CATL holds 39.2% of the global power battery market. It runs LFP, sodium-ion, semi-solid state, and all-solid-state research at the same time. Nobody competes with that head-on.
Conventional lithium-ion still runs the world’s phones and laptops, using a lithium cobalt oxide chemistry that packs a lot of energy into a very small space. Cars and the grid never used that exact chemistry. They used a nickel-based variant instead, and that variant has been losing ground fast, mostly to LFP.
None of these companies are trying to out-build CATL. Each one found a niche CATL either cannot reach or does not bother with.
Lead-Acid, NiMH, and NCM: The Battery Chemistries Losing Ground in 2026
Lead-acid is the oldest rechargeable battery in mass production, invented in 1859, and it is still the highest-volume battery chemistry on earth by units sold. It lives in car starter batteries, forklifts, and backup power systems, which is exactly why it never gets talked about as battery technology. It is heavy and low in energy density, but it is cheap, and lead is almost entirely recycled at end of life, giving it one of the most closed-loop supply chains of any battery chemistry that exists. Nothing here is trying to replace lead-acid in its own applications. It simply is not competing in the same conversation as EVs or grid storage.
Nickel-metal hydride, or NiMH, is the chemistry that powered the first two decades of hybrid vehicles, including Toyota’s original Prius. It stores less energy per kilogram than lithium-ion and cannot match lithium’s fast-charging speed, but it is more tolerant of overcharging and extreme temperatures, which made it the safer early choice before lithium-ion battery management systems matured. Its share of new vehicle production keeps shrinking every year as automakers move fully to lithium-ion.
The chemistry actually losing the most ground right now is a variant of lithium-ion itself. Nickel-cobalt-manganese, or NCM, and its close relative nickel-cobalt-aluminum, or NCA, powered the first wave of mainstream EVs. Both pack more energy into a given weight than LFP does, which mattered when range anxiety was the biggest barrier to EV adoption. But NCM and NCA depend on cobalt, a material tied to price volatility and sourcing concerns, most of it mined in the Democratic Republic of Congo. As LFP closed the range gap and undercut NCM on cost, automakers started switching. What follows is largely the story of what has been replacing NCM, and what might replace all of it after that.
LFP Batteries at 90% Market Share: Inside Quebec’s First North American Cell
LFP batteries replace the nickel and cobalt found in NCM cells with iron and phosphate, two of the cheapest, most abundant materials on earth. That substitution does two things. It removes the price volatility and sourcing problems tied to cobalt. And it makes the battery inherently harder to ignite, since the iron-phosphate bond holds its structure at much higher temperatures than the layered oxide structures in nickel-based cells. The tradeoff is energy density, which is why LFP took over buses and stationary storage before it took over passenger cars. Improvements in cell design have closed most of that gap for everyday driving range.
LFP now accounts for 90% of new battery storage deployments worldwide, according to the IEA’s Global Energy Review 2026. Five years ago that number was below 50%. Pack prices fell from $1,100 per kWh in 2010 to $115 per kWh in 2025. Sub-$70 is projected by 2030. CATL (Shenzhen: 300750) and BYD (OTC: BYDDY; HK: 1211) built this category in China at a scale nobody outside Asia has matched.
Outside Asia, a domestic LFP supply chain barely exists. Three Canadian small caps just proved it can be built anyway.
In 2025, First Phosphate (CSE: PHOS) supplied the phosphate and iron for a real LFP battery cell, assembled with lithium carbonate from Century Lithium (TSXV: LCE) and graphite anode material from Nouveau Monde Graphite (NYSE: NMG; TSX: NOU). It was the first LFP cell produced entirely from North American critical minerals.
Nano One Materials (TSX: NANO; OTCQB: NNOMF) is building the cathode side of that chain in Candiac, Quebec. Its One-Pot process cuts energy use in cathode production by up to 80%. The work is funded in part by the US Department of Defense. Sumitomo Metal Mining is a named partner. First commercial supply agreements are targeted for the end of 2026. No commercial revenue yet.
Electrovaya (TSX: ELVA; Nasdaq: ELVA) is already profitable selling LFP-based battery systems for warehouse and material handling equipment out of Ontario. Four straight profitable quarters. Revenue up 39% year over year in its most recent quarter.
