The first battery applications session at the Tokyo battery summit brought together speakers from across the battery materials, automotive engineering and market intelligence sectors, offering a wide view of how battery development is evolving under pressure from cost, regulation, safety and circularity. The session featured presentations from Andrea Valentini (Argus Media), Jean-Francois Despois (Novelis), Masato Yamamoto (Nippon Steel Corporation) and Raman Kakarla (Tata Elxsi), each approaching battery development from a different industrial perspective.
Raw Material Economics: LFP Growth Meets Supply Pressure
Mr. Andrea Valentini of Argus Media opened the session by examining the economics behind lithium iron phosphate (LFP) batteries and whether current raw material prices can remain sustainable. He explained that while electric vehicle demand continues to expand globally, policy uncertainty in Europe and the United States is beginning to influence the pace of adoption. China, however, remains the dominant force in battery deployment and especially in LFP battery use.
Mr. Valentini noted that around half of electric vehicle batteries globally are now estimated to use LFP chemistry, with energy storage systems further strengthening LFP demand because of lower cost and strong resilience in renewable-linked applications.
A key concern, he said, is lithium supply. Argus Media projects that lithium demand could reach nearly three times current levels by 2035, while prices have already more than doubled in the past year due to supply restrictions. He pointed to Chinese mine license rationalization, Australian mine closures caused by earlier low prices, and Zimbabwe’s ban on lithium concentrate exports as major recent disruptions.
He also highlighted phosphate and sulfur as increasingly important overlooked materials. Phosphate prices are rising because fertilizer producers in China are selling more supply into battery manufacturing, while sulfur prices have surged sharply because global sulfur trade remains heavily dependent on shipments through the Strait of Hormuz.
Aluminium Positioning Itself as a Circular Battery Material
Mr. Jean-Francois Despois of Novelis focused on aluminium as a lightweight and sustainable solution for battery enclosures, arguing that battery design must now consider not only mass reduction but full circularity.
He explained that aluminium can reduce battery enclosure weight by as much as 40% compared with steel while also improving corrosion resistance and thermal conductivity. In one industrial example, replacing an extruded component with a roll-formed aluminium design delivered 26% weight savings and 20% cost savings at the same time.
Mr. Despois emphasized that aluminium’s long-term advantage depends on recycling. Novelis is targeting an average recycled content of 75% across products by 2030 and has already demonstrated automotive-grade aluminium made entirely from end-of-life vehicle scrap. In Europe, the company has also recycled battery enclosure aluminium into outer body panels, showing that closed-loop recovery is moving beyond theory into mass production.
He argued that future battery manufacturing must include “design for recycling,” meaning material choices should also consider how easily components can later be dismantled and separated.
Nippon Steel Pushes Steel as a Safety-Driven Battery Pack Solution
Mr. Masato Yamamoto of Nippon Steel presented a contrasting position: that steel still offers major advantages in electrified vehicle battery packs when safety, life-cycle carbon and cost are evaluated together.
He explained that Nippon Steel’s battery strategy is built around carbon neutrality targets for 2050, not only through cleaner steel production but also by proposing material solutions that help automakers lower emissions during vehicle use.
Mr. Yamamoto argued that while aluminium currently leads lightweight battery enclosure design, advanced steel can narrow the weight gap while offering major cost advantages. According to Nippon Steel’s internal comparison, steel battery cases can achieve nearly equivalent weight to aluminium designs while reducing cost to roughly half.
He described several steel innovations: redesigned cross-members that improve force distribution, thinner shell cases that increase cell packing efficiency, and zinc-aluminium-magnesium coated steel that improves corrosion resistance without requiring paint.
Safety remained central to his presentation. In thermal runaway testing, Mr. Yamamoto said steel battery shells maintained structural integrity even when neighboring cells failed, while aluminium cases showed partial melting at temperatures above 800°C. Steel also demonstrated superior fatigue resistance, with weld durability roughly ten times stronger under comparable loading conditions.
Tata Elxsi: Battery Engineering Must Connect with Software and System Intelligence
Mr. Raman Kakarla of Tata Elxsi broadened the discussion beyond materials by focusing on engineering integration.
He explained that Tata Elxsi, part of the Tata Group, supports battery development through system engineering, digital design, software integration and validation. Tata Group itself spans more than 100 companies globally, with major automotive brands including Jaguar Land Rover under its umbrella.
Mr. Kakarla stressed that modern vehicles are no longer defined only by mechanical systems but increasingly by software-defined architecture. Battery development therefore must connect with predictive diagnostics, digital monitoring and life-cycle intelligence.
He described platforms that allow battery health tracking, safety alerts and predictive maintenance, noting that these systems are already being deployed with both Japanese and global OEMs.
Q&A: Regulation, Hybrid Materials and the Future of Recycling
Q: How do the speakers view the current EV transition, recycling challenges, and the future possibility of hybrid material systems using steel and aluminium together?
A participant noted that while electrification remains important, the EV transition appears to be facing increasing uncertainty. The question also raised whether battery design may increasingly require hybrid systems rather than relying on a single material, particularly as manufacturers balance weight reduction, carbon performance, and cost.
Mr. Jean-Francois Despois responded first by saying that electrification trends remain strongly influenced by regulation, particularly government policy in Europe. He explained that recent revisions to European targets have already slowed EV momentum in some markets. On recycling, he emphasized that reduced dependence on primary material supply is one of the main reasons secondary material access is becoming increasingly important. He added that customers are also demanding higher recycled content and better energy efficiency, but these solutions must remain cost competitive.
On the question of material combinations, Mr. Despois said there is unlikely to be one universal material solution. According to him, material selection depends heavily on manufacturing conditions, joining technologies, and product design requirements. He added that battery structures will likely continue using mixed materials, with steel and aluminium selected according to different functional requirements. He also stressed that design must now consider dismantling and material separation to improve recycling efficiency at end of life.
Mr. Andrea Valentini added that regulation remains the strongest force affecting EV adoption. He pointed to current market discussion in the United States, where emission regulations may be revised even for conventional engines, showing how quickly battery market assumptions can shift depending on policy direction.
Mr. Masato Yamamoto addressed the recycling side from a battery pack safety perspective. He explained that while reuse and second-life applications are increasingly discussed, ensuring safety at both cell and pack level remains essential. He said manufacturers must continue improving performance while also guaranteeing safe battery handling across reuse and recycling stages.
Q: What assumptions support the forecast that lithium demand may double or triple by 2035?
Another participant directed a question to Mr. Andrea Valentini, referring to his long-term forecast for lithium, cobalt, and manganese demand through 2035, and asked what background assumptions support the projection that lithium demand could double or even triple.
Mr. Valentini answered that the main assumption behind the forecast is continued battery demand growth, especially through electric vehicles and energy storage systems. He indicated that battery chemistry trends remain central to the forecast, with lithium continuing to play a major role even as market shares between chemistries shift.
(IRuniverse Rohini Basunde)
