GM, working with its joint venture partner LG Energy Solution, announced plans to commercialize these LMR battery cells by 2028. The prismatic-format cells — rectangular in shape and designed for enhanced packaging efficiency — will be produced in the United States and deployed in future electric trucks and full-size SUVs. If successful, GM would become the first automaker to integrate LMR prismatic cells into mass-market EVs.
LMR chemistry, which has intrigued battery researchers since the 1990s, has long promised an ideal balance of energy density and affordability. Yet until now, technical limitations — chiefly voltage degradation and shorter battery life — have kept it out of commercial production. GM claims to have overcome these challenges through material optimization, proprietary dopants and coatings, and a suite of engineering innovations that stabilize the battery’s internal structure.
“These new cells are a significant step forward,” said a GM official, noting the company’s ability to now match the lifespan and performance of high-nickel batteries at a fraction of the cost. The automaker expects the new technology to deliver more than 400 miles of range in future electric trucks while reducing battery pack costs substantially.
Current GM EVs, including the Silverado EV Work Truck — which boasts an EPA-estimated range of 492 miles and a 350-kilowatt fast-charging capability — rely on high-nickel NMCA (nickel manganese cobalt aluminum) cells. In contrast, the new LMR cells dramatically shift the chemical balance: 35 percent nickel and 65 percent manganese, with almost no cobalt. Manganese is both cheaper and more abundant, reducing material costs and offering the potential for larger, more efficient battery cells.
Compared to lithium iron phosphate (LFP) cells, another low-cost battery alternative, GM says its LMR technology provides 33 percent higher energy density at a comparable price.
The company has spent years refining the LMR platform. By the end of 2024, GM’s Wallace Battery Cell Innovation Center had produced approximately one ton of LMR cathode material and tested hundreds of large-format prismatic cells — the equivalent of 1.4 million miles of EV driving — across 18 cell variations and three form factors.
Engineers at Wallace, in collaboration with LG Energy Solution, have also built a growing intellectual property portfolio around LMR technology, including more than 200 patents held globally.
Construction is now underway on GM’s Battery Cell Development Center, adjacent to the Wallace facility in Warren, aimed at accelerating the transition from lab-scale discovery to full-scale production.
The shift toward prismatic cells also signals a major change in battery architecture. Compared to current pouch cell designs, prismatic cells offer fewer components, reduced use of non-active materials, and simpler manufacturing. GM reports a 75 percent reduction in battery module parts and a 50 percent reduction in total pack components with the new format.
For GM, the implications go beyond cost. As competition intensifies in the global EV market, delivering long-range, high-performance electric trucks and SUVs at more accessible price points could redefine the automaker’s position in the race toward electrification.
“Innovation in battery technology is fundamental to making EVs more mainstream,” said a GM spokesperson. “LMR will allow us to offer premium range without a premium price.”
Whether GM’s LMR breakthrough can scale and maintain performance under real-world conditions remains to be seen. But the announcement marks a milestone in the automaker’s pursuit of affordable, high-volume electric vehicles — and a potentially significant step in the broader electrification of American roads.