Nouveau Monde Graphite is the biggest name of the three. Prime Minister Mark Carney broke ground on its Matawinie Mine in May 2026, calling it the largest graphite mine in the G7. The Government of Canada signed a seven-year offtake for 30,000 tonnes of graphite a year. Panasonic and Traxys North America hold offtakes covering more than 70% of the mine’s planned output. Canada Growth Fund, the Quebec government, and Eni together invested US$213 million in the company this spring. A final investment decision on the integrated battery material plant is targeted for the second half of 2026.
Sodium-Ion Batteries: Natron’s $1.4 Billion Collapse and What Peak Energy Learned
Sodium-ion batteries work on the same basic principle as lithium-ion. Ions move between two electrodes through an electrolyte, and that movement generates current. The difference is which ion does the moving. Sodium sits directly below lithium on the periodic table, similar chemistry, similar behavior, but sodium is roughly a thousand times more abundant in the earth’s crust and can be extracted from ordinary salt. That abundance is what makes the pitch simple: a battery with a raw material cost close to zero, instead of one tied to lithium mining and refining capacity that takes years to build.
The tradeoff is physical. Sodium ions are larger than lithium ions, which means they move more slowly through the electrode material and the battery stores less energy for the same weight. CATL’s Naxtra platform is already in mass production. A 248-mile sodium-ion EV went on sale in China this year. Energy density is lower than lithium, 150 to 175 Wh per kg against 250 to 300. But the supply chain needs no lithium, no cobalt, no nickel at all, and the chemistry tends to perform better in cold weather than lithium-ion does.
Natron Energy built the first sodium-ion battery plant in North America, in Holland, Michigan. It had a $1.4 billion gigafactory planned for North Carolina, backed in part by federal manufacturing incentives. It shut down permanently in September 2025 when the funding dried up.
Peak Energy is the company that learned from that. Private, based in California, founded by former Northvolt, Tesla, and Enovix employees. It locked in 500 megawatt-hours of utility offtake agreements before it broke ground on its own plant. In June 2026, it partnered with General Motors: GM develops the cells in its own lab, Peak builds the storage systems around them. Peak Energy is private. There is currently no way to buy shares in it.
No Canadian small cap has meaningful traction in sodium-ion yet. That gap is real, worth naming rather than papering over.
Silicon Anode Batteries: Amprius Revenue Up 2.5x in the Market China Can’t Enter
Every lithium-ion battery has an anode, the electrode that stores lithium ions while the battery charges. In almost every battery on the road today, that anode is made of graphite. Silicon can hold roughly ten times more lithium than graphite by weight, which is why replacing even part of the graphite with silicon meaningfully increases how much energy a battery pack can hold in the same physical space. The problem is that silicon swells by as much as 300% as it absorbs lithium, then shrinks back down when it releases it. Repeated over thousands of charge cycles, that expansion and contraction cracks the material apart and the battery degrades fast. The engineering fix has been blending small, carefully structured amounts of silicon into a mostly graphite anode, enough to gain the energy density benefit without the anode falling apart.
The Mercedes-AMG GT 4-Door Coupe runs this blended silicon anode today. 298 watt-hours per kilogram at the cell level. It charges from 10% to 80% in 11 minutes. Production starts at Sindelfingen this summer. This is not a future technology. It is a car you can buy.
Below that, in drones, defense hardware, and aerospace, sits a market CATL cannot enter no matter how good its batteries get. The National Defense Authorization Act bans Chinese battery makers from the US defense supply chain by law.
Amprius Technologies (NYSE: AMPX) lives inside that ban. Revenue of $28.5 million in the first quarter of 2026, up two and a half times year over year. Full-year guidance raised to at least $130 million. No debt. Its silicon-anode cells power drones, unmanned aircraft, and an Airbus program. The risk sits in customer concentration: a handful of defense and drone programs account for most of the revenue.
Enovix (Nasdaq: ENVX) competes in the same niche, selling into smartphones, drones, and smart eyewear. It carries $544 million in debt. Amprius carries none.
