New Tesla 4680 battery cells patent achieves fully dry electrode construction

[CyberTrk]

So Tesla will soon have an excess of battery cells and will be able to provide a CT battery extender !!!!

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[Fugue]

So Tesla will soon have an excess of battery cells and will be able to provide a CT battery extender !!!!

Or perhaps a Cybertruck refresh with more range.

 

[cyberos]

BREAKING A new patent, US 2025/0364562, published on Nov.27.2025, reveals the scientific breakthrough that allows Tesla to finally transition its 4680 cells from a "hybrid" manufacturing model to the fully dry electrode process that has historically been impossible to mass-produce

This patent arrives at a critical juncture for the 4680 program.

While Tesla has successfully mass-produced 4680 cells for the Cybertruck, these "Gen 1" cells are effectively hybrids: they utilize a dry-coated anode (which was successfully implemented early on) but still rely on a traditional wet-slurry cathode.

The wet cathode process proved extremely difficult to replace because the powder was too brittle and abrasive, forcing Tesla to retain massive, expensive drying ovens and solvent recovery systems for half the battery.

This patent outlines the "Gen 2" dry cathode fabrication process that finally eliminates these steps.

The core innovation lies in the development of a specific polytetrafluoroethylene (PTFE) composite binder material.

While PTFE is valued for its fibrillation properties—a unique ability to stretch into microscopic "hairs" that physically bind powders into self-supporting films—it historically suffers from electrochemical instability at low voltages.

This degradation leads to excessive lithium consumption and Irreversible Capacity Loss (ICL), which is the amount of energy capacity permanently lost during the battery's first charge cycle.

Tesla’s solution mitigates this by combining PTFE with chemically stable binders—specifically polyvinylidene fluoride (PVDF), PVDF co-polymers, or poly(ethylene oxide) (PEO).

The necessity of this composite approach is highlighted by the severe performance penalties associated with using pure PTFE. The patent details that PTFE possesses a relatively low Lowest Unoccupied Molecular Orbital (LUMO).

In quantum chemistry, this level acts as a threshold for stability; because the LUMO is low, the PTFE is "too eager" to accept electrons from the anode. At low operating potentials, charge transfers into the PTFE structure, causing defluorination and the formation of lithium fluoride and polyenes.


Pure PTFE dry electrodes suffer an ICL of approximately 127 mAh/g. When benchmarked against industry baselines—where mature wet-slurry graphite anodes typically exhibit an ICL of only 20 to 35 mAh/g—the pure PTFE performance is nearly five times worse.

This inefficiency renders pure PTFE dry electrodes commercially unviable, as they waste a significant portion of the battery's lithium inventory on side reactions before the device is even utilized.


To overcome this deficit, the patent introduces a composite binder system where PTFE is mixed with materials like PVDF or polyethylene (PE), which possess higher LUMO energy levels (higher stability thresholds).

These added polymers effectively coat the electron-conducting materials, creating a barrier that prevents direct contact between the unstable PTFE and the active electrode materials.


Performance data validates that this method elevates dry electrode technology to competitive levels. For instance, substituting pure PTFE with a polyethylene binder reduced the ICL to just 30 mAh/g, effectively matching the efficiency of standard wet-slurry electrodes.

Furthermore, a PTFE-PVDF composite processed at optimal room-temperature conditions achieved an ICL of approximately 50 mAh/g. While slightly higher than best-in-class wet anodes, this represents a massive improvement over the pure PTFE baseline, bringing the dry process within striking distance of commercial viability.


Crucially, the patent solves the "throughput nightmare" that has long stalled mass production. Dry coating involves calendering—smashing powder into a film using high-pressure rollers. In previous attempts using pure PTFE, the material required ten passes through the rollers to stick together properly, a rate far too slow for high-volume automotive manufacturing.

The patent notes that the new composite binder formulation achieves a cohesive film in only three passes. By effectively tripling the speed of the manufacturing line, this innovation allows Tesla to finally hit the production targets necessary for mass-market vehicles.


Beyond speed and chemistry, the patent addresses the physical durability of the cathode film. Early dry cathode attempts suffered from high scrap rates due to "dusting," where the brittle ceramic powder would crack or turn to dust when wound tightly into the can.

Tesla describes a specific high-shear jet-milling process that fibrillizes the composite binder into a specific "spiderweb" microstructure. This turns the brittle powder into a flexible, self-supporting film capable of withstanding the mechanical stresses of winding without cracking, transforming the dry cathode from a lab experiment into a reliable industrial product.


