold for resolutions in condos to install EV chargers is lowered to 50%.
Gogoro announced a partnership with Globe’s 917Ventures and Ayala

Corporation to bring Battery Swapping and Smartscooters to the Philippines.
The pilot for the last-mile delivery use case will be launched in Manila in
Q1 2023, using Gogoro’s battery-swapping stations and scooters.
Vingroup and Gotion are building a $ 275 million LFP cell factory in Vietnam, a
scale of 14 hectares (34.5 acres) with a design capacity of 5GWh/year, equivalent to 30
million battery cells per year. The factory is in the final stages of completion and will
begin operations in December 2022, producing lithium batteries for VinFast electric
vehicles and e-buses.
Cummins Inc and Tata Motors announced that they would collaborate on designing and
developing low and zero-emission propulsion technology solutions for commercial vehicles
in India, including hydrogen-powered internal combustion engines, fuel cells, and battery electric
vehicle systems.
LG Chem will establish a new cathode manufacturing

facility in Clarksville, Tennessee, with an investment
of more than USD 3 billion. The plant will be the largest
of its kind in the US, covering 420 acres with a production
target of 120,000 tons of cathode material annually by
2027 to power batteries in 1.2 million pure electric
vehicles with a range of 310 miles (500 km) per charge.
Construction of the plant will begin in the first quarter of next year, with mass production to start in
the second half of 2025. The site will play a critical role in LG Chem’s strategy to increase its battery
materials business from KRW 5 trillion in 2022 to KRW 20 trillion by 2027.
Dec 2022 Page 36
UNDERSTANDING THE NEED OF CUSTOM

FLUIDS FOR ELECTRIC VEHICLE APPLICATIONS
Total Energies recently launched new fluid ranges in India, developed specifically for
drivetrain reducers, e-motors, e-transmissions and batteries in electric vehicles.
To understand the relevance of EV-specific fluids and how they are

different from regular fluids for ICE vehicles, we got in touch with Mr
Syed Shakilur Rahman, CEO Lubricants South Asia, TotalEnergies
Marketing India Private Limited.
How are EV-specific fluids different from regular fluids for ICE vehicles?
To understand the difference between conventional ICE fluids and EV Fluids, we need to
understand the difference in the lubrication regime between IC Engine and Electric Engine.
IC engine functions on power generated by the combustion of fuel with numerous movable
parts, which involves multiple metal-to-metal contacts. Hence, the lubrication of an IC Engine
requires a specific tribological regime (tribology - science of wear, friction and lubrication)
which reduces friction between moving parts, prevents wear and tear, and removes impurities
to ensure engine cleanliness along with heat dissipation properties.
Electric Engine or Electric motor functions on the electric power generated by the battery
pack with 90% fewer movable parts as compared to IC Engine.
Copper coils constitute the major part of the stator; hence copper compatibility
of the oil becomes a key factor in selecting the right fluid.
It is important that the fluid act as a dielectric liquid, which becomes key to
preventing electric charge build-up.
Electric vehicles work on high RPMs, around 20,000, with a single reducer which
demands better frictional control, wear protection and anti-foaming properties for
the gearbox.
EV fluids are specially designed for the new age Electric and Hybrid vehicles to ensure
optimum mileage, enhanced power, less charging time, and safety of the vehicles.
Please tell us about the different fluids needed in an electric vehicle.
In an electric vehicle, we need fluid for lubrication of the reducer or transmission, cooling of the
batteries and cooling and lubrication of wet electric motors. Details below:
Copyright
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© 2021 EVreporter.
Dec 2022 Page 37
Electric motor fluid - To cater to the new electrical, thermal and frictional constraints of the
components of an EV motor, EV fluids are developed to provide superior thermal stability to
dissipate heat generated by electrical components and have dielectric properties to prevent
static charge build-up, along with material compatibility.
Immersive cooling of batteries - Charging time of the batteries is a big constraint in