Neo Battery Materials (TSXV: NBM) is the Canadian name working on the same silicon-anode chemistry, at an earlier commercial stage than either US company. Northern Graphite (TSXV: NGC) sits one step upstream, supplying the anode-grade graphite feedstock these batteries need. It has a producing mine in Ontario and a joint venture anode facility planned with a Saudi partner.
Solid-State Batteries: A 2027 Toyota Target and QuantumScape’s $12.8 Million Reality Check
In a normal lithium-ion battery, the electrolyte carrying ions between the two electrodes is a liquid. That liquid is flammable, and it is the reason lithium-ion battery fires spread the way they do once a cell is punctured or overheats. A solid-state battery replaces that liquid with a solid material, usually a ceramic or a sulfide compound, that conducts ions without being able to catch fire the same way. Removing the liquid also allows manufacturers to use a pure lithium metal anode instead of graphite, which packs in significantly more energy for the same size and weight. The reason nobody has this on the road yet comes down to manufacturing. Solid electrolytes are far harder to produce at consistent quality and low cost than liquid ones, and getting a solid material to maintain full contact with the electrodes as a battery expands and contracts through thousands of charge cycles has proven to be a genuinely difficult materials science problem.
No production car runs a fully solid-state battery in 2026. Toyota (NYSE: TM; TYO: 7203) received Japanese production approval in October 2025. First Lexus flagship models are targeted for 2027, at 450 to 500 watt-hours per kilogram and a 10-minute charge for 1,200 kilometers of range. Manufacturing cost today is three to five times lithium-ion. Toyota first promised production solid-state batteries by 2020.
Samsung SDI (KRX: 006400) is targeting limited 2027 production for premium vehicles.
Volkswagen and BMW cannot build this chemistry at scale on their own, so they are paying small caps to do it. QuantumScape (Nasdaq: QS) is VW’s bet. Its Cobra separator process runs 25 times faster than its predecessor, which is what finally made the economics workable. First customer billings: $12.8 million. The company once forecast $275 million in revenue by 2026. Vehicle integration is now targeted for 2028. Solid Power (Nasdaq: SLDP) is BMW’s bet, licensing sulfide electrolyte material rather than building complete cells. BMW test vehicles are already running on it.
Electrovaya runs its own solid-state research program in Ontario, alongside its profitable LFP business, the only Canadian name doing both at once. HydroGraph Clean Power (CSE: HG) supplies a lab-grown graphene material into battery electrode research. Small, early, and speculative.
Timelines in this chemistry have slipped before. Toyota is the clearest example. The technology works. Manufacturing it cheaply enough to put in a car someone will actually buy is the part still unsolved.
Iron-Air Batteries 2026: The $20/kWh Grid Bet Backed by Xcel Energy
The grid does not need what a car needs. A vehicle battery has to be light, dense, and quick to charge. A grid battery just has to be cheap and last a long time, since it usually sits in one place holding power for hours at a stretch. Iron-air batteries are built around that difference. The battery discharges electricity by letting iron rust, essentially controlled oxidation, and charges back up by running electricity through the rusted iron to reverse the reaction and turn it back into metal. Iron is one of the cheapest, most abundant materials on the planet, and the chemistry cannot catch fire the way a lithium battery can. What it gives up is speed and efficiency. Iron-air batteries are heavy, charge and discharge slowly, and lose more energy in the round trip than lithium-ion does. None of that matters much for a stationary battery meant to store power for a full day rather than react in seconds.
Form Energy targets a system cost below $20 per kWh, against $130 to $150 for lithium-ion grid storage. Its batteries can discharge for 100 hours. Lithium-ion’s practical grid limit is about four. In February 2026, Xcel Energy signed a 300 megawatt, 30 gigawatt-hour deal with Form Energy, the largest battery project by energy capacity ever announced. Form Energy is private. There is no way to buy shares in it today.
ESS Tech (NYSE: GWH) is the public alternative in long-duration storage, building iron flow batteries on a related but distinct chemistry, pumping liquid electrolyte between tanks rather than rusting solid iron. It is the one long-duration name an investor can actually buy directly.