To fully appreciate the strategic value of this manufacturing innovation, it must be viewed alongside Tesla’s complementary patent, WO 2024/147993, regarding "Doped Manganese-Rich Cathode Active Materials." Together, these documents represent a unified strategy to solve the two largest hurdles in battery production: material cost and manufacturing footprint.


While the dry electrode patent resolves manufacturing instability by stabilizing the binder, the cathode patent addresses the chemical instability of cheaper materials.

Manganese-rich cathodes are abundant and affordable but typically suffer from manganese dissolution. The cathode patent utilizes specific dopants to lock the manganese structure in place, creating a cell where neither the manufacturing adhesive nor the energy-storing powder degrades prematurely.


This combination unlocks the true "ultra-low cost" strategy for the 4680 cell. Moving to manganese-rich chemistry drastically reduces reliance on expensive nickel and cobalt, cutting the Bill of Materials (BOM).

Simultaneously, the 100% dry process eliminates the massive drying ovens entirely. This cuts the factory footprint by approximately 50% and the energy bill by 90%, finally unlocking the dramatic cost reductions that were the original selling point of the 4680 program.


Industry analysis suggests that while the dry anode was the "easy win," the dry cathode has remained the bottleneck preventing the 4680 from reaching its potential.

In this context, the dry electrode patent provides the "recipe" for the physical film—the PTFE composite binder—that makes dry coating physically possible and fast enough for factories. The cathode patent provides the specific "fuel"—the robust, doped powder—intended to run through that machine.

Together, these patents delineate the blueprint for a cheaper, more durable, and mass-manufacturable Gen 2 4680 cell.


Source:

Love this post! This patent also has implications for quantum computing. The ability to efficiently capture an electron at the Lowest Unoccupied Molecular Orbital (LUMO) is important for quantum bits (qubits).

 

[Mini2nut]

Once the “Gen 2” battery cells are installed in the 2026 CT’s the resale values of 2024-25 “Gen 1” Cybertruck’s might drop in value.

 

[aadams1278]

Once the “Gen 2” battery cells are installed in the 2026 CT’s the resale values of 2024-25 “Gen 1” Cybertruck’s might drop in value.

Might?

 

[hemiarch]

Once the “Gen 2” battery cells are installed in the 2026 CT’s the resale values of 2024-25 “Gen 1” Cybertruck’s might drop in value.

Unless the batteries are hugely problematic and catch on fire or something. Maybe have to be recalled to be bolted rather than glued to the truck? Lol.
Tune in next week for “cantrails 2-the revenge”

 

[kpanda17]

Guys
Latest EV trucks released or soon to be, have 250ish of range.
Only a lesser ability, 2WD, stripped, etc might show up with equal range.
Our 325-340 range CTs are looking great.
It will take a very major battery advancement with much higher energy density to get to 380-410 miles of range for an equivalent capability 1/2 ton pickup.
I’d expect our trucks to be surpassed in value and capability one day, but not soon as the newest from everyone have less, range and capability.
If Tesla eventually has overcapacity of 4680s, which with Cybercab and Optimus pending I doubt, I’d buy the extender for 400 miles.

Just my proud opinions.

 

[Bridgeboy69]

If Tesla eventually has overcapacity of 4680s, which with Cybercab and Optimus pending I doubt, I’d buy the extender for 400 miles.

My hopes are no longer on an extender, but rather a battery pack upgrade with not-yet-invented higher capacity batteries. Our CT batteries were designed to be removed and replaced fairly easily (or so Grok tells me anyway...).

 

[aadams1278]

I would think it’s actually the opposite now that the seats are bolted to the battery. I expect that means the floor lining and seats and all associated wiring plus hvac ducting for floor outlets plus unknown other items all has to be removed and reinstalled just to replace a battery now while with the old design none of that was the case.

New design easier/cheaper/faster for manufacturing…harder/more expensive/slower for repair/replacement.

 

[Travis64]

Guys
Latest EV trucks released or soon to be, have 250ish of range.
Only a lesser ability, 2WD, stripped, etc might show up with equal range.
Our 325-340 range CTs are looking great.
It will take a very major battery advancement with much higher energy density to get to 380-410 miles of range for an equivalent capability 1/2 ton pickup.
I’d expect our trucks to be surpassed in value and capability one day, but not soon as the newest from everyone have less, range and capability.
If Tesla eventually has overcapacity of 4680s, which with Cybercab and Optimus pending I doubt, I’d buy the extender for 400 miles.

Just my proud opinions.