developing the charging infrastructure. Battery immersed in an EV fluid can help reduce the
charging time by increasing the charging potential of the onboard charger, which
supplements fast charging. This also eliminates the risk of battery explosions in road
accidents. EV fluids work as a safety enabler for the EV, which conventional fluids fail to
achieve.
Advanced reducer fluid - EV Fluids are developed with enhanced frictional properties to
protect gears from wear and tear. Anti-foaming properties help reducers to operate at very
high RPMs.
Our Quartz EV fluids are designed based on component-level application. EV Drive MP is

dedicated to liquid-cooled electric motors wherein the dielectric properties of the EV Fluid
prevent short circuits, and static charge build-up, material compatibility with copper etc. Quartz
EV Drive R is an EV Fluid for gearbox that provides protection of gears against wear and tear
while achieving higher instant torque values.
In a nutshell, EV Fluids impact various performance parameters of Electric Vehicles as

mentioned below:
Liquid-cooled batteries will help enhance the charging potential of onboard chargers and
decrease charging time.
Improved safety of EVs with immersive cooling technology, which prevents heat-build up,
and dielectric properties, which prevents short circuits, eliminating the risks of fire in an EV.
Improved electric motor efficiency to withstand large quantum of electric power to achieve
high torque level and peak power.
Increased reducer efficiency, withstanding higher RPMs by protecting the gears from wear
and tear and foaming/de-aeration tendencies.
Enhanced durability of electronic components.
Can you share any analysis on vehicle performance improvement due to EV fluids?
In one of the recent studies at our research centre, we decided to replace the battery cooling
system in a plug-in hybrid with an immersion cooling alternative. In performance terms, the
result was immediate: faster charging, better cooling, enhanced safety and lower cost and
mass, without in any way needing to modify the design of either the battery or the vehicle.
TotalEnergies has partnered with multiple OEMs and educational institutes to conduct
performance studies of EV fluid on batteries, electric motors and transmission systems.
Copyright
Copyright © 2022
© 2021 EVreporter.
ANNOUNCEMENTS Dec 2022 Page 38
Switch Mobility will operate 71 electric buses for employee

transportation for JSW's Vijayanagar plant.
Switch will own and oversee entire operations, including setting

up of charging infrastructure and maintenance over a 12-year
contract period.
Gurgaon-based Zen Mobility recently received the ARAI Certification for its
cargo 3-wheeler Light EV called the ‘Zen Micro Pod’. The EV will be unveiled in
early 2023. Designed in Germany, the Zen Micro Pod will be manufactured in India.
Zen Mobility was established in 2018 as a spin-off of NTF Group - an auto
component manufacturer of engineering plastics and composites.
E-waste and Li-ion battery (LIB) recycling company Attero

Recycling will invest ₹600 crores to set up an integrated LIB
recycling factory in Telangana. The facility will be spread over
50 acres and will increase Attero’s LIB recycling capacity to 19,500
MT by the end of 2023 from its current capacity of 4,500 MT.
Amara Raja Batteries and the Government of Telangana signed an MoU to set up
the state’s first Lithium-ion Battery Gigafactory. The company intends to invest INR
9500 crores over the next ten years in a bid to set up manufacturing, research and
innovation facilities.
HEG Limited, an LNJ Bhilwara Group company, plans to invest INR 1000 crores over the next
three years to set up a manufacturing facility for graphite anode of LIBs. The company is in
discussion with a few states to finalise the location. HEG (graphite division) has facilities for the
production of Graphite Electrodes and Graphite Specialities at its plant in Mandideep near Bhopal
(MP). The company exports over 70% of its production to more than 30 countries.
The upcoming plant will cater to 10-12 GWh of cell manufacturing capacity, and
the investment will be executed through its subsidiary - The Advanced Carbons
Company (TACC).
MT AutoCraft, a supplier of machined components and assemblies,