Lithium-Sulfur Batteries 2026: Double the Energy Density, Zero Public Companies
Lithium-sulfur batteries use sulfur as the cathode instead of the metal-oxide cathode found in most lithium batteries. Sulfur can theoretically bond with far more lithium by weight than any oxide can, which is why the theoretical energy density here is more than double ordinary lithium-ion. Sulfur is also a waste byproduct of oil refining, so the raw material is nearly free. The catch is that sulfur cathodes break down faster than oxide ones do under repeated charging, and the battery loses capacity more quickly over its life than a car owner or a grid operator would accept today.
Lyten is building a gigafactory near Reno, Nevada, targeting up to 10 gigawatt-hours of annual capacity. Stellantis (NYSE: STLA) signed a joint development deal with Zeta Energy in December 2024, targeting commercial EV batteries around 2030. Lyten and Zeta Energy are both private. No public pure-play in lithium-sulfur exists on any exchange. The remaining technical problem, cycle life under real driving conditions, is not solved.
Eos Energy and Zinc Batteries: Sevenfold Revenue Growth, Still Unprofitable
Zinc-based batteries use zinc and either air or manganese oxide in a water-based electrolyte instead of the flammable liquid found in lithium cells. Zinc is cheap, widely available, and the water-based chemistry cannot catch fire the way lithium-ion can. Energy density is lower than lithium, which rules zinc out of vehicles, but for stationary storage holding power for 3 to 12 hours, the safety profile and the raw material cost matter more than how much a battery weighs.
Eos Energy Enterprises (Nasdaq: EOSE) is the public name in this chemistry. FY2025 revenue hit $114.2 million, more than seven times the prior year. 2026 guidance is $300 to $400 million. The company remains deeply unprofitable despite that growth. Its survival depends on monetizing IRA manufacturing tax credits and converting a $19 billion project pipeline into signed, funded contracts before cash runs low. The growth is real. So is the cash question underneath it.
Lithium-Air and Vanadium Flow: What’s Still Unproven, and the Sodium-Sulfur Battery That Wasn’t
Lithium-air batteries pull oxygen from the surrounding air to react with lithium at the cathode, instead of storing the reactive material inside the cell the way lithium-ion, LFP, and solid-state batteries all do. That design gives lithium-air the highest theoretical energy density of any battery chemistry under serious research, in some estimates several times higher than lithium-ion. CATL has lab prototypes reportedly reaching 1,200 Wh per kg, roughly four times what a strong lithium-ion cell manages today. The problem is that pulling oxygen in and pushing reaction byproducts back out degrades the cell quickly, and nobody has built a version that survives more than a small number of charge cycles outside a lab. There is no commercial timeline. This is research, not a product.
Vanadium flow batteries store energy in liquid electrolyte tanks rather than solid electrodes, pumping the liquid through a cell stack to charge and discharge. The electrolyte itself barely degrades, which is why Invinity Energy Systems (AIM: IES) markets its batteries as capable of more than 20,000 deep discharge cycles without the capacity loss that eventually forces lithium batteries into replacement. The tradeoff is size. Flow batteries need large tanks of liquid to store meaningful energy, which makes them a fit for grid sites with room to spare and a poor fit for anywhere space is limited.
Sodium-sulfur sits alongside them for a different reason. It is not unproven. NGK Insulators has sold more than 5 gigawatt-hours of sodium-sulfur batteries since 2002, making it the second most deployed grid battery technology in the world after lithium-ion. The chemistry runs at 300 degrees Celsius with a sulfur anode and sodium cathode, and NGK claims under 1% degradation per year over a 20-year life. None of that saved it. NGK’s board voted to discontinue the product line entirely on October 31, 2025, after its manufacturing partner BASF exited the relationship, taking a roughly $117 million charge in the process. A technology can work for two decades and still not survive the economics of who is left to build it.
Raw Materials 2026: Lithium, Nickel, and the Supply Chain Behind Every Chemistry
Most of the chemistries above still need lithium, and that is not a minor detail. Lithium is the lightest metal on the periodic table, which is exactly why it moves easily between electrodes and why it holds so much energy for its weight. Nothing else does that job as well at scale, which is why decades of battery research keep coming back to it despite every attempt to engineer around it. Getting lithium out of the ground is slow. It comes either from hard rock spodumene deposits that need crushing and chemical processing, or from underground brine that has to be pumped out and concentrated, sometimes over months, before it becomes usable battery-grade material. That slow supply response is a large part of why lithium prices swing as hard as they do when demand shifts.