Our cybertrucks bearly get 100 miles 80% to 20%
Especially in winter

 

[swengl]

Dumped this into Copilot and asked for a summary:

Tesla’s New 4680 Patent (US 2025/0364562)
Context

• Tesla’s current Gen 1 4680 cells (used in Cybertruck) are hybrids:
  • Dry-coated anode
  • Wet-slurry cathode (still required ovens & solvents, costly and inefficient).
• The wet cathode was the bottleneck due to brittleness and abrasive powders.

Core Innovation

• Introduction of a PTFE composite binder system for dry cathodes.
• Pure PTFE was unstable at low voltages → caused Irreversible Capacity Loss (ICL ~127 mAh/g), far worse than wet electrodes (20–35 mAh/g).
• Solution: PTFE blended with stable polymers (PVDF, PE, PEO).
  • Raises stability threshold (higher LUMO).
  • Prevents electron transfer into PTFE → avoids degradation.

Performance Gains

• Polyethylene binder: ICL reduced to ~30 mAh/g (matches wet-slurry baseline).
• PTFE-PVDF composite: ICL ~50 mAh/g (slightly higher, but commercially viable).
• Manufacturing speed: Film cohesion achieved in 3 roller passes (vs. 10 with pure PTFE).
• Durability: Jet-milling creates “spiderweb” microstructure → flexible, crack-resistant cathode films.

Strategic Pairing

• Complementary patent (WO 2024/147993) on doped manganese-rich cathodes.
  • Stabilizes cheap manganese materials (prevents dissolution).
  • Cuts reliance on expensive nickel & cobalt.

Industrial Impact

• Factory footprint reduced ~50%.
• Energy costs cut ~90%.
• Enables true low-cost Gen 2 4680 cells:
  • Dry process fully implemented.
  • Cheaper, more durable, mass-manufacturable.

Big Picture

• Dry anode = easy win.
• Dry cathode = bottleneck solved.
• Together, these patents provide:
  • The “recipe” (PTFE composite binder).
  • The “fuel” (doped manganese-rich powder).
• Blueprint for scalable, affordable, next-gen Tesla batteries.

 

[henchman24]

Tesla New Batteries
NC05 Battery
This cell is intended to be the easy-to-manufacture cell that will power the Cybercab.
NC20 Battery
The next size up, the NC20, is intended to power Tesla’s SUV lineup and the Cybertruck. This will be a larger-format cell intended for moving larger and heavier vehicles and possibly optimized for towing—a constraint the Cybertruck, on its current 4680s, can find challenging in harsh winter conditions.
NC30 & NC50 Batteries
The NC30 and NC50 are the other two cells that The Information lists, but they’ll be drastically different. They won’t be using the standard cell materials that we’ve seen used up to this point. This is where the focus of Tesla’s R&D likely lies - they intend to introduce cells using silicon carbon into the anodes. Silicon Carbon, or SiC, can hold and move electrons faster than traditional anode materials.

These cells are likely where Tesla will make significant strides in both faster charging times and improved energy output. The advanced anode design, which allows for greater energy transfer, is poised to play a crucial role in Tesla's push for ultra-fast Supercharging.

The NC30 will eventually end up in the Cybertruck and Tesla’s future SUV lineup - maybe a refreshed Model X or Model Y.

The NC50, on the other hand, will be focused on performance and a smaller cell. It’ll power the new Tesla Roadster and likely Tesla’s performance models, such as the Plaid, Performance, and Beast variants.
Solid State
Tesla is working on solid state battery, but release will not happen for a few years.
Dry Film
The dry film battery with Telon dust and other chemical doping still has production problems.
NA
I would have liked to supply Tesla SS battery Image and images of all the above batteries, but they are all NA?

It hasn't gotten noticed much, but there was a cell change a few months ago in the CT. They went from a 955 chemistry to a 973, and part of the rumor (and unconfirmed since we don't have a teardown) is that they include the dry electrode. I doubt it, but the timing of this patent would align. There is thought to be a minimal (~2%) increase in capacity, though the rating hasn't changed... so grain of salt on that until there is a recertification. That may happen in 2026. This is supposedly the NC20 cell... and the main difference is in the temperature window the cell is happy in. The increase in manganese widens the window a bit. So the snowflake that appears when it is below 45, may not appear not until 35... and on the opposite side, it might be allowed to get a few degrees hotter. Which should help the charging curve just a little bit.

NC30 is likely the cell for whenever the CT is refreshed. Should have ~10% more range (rumors upto 15%). I doubt that'll be before 2027.

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