launched the e-mobility company MTA EV with an investment commitment
of Rs 100 crore by MT Autocraft, the Sehgal family and a few HNIs.
The company has built a dedicated plant of three acres at Palwal in the NCR and plans to
showcase its products and technology at the upcoming Auto Expo 2023. A JV between Korea's
EMTC and MT AutoCraft will enable the latter to manufacture EV Powertrains for 2W & 3Ws
to serve export orders for the Korean and Philippines markets. The JV also has a contract to
supply 30,000 Bikes (as CKD units without batteries) in FY 2023-24. MT Autocraft will invest INR
60 crores for setting tooling and plant machines in the first 12 months and expects exports to
contribute over 70% to the total business by combining both vehicles and parts.
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DECEMBER 2022 | MAGAZINE

Gogoro's plans for India market and current focus areas

Feature | Wacker Metroark Chemicals offering Silicone based

India's aspirations for cell manufacturing and the necessity to develop

17 a downstream supply chain

Green Tiger Introduces dual powertrain solutions for ICE 2Ws

Storedot's '100-in-5' cells under validation with leading automakers

32 Understanding Battery Energy Storage System (BESS) | Part 1

36 The need of custom fluids for electric vehicle applications

Category wise Electric Vehicle sales, Nov 2022

Category wise-Sales Trend from Nov 2021 to Nov 2022

Fuel wise 2W Sales Trend, Nov 2021 - Nov 2022

High Speed E-2W Sales Trend by OEM

3W Passenger Sales Trend by Fuel Type, Nov 2021 - Nov 2022

E-3W Passenger Sales Trend by OEM

3W Cargo Sales Trend by Fuel Type, Nov 2021 - Nov 2022

E-3W Cargo Sales Trend by OEM

OEM wise E- 4Wheeler Sales Nov 2022

Others include JLR, Porsche, Volvo, etc.

OEM wise Electric Bus Sales, Nov 2022

GOGORO'S PLANS FOR INDIA MARKET

What is the main reason you are starting with the

For a battery-swapping network provider, getting a critical

What is the current and potential scale of this pilot?

There will be concurrent pathways. We have

We can choose to go deep into one city or

When can we expect more updates about Gogoro-Hero MotoCorp cooperation?

What India specific challenges do you see for Gogoro?

In Indonesia, we started a pilot with GoJek

Gogoro Singapore collaborated with industry

Swapping solutions provider Chargeup has raised $7

Chargeup operates 200+ swap stations in Delhi/NCR,

Noida-based EV startup Corrit Electric has raised $9 million in its

Kolkata-based electric cycles company Motovolt Mobility has raised INR 16

Vajram Electric, a 100% owned subsidiary of eBikeGo®, has raised

Vajram is building a plant in Chakan (Pune) and is expected to start

Mobility-as-a-Service player Yulu received a loan confirmation of $9 million

Australia-based E-bike powertrain solutions company TAV Systems has

INDIA'S ASPIRATIONS FOR CELL

PLI scheme for ACC manufacturing

Cell component localisation and its importance

Source: Niti Aayog

A developed indigenous battery component manufacturing ecosystem will provide competitive

Cell component industry overview and challenges

Some of the other challenges include:

Lack of government push: None of the Indian policies/schemes focuses on component

BYD announced the price for its electric SUV, BYD-ATTO 3, in

The company has received close to 1,500 bookings for ATTO 3

Tiago.ev has garnered over 20,000 bookings in a month since

Volvo Car India has commenced the delivery of its fully

Mumbai-based PMV ELECTRIC unveiled its microcar,

Toyota launched Innova Hycross MPV in India with five variants,

Hyundai Motor India announced the introduction of its

Hyundai IONIQ 5 will be the company’s first model to feature the

Ahmedabad-based Matter has unveiled its first electric

The bike has an in-house developed, AIS-156

Bangalore-based Ultraviolette Automotive announced its

The company also announced investments from Qualcomm