Standard Lithium (TSXV: SLI; NYSE American: SLI) is developing the largest lithium brine project in the US, in south Arkansas, partnered with Lanxess. Lithium Americas (TSX: LAC; NYSE: LAC) is building Thacker Pass in Nevada, the largest known lithium resource in the country. E3 Lithium (TSXV: ETL; OTCQX: EEMMF) just commissioned Phase 2 at its Clearwater project in Alberta in June 2026, confirming brine concentrations for final engineering. All three remain pre-production. Rock Tech Lithium (TSXV: RCK) handles the next step, converting spodumene concentrate into battery-grade lithium hydroxide.
Patriot Battery Metals, now trading as PMET Resources (TSX: PMET), controls one of the largest hard-rock lithium deposits in North America in Quebec, alongside a significant caesium resource. It filed its environmental and social impact assessment in April 2026. In 2025 it faced a short-seller report challenging its technical claims, which the company disputed and formally rebutted. Frontier Lithium (TSXV: FL) is pre-production in northern Ontario and signed a memorandum of understanding with Hanwha Corporation in June 2026 to explore cooperation across the lithium value chain. Nothing binding yet.
Lithium Royalty Corp. (TSX: LIRC) takes a different approach entirely: a portfolio of 35 royalties across multiple countries rather than a single mine or project. Three of those royalty properties are already in production. As of March 2026 the company operates as a subsidiary of Altius Minerals. It is a way to get lithium exposure without betting on one deposit.
Canada Nickel Company (TSXV: CNC) covers the nickel side, which feeds the older NCM chemistry described earlier. Its Crawford Project in Ontario was confirmed onto Canada’s Major Projects Office fast-track list alongside Nouveau Monde Graphite, with construction targeted for late 2026.
Albemarle (NYSE: ALB), the world’s largest lithium producer, sits underneath nearly every chemistry that still relies on lithium. It posted significant losses in 2023 and 2024 when the lithium price fell hard. The investment case for Albemarle and the lithium price cycle are the same thing.
Battery X Metals (CSE: BATX) closes the loop on the raw material story, working on battery recycling and lithium recovery, a layer none of the chemistries above solve on their own.
What to Watch: Toyota 2027, Nano One’s Contract, and Eos Energy’s IRA Credits
Toyota’s 2027 Lexus delivery is the first real test of whether solid-state batteries reach a production car anywhere in the world.
Nano One’s first commercial LFP supply agreement, targeted for the end of 2026, is the first hard proof that Western cathode production outside Asia can work at commercial scale.
Nouveau Monde Graphite’s final investment decision on its battery material plant, targeted for the second half of 2026, will confirm whether its financing package converts into an operating facility.
Amprius’s second and third quarter results will show whether its $130 million full-year guidance holds.
Frontier Lithium’s Hanwha memorandum is worth watching for whether it becomes a binding agreement.
Eos Energy’s IRA credit monetization timeline is the number that determines whether its revenue growth has a floor under it or not.
And underneath all of it: the lithium price. It moves Albemarle’s earnings, every developer in the raw material section, and the relative cost advantage every sodium-ion and iron-air company claims over lithium-ion. When lithium is expensive, those alternatives look smart. When it falls, they look like a solution to a problem that got cheaper on its own.
