General Motors (GM), in collaboration with Korean battery innovation leader LG Energy Solution, is pioneering a new generation of electric vehicle (EV) technology. Their joint development of the lithium manganese rich (LMR) battery chemistry is poised to revolutionize the electric truck market. This groundbreaking advancement promises to significantly boost driving range while simultaneously reducing production costs, making electric trucks more accessible and appealing to a broader consumer base. The integration of these LMR batteries into GM’s electric vehicle lineup is slated for 2028, marking a pivotal moment in the automaker’s commitment to an all-electric future.
The collaboration between GM and LG Energy Solution underscores a strategic move to address two critical factors hindering the widespread adoption of electric vehicles: range anxiety and high costs. By focusing on innovative battery technology, these industry giants aim to overcome these barriers, paving the way for a more sustainable and economically viable electric transportation ecosystem. The development of LMR batteries represents a significant leap forward in the quest to make electric trucks a practical and attractive option for consumers and businesses alike.
The electric vehicle battery landscape is diverse, with various chemistries influencing performance and cost. Nickel Manganese Cobalt (NMC) and Nickel Cobalt Manganese Aluminum (NCMA) batteries are popular choices, known for their balance of energy density and power. Lithium-Iron-Phosphate (LFP) batteries, while cost-effective, typically offer shorter driving ranges compared to NMC batteries, making them more prevalent in markets like China where cost considerations often outweigh range concerns. GM’s LMR battery technology aims to bridge the gap, offering a compelling blend of the benefits found in both NMC and LFP batteries.
GM estimates that electric trucks equipped with LMR batteries will achieve a range exceeding 400 miles. While the exact cost savings remain undisclosed, GM asserts that the cost per kilowatt-hour (kWh) of LMR batteries will be comparable to that of LFP batteries. However, LMR batteries will provide a significant advantage in energy density, offering 33% more energy for the same weight and volume. This enhanced energy density translates to lighter battery packs, improved vehicle handling, and increased overall efficiency.
| Battery Chemistry | Typical Range | Cost per kWh | Energy Density |
|---|---|---|---|
| NMC | 300-400+ miles | Higher | High |
| LFP | 200-300 miles | Lower | Lower |
| LMR (Projected) | 400+ miles | Comparable to LFP | 33% Higher than LFP |
While GM’s current EVs, such as the Chevy Silverado EV Work Truck with its impressive 492-mile range and the Chevy Equinox EV with a 319-mile range, demonstrate the automaker’s commitment to long-range capabilities, these achievements come with the trade-off of large and heavy battery packs. These hefty batteries can negatively impact vehicle handling and overall efficiency. GM’s LMR cells are designed to address this challenge by offering a lighter and more compact solution. The large prismatic format of these cells—thin, rectangular, and stackable—provides significant packaging advantages, allowing for more efficient use of space within the vehicle.
The use of prismatic cells is expected to reduce pack-level parts by 50%, streamlining the battery pack structure and further reducing weight. According to Kurt Kelty, Vice President of Battery, Propulsion and Sustainability at GM, LMR technology has been in development for over a decade and is crucial for expanding the electric truck market and making it more accessible to consumers. By reducing the number of modules required in a battery pack—from 24 modules in current large EV trucks and SUVs to just six modules with LMR—GM anticipates significant weight savings, potentially in the “hundreds of pounds.”
LMR batteries are not a radical departure from existing chemistries but rather an evolution of NMC technology. The key difference lies in the reduced reliance on nickel and cobalt, two of the most expensive and difficult-to-source materials. Instead, LMR batteries utilize a higher proportion of manganese, a more abundant and cost-effective material. While traditional NMC cells use roughly equal parts nickel, cobalt, and manganese, and high-nickel variants push nickel content up to 85%, GM’s LMR formula flips the script, using 60-70% manganese, 30-40% nickel, and only 0-2% cobalt. GM has been actively investing in the LMR supply chain, including an $85 million investment in manganese supplier Element 25 in 2023, with plans to process the materials in the U.S.
As of 2025, GM reports that LMR cells have undergone extensive testing in its R&D labs, equivalent to 1.5 million miles of EV driving. While mass production is yet to be scaled up, the initial results are promising. According to Kelty, LMR batteries are poised to be a “game-changing battery for electric trucks,” setting a new standard for performance in this vital vehicle segment. With LG Energy Solution as a committed partner, GM is confident that LMR technology will soon be a reality in the marketplace.
