General Motors and LG Energy Solution are developing lithium-manganese-rich (LMR) battery cells for the company’s largest Chevrolet, GMC and Cadillac electric trucks and SUVs. LMR is designed to deliver more energy than comparable lithium-iron-phosphate (LFP) cells without relying as heavily on expensive nickel and cobalt, but it remains a prototype-stage technology rather than a battery already offered in a customer vehicle.
What GM actually unveiled
GM says it has worked on LMR chemistry for more than a decade and is now working with LG Energy Solution to commercialize it. The companies received GM’s Battery Innovation of the Year award for their LMR development, announced in GM’s October 8, 2025 newsroom release.
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LMR is one part of GM’s planned battery portfolio. The company positions high-nickel cells for maximum performance and long-distance driving, LFP cells for entry-level affordability and durability, and LMR for premium performance at a lower cost.
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What “lithium-manganese-rich” means
According to WIRED’s May 13, 2025 report, GM’s announced formulation replaces much of the costly nickel and virtually all cobalt with more abundant manganese. The reported composition is approximately 60–70% manganese, 30–40% nickel and up to 2% cobalt. Exact production specifications could change as development continues.
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What benefits GM claims
Higher energy density than LFP
GM claims LMR can provide about one-third more energy density than comparable LFP cells at a comparable cell cost. Higher cell-level energy density could allow a truck or SUV to carry more usable energy without an equally large increase in pack size or mass. That figure is a company claim reported by WIRED, not an independently measured range result from a production vehicle.
Lower-cost materials
Manganese is generally less expensive and more abundant than the nickel and cobalt used in many high-nickel batteries. GM’s objective is to move large EVs closer to the price of gasoline counterparts while retaining more performance than its entry-level LFP option. Neither the cited material cost nor a final pack price has been independently established.
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Fewer module parts
WIRED reports that GM’s LMR cells use a prismatic format and that the new modules are designed with 50% fewer parts than their predecessors. Fewer components could simplify assembly and reduce opportunities for failure, but GM has not published production-vehicle durability data for these modules.
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| Chemistry | GM’s stated role | Energy and range information | Cost and materials | Planned application |
|---|---|---|---|---|
| LMR | Premium performance at lower cost | GM claims about one-third greater energy density than comparable LFP at comparable cell cost | More manganese, substantially less nickel and cobalt; cost advantage remains unverified | Large Chevrolet, GMC and Cadillac electric trucks and SUVs |
| High-nickel | Maximum performance and long-distance driving | No new numerical range figure is established in the cited material | Higher use of nickel than LMR; no final cost comparison stated | GM’s highest-performance applications |
| LFP | Entry-level affordability and durability | LMR is the chemistry GM says can exceed comparable LFP energy density | Lower-cost chemistry used as the comparison baseline | More affordable EV applications |
When will GM’s LMR battery be available?
- Prototype stage: GM is developing and testing cells at its Wallace Battery Cell Innovation Center in Warren, Michigan.
- 2027 pilot production: The first LMR cells are planned for a pilot line, according to WIRED’s 2025 report.
- 2028 volume target: GM says it aims to be the first automaker to deploy LMR, with full-volume production targeted for 2028 at a plant that has not been disclosed.
Those dates are development and manufacturing targets, not a confirmed showroom launch date. A specific model, market rollout sequence and final plant have not been announced.
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Which GM EVs are expected to use it?
The initial target is GM’s largest electric trucks and SUVs sold under Chevrolet, GMC and Cadillac. GM has not named individual production models or confirmed battery-pack capacities. The intended role is to make these heavy vehicles more affordable while preserving the range and performance buyers expect from premium trucks and SUVs.
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GM says it has prototyped approximately 300 full-size LMR cells. A Battery Cell Development Center is also being built near the Wallace facility to refine and validate new concepts.
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GM describes computational and virtual-engineering tools that can model chemistry changes and evaluate safety, performance and cost, reducing some development work from months to days. That is a description of GM’s engineering process, not an independent test of LMR.
What has not been demonstrated publicly
- Production-vehicle driving range measured by an independent tester
- Real-world charging speed and cold-weather performance
- Long-term cycle life and degradation rates
- Final crash-safety and thermal-runaway results for production packs
- A final manufacturing site, pack design or vehicle launch date
Manufacturing and the North American supply chain
GM says it is localizing production and critical minerals—including lithium, manganese, nickel and graphite—in North America. Its stated goal is to increase the North American content of its battery supply chain eightfold by 2028. The announcement does not specify how that target will be measured for individual LMR packs or vehicles.
What GM’s battery work means beyond new vehicles
GM says its battery packs support a second-life microgrid developed with Redwood Materials in Sparks, Nevada. The company is also piloting vehicle-to-grid technology with utilities including PG&E in California. In that concept, energy stored in parked EVs can be sent back to the grid during periods of peak demand. These projects demonstrate broader uses for GM battery systems, but they do not provide performance data for the unreleased LMR chemistry.
The practical verdict
LMR could give GM a middle option between expensive, high-performance nickel-rich batteries and lower-cost LFP: more energy density than LFP, less dependence on nickel and cobalt, and potentially simpler modules. For now, however, the one-third energy-density advantage, comparable-cost claim and 2028 production plan are company-reported development targets. Buyers should treat LMR as an upcoming technology for large GM electric trucks and SUVs, not as a specification available on a current production vehicle.
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