Sources
- IEA Global Energy Review 2026: Technology, Battery Storage, April 20, 2026
- InsideEVs: Toyota Solid-State Cathode Deal with Sumitomo Metal Mining, October 9, 2025
- ExoSwan: Top Solid-State Battery Stocks 2026, April 6, 2026
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- Green Stocks Research: EV Battery Stocks, 18 Listed EV Battery Companies, July 1, 2026
- TYCORUN: Top 10 Power Battery Cell Manufacturers in 2026, June 14, 2026
- ExoSwan: Top Energy Storage Stocks 2026, Form Energy, ESS Tech, and Eos Energy, April 6, 2026
- Wikipedia: Natron Energy, permanent shutdown September 2025
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- First Phosphate Corp: North American LFP Battery Cells, July 2025
- Prime Minister of Canada: PM Carney Breaks Ground on Nouveau Monde Graphite’s Matawinie Mine, May 19, 2026
- Nouveau Monde Graphite: NMG Announces Equity Financing Package, April 9, 2026
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- Invinity Energy Systems: Vanadium Flow Battery Energy Storage, company technology page, 2026
Editorial Disclosure
This article is based entirely on publicly available information including company disclosures, government publications, industry research, and named financial and technology publications. Publicly traded securities discussed include CATL (Shenzhen: 300750, not accessible on US or Canadian exchanges), BYD Company Ltd. (OTC: BYDDY; HK: 1211), First Phosphate Corp. (CSE: PHOS), Century Lithium Corp. (TSXV: LCE), Nouveau Monde Graphite Inc. (NYSE: NMG; TSX: NOU), Nano One Materials Corp. (TSX: NANO; OTCQB: NNOMF), Electrovaya Inc. (TSX: ELVA; Nasdaq: ELVA), Amprius Technologies Inc. (NYSE: AMPX), Enovix Corporation (Nasdaq: ENVX), Neo Battery Materials Ltd. (TSXV: NBM), Northern Graphite Corporation (TSXV: NGC), Toyota Motor Corporation (NYSE: TM; TYO: 7203), Samsung SDI Co. Ltd. (KRX: 006400, not US-listed), QuantumScape Corporation (Nasdaq: QS), Solid Power Inc. (Nasdaq: SLDP), HydroGraph Clean Power Inc. (CSE: HG), ESS Tech Inc. (NYSE: GWH), Eos Energy Enterprises Inc. (Nasdaq: EOSE), Invinity Energy Systems plc (AIM: IES, not US or Canadian-listed), NGK Insulators Ltd. (TYO: 5333, not US-listed, referenced regarding its discontinued sodium-sulfur battery product line), Stellantis N.V. (NYSE: STLA), Standard Lithium Ltd. (TSXV: SLI; NYSE American: SLI), Lithium Americas Corp. (TSX: LAC; NYSE: LAC), E3 Lithium Ltd. (TSXV: ETL; OTCQX: EEMMF), Rock Tech Lithium Inc. (TSXV: RCK), PMET Resources Inc., formerly Patriot Battery Metals (TSX: PMET), Frontier Lithium Inc. (TSXV: FL), Lithium Royalty Corp. (TSX: LIRC), Canada Nickel Company Inc. (TSXV: CNC), Albemarle Corporation (NYSE: ALB), and Battery X Metals Inc. (CSE: BATX). Private companies discussed in this article, none of which are publicly traded or currently investable, include Peak Energy Inc., Form Energy Inc., Lyten Inc., and Zeta Energy LLC. Natron Energy is referenced as a defunct private company that ceased operations in September 2025. aktiego.com has not received any compensation from any company mentioned, their management, investor relations representatives, or any third party in connection with this article. No staff member or principal of aktiego.com holds a position in any security mentioned at the time of publication. Market share, production, and financial figures are sourced from named company disclosures, government publications, and industry research as cited in the sources section above. Forecast and market size figures represent analyst estimates and are not guarantees of future performance. Technology development timelines are based on named company announcements and industry reporting; timelines in battery technology development have historically been subject to delay and referenced commercialization dates should not be treated as confirmed outcomes. Patriot Battery Metals faced a short-seller report in 2025 challenging its technical disclosures, which the company disputed; readers are encouraged to review both the original report and the company’s response independently. Lithium-air battery figures are drawn from published lab research and company statements regarding prototype cells; no commercial lithium-air product or timeline currently exists. Investing in battery technology, critical minerals, and related equities involves operational, technological, competitive, regulatory, geopolitical, and commodity price risks, including the risk of total loss of capital. Market liquidity risk is elevated for the small and microcap names discussed in this article. aktiego.com is not a registered investment advisor. Nothing in this article constitutes financial, investment, or professional advice. Readers are encouraged to conduct their own due diligence and consult a qualified financial advisor before making any investment decisions. For more information please see our full DISCLAIMER.
