Tesla (TSLA.O) announced that the "Terafab" project has officially landed in Grimes County, Texas. Jointly initiated earlier this year by SpaceX and Tesla, the project is the world’s largest chip manufacturing plan, aiming to bridge the massive gap between current global chip supply capabilities and future computing demand. In fact, the predecessor of Terafab broke ground in April at the north campus of the Texas Gigafactory—a new R&D wafer fab. Now the project has been officially upgraded and sited in Grimes County, where it will be developed into an advanced semiconductor wafer fab. SpaceX and Tesla’s combined chip demand is expected to exceed 1 terawatt (TW) of computing capacity, a scale that far surpasses current global supply capability. We deeply appreciate our existing chip suppliers and encourage them to expand their capacity wherever possible, but the widening supply-demand gap in the future is the core reason behind the existence of the Terafab project. Terafab aims to manufacture new computing capacity at unprecedented scale and speed. The project plans to build a vertically integrated factory with over 100 million square feet of manufacturing space, covering fabrication, packaging, and testing of advanced logic and memory chips. Consolidating these processes in a single facility facilitates rapid iterative improvements and accelerates the deployment of new computing capacity.

Tesla's first Megapack 3 has rolled off the production line at its new Megafactory in Brookshire, Texas, marking the start of initial production at the site.

Ghana's Parliament ratified the mining lease for Atlantic Lithium's Ewoyaa project on March 20, 2026, granting a 15-year lease under a new sliding royalty scale 5% when spodumene prices fall below $1,500/tonne, rising to 12% above $3,200/tonne, replacing the previously proposed flat 10% rate. The ratification clears Ghana's first-ever lithium mining lease and positions Ewoyaa to move toward a final investment decision. Half of Ewoyaa's planned output is committed to Elevra Lithium (the merged Piedmont Lithium Sayona Mining entity), which holds prior offtake ties to Tesla and LG Chem. Atlantic Lithium's Q1 2026 report showed access to up to $16.4 million in funding, including roughly $11 million from a Ghanaian pension fund, alongside A$13.9 million cash on hand and no debt. In a more recent shift, China's Zhejiang Huayou Cobalt announced on May 7, 2026 a proposed $210 million acquisition of Atlantic Lithium outright. Days later, Huayou separately agreed to assume Ewoyaa's remaining development funding obligations a move that decouples project construction from the broader takeover outcome, meaning the mine could advance even if the acquisition doesn't close. SMM View: Ewoyaa's ratification cements Ghana's entry into Africa's lithium production landscape, but the Huayou bid adds a new ownership dimension to watch potentially extending Chinese control further into West Africa's spodumene supply chain alongside Mali's Goulamina and Bougouni projects.

SMM, August 3 News: On August 3 early trading, the broader market was under pressure and consolidated, while high-end manufacturing segments moved independently. As of the close on August 3, the Motor II sector rose 2.67%, with individual stocks such as Jiangxi Special Electric Motor hitting the daily limit up, and Wolong Electric Group, Yifan Transmission, Bafang Electric, Keli Motor, MOONS', and Jiangsu Leili leading the gains. The strength in motor sector futures was supported by multiple drivers: first, Unitree Robotics is about to launch its subscription and Tesla raised its long-term capacity target for humanoid robots, heating up expectations for mass production of joint servo motors; second, the rare earth permanent magnet sector rose simultaneously, with upstream permanent magnetic material prices increasing, boosting profit expectations for high-performance motors; third, the replacement policy for IE4/IE5 high-efficiency motors continues to be implemented, opening up room for stock replacement of traditional industrial motors; combined with stockpiling expectations from downstream automakers and equipment manufacturers in mid-to-late August, some market funds favoured the motor sector, driving the collective rise. Market News [State Council Executive Meeting Decides to Approve Four Nuclear Power Projects Including Liaoning Zhuanghe Phase I] The State Council Executive Meeting decided to approve four nuclear power projects including Liaoning Zhuanghe Phase I. The meeting pointed out that nuclear power units should be built and operated to the highest global safety standards, with strengthened full-chain and all-domain safety oversight to ensure nuclear safety is absolutely risk-free. [China Approved 8 New Nuclear Power Units, with Total Project Investment Exceeding 170 Billion Yuan] In 2026, China opened the floodgates for new nuclear project approvals. According to CCTV News on July 31, the State Council Executive Meeting held that day decided to approve four nuclear power projects including Liaoning Zhuanghe Phase I. It is reported that the new projects approved at this meeting include Zhejiang Jinqimen Nuclear Power Plant Phase II (Units 3 & 4), Guangdong Taipingling Nuclear Power Plant Phase III (Units 5 & 6), Liaoning Zhuanghe Nuclear Power Plant Phase I (Units 1 & 2), and Shandong Laiyang Nuclear Power Plant Phase I (Units 1 & 2), totaling 8 new units. Nuclear power projects have historically been an important boost to expanding effective investment, and it is estimated that the total investment of these new projects will exceed 170 billion yuan. (Jin Shi Data) [State Administration for Market Regulation: '15th Five-Year Plan' to Foresightfully Deploy High-Level Detection Platforms for Strategic Emerging Industries such as Integrated Circuits, New Energy, Biomedicine, and Humanoid Robots] The State Administration for Market Regulation held a press conference on July 21 to introduce the development achievements of China's inspection and testing service industry during the '14th Five-Year Plan' period. During the '15th Five-Year Plan' period, the administration will implement the Innovation Pilot for Inspection Testing to Promote Industrial Optimization and Upgrading, and the Three-Year Action for National Quality Inspection Center Quality Improvement and Optimization, foresightfully deploying high-level detection platforms for strategic emerging industries such as integrated circuits, new energy, biomedicine, and humanoid robots, and using digital transformation to drive service model innovation. Strengthen deep collaboration with industry chain leaders and research institutes, jointly tackle a number of key core technologies, and promote the upgrading of inspection and testing from a single service to "industry chain synergy," shifting from being a "post-event quality gatekeeper" to a "full-process innovation enabler." Coordinate the capacity building for green and low-carbon, food safety, and high-risk industrial product testing, and build a solid quality defense line for industrial development and people's livelihood safety. [China's robot industry chain sees explosive orders; a robot company receives over 10,000 orders in a month] Currently, publicly listed firms are gradually releasing their semi-annual reports and earnings forecasts. In H1 this year, the robot sector reported widespread positive earnings. From core parts to complete machine integration, from motion control to AI computing hardware, the robot industry chain is shifting from "concept-driven catalysts" to a new phase of "order volume growth and profit realization." MIIT data shows that from January to May, the revenue of China's above-designated-size robot enterprises exceeded 90 billion yuan, up 26.9% YoY, with an average annual growth rate of over 20% over the past five years. A robot company just launched a new humanoid robot product at the end of last month and received over 10,000 orders in less than a month. Another company's head stated that their frameless motor is a core component for humanoid robot joint actuation, and in H1 this year, the company's orders on hand exceeded 1 million units, an increase of more than nine times compared to last year. (Jin10 Data) [General Administration of Customs: In H1, China's exports of lithium batteries, wind turbines, and other green energy-related products increased by 37.6% and 35.6% respectively] The State Council Information Office held a press conference today to introduce China's foreign trade performance since the beginning of this year. Currently, the global green and low-carbon transition is deepening, and the construction of new energy and rising consumer demand align well with China's green products. In H1, China's exports of lithium batteries, wind turbines, and other green energy-related products increased by 37.6% and 35.6% respectively; green mobility products such as EVs, electric railway locomotives, electric motorcycles, and bicycles grew by 68.7%, 45.1%, and 31.5% respectively. Tesla Optimus project lead Ashok Elluswamy announced on social media on July 30, 2026, that the long-term annual capacity target for Optimus had been revised to 10 million units. This figure is ten times the originally planned capacity of 1 million units, marking a comprehensive upgrade in Tesla's humanoid robot capacity planning. [Google DeepMind launches Gemini Robotics 2 robot AI model] Google DeepMind has launched the Gemini Robotics 2 model. According to the introduction, Gemini Robotics 2 enables robots to reason about every action, thereby unlocking a broad range of tasks. For example, it can enable a humanoid robot to walk, squat, stretch, and manipulate objects to clean a cluttered room. It can even collaborate with other robots to complete tasks faster. This deep intelligence can also run locally on devices while seamlessly adapting to entirely new robot bodies within just a few hours. Meanwhile, Google DeepMind also launched two other robotic AI models — Gemini Robotics ER 2 and On-Device 2. Gemini Robotics ER 2 is the most powerful embodied reasoning (ER) model, a vision-language model (VLM) that will enable robots to communicate with humans, understand the physical world, and plan multi-step tasks lasting several minutes. On-Device 2 is the most efficient vision-language-action model (VLA), optimized to run locally on robotic devices. The model can now quickly adapt to entirely new robot entities with just hours of data. [Dayang Motor: Plans to Repurchase Shares Worth 120 Million–160 Million Yuan] Dayang Motor announced that the company plans to repurchase shares worth 120 million to 160 million yuan for future employee stock ownership plans or equity incentive plans, with a repurchase price not exceeding 11.5 yuan per share. [Xiangtan Electric: Expected Significant YoY Growth in Revenue from Synchronous Condensers and Flywheel Energy Storage This Year] Xiangtan Electric stated on an interactive platform that the company has actively developed new products in recent years, advancing R&D in synchronous condensers, flywheel energy storage, marine power, aviation electrification, and high-speed motors , achieving notable results in market promotion of synchronous condensers and flywheel energy storage. Revenue from these products is expected to see significant YoY growth this year; marine power, aviation electrification, and high-speed motors have also made some progress in market promotion. [BYD Plans to Launch Humanoid Robot in August This Year] Recently, reports suggested that BYD's humanoid robot is about to be launched. On July 28, BYD responded that it plans to launch the humanoid robot at "Di Space" in August. (Jin10 Data) [Unitree Robotics' Wang Xingxing: The "ChatGPT Moment" for Embodied AI Could Arrive Within Two to Three Years] According to the World Internet Conference news, the 2026 World Internet Conference Digital Silk Road Development Forum, themed "Smart Convergence on the Silk Road, Digital Opening of a New Journey – Jointly Building a Community with a Shared Future in Cyberspace," held its opening ceremony in Xi'an, Shaanxi, on July 22. Wang Xingxing, founder and CEO of Unitree Robotics, attended the ceremony and delivered a speech. Over the past few years, humanoid robots have made rapid progress from walking to dancing, from kung fu combat to simple services. Wang Xingxing believes that the "ChatGPT moment" for embodied AI is expected to arrive within as soon as two to three years: by then, robots will be able to directly work and achieve many basic functions in most unfamiliar scenarios. Therefore, everyone should make various plans and arrangements in advance based on their actual situation, so as to seize new opportunities in the intelligent era. (Jinshi Data) [Unitree Robotics: Preliminary Inquiry Date Is August 5, Offline Subscription Date Is August 10] Unitree Robotics announced that the company is conducting its initial public offering and listing on the STAR Market. The offering will be conducted through a combination of strategic placement, offline issuance, and online issuance. The company plans to publicly issue 40,446,434 shares, accounting for 10% of the total share capital after the issuance, with the total share capital after issuance at 404,464,340 shares. The preliminary inquiry date is August 5, 2026, and the offline subscription date is August 10, 2026. The company has a special voting rights mechanism arrangement, under which the actual controller, Wang Xingxing, controls a total of 68.78% of the voting rights through a differentiated voting rights arrangement. [Unitree Robotics’ Chen Li: Core Technologies of Joint Motors Entirely Self-Developed, Upstream Only Relies on Copper Wire, Magnets and Other Raw Materials] From July 3 to 4, the 2026 Yabuli Forum Innovation Annual Conference was held in Shanghai. Chen Li, co-founder of Unitree Robotics, stated that the company has achieved independent R&D and production of core parts and has integrated the underlying technology architecture, possessing the capability to independently develop and produce a full range of products including quadruped robots, humanoid robots, robotic arms, pumps, dexterous hands, etc., covering diverse application scenarios. In response to the view that joint motors rely on external procurement, Chen Li said that the core technologies of Unitree’s joint motors are entirely independently developed, with the upstream only involving the supply of basic raw materials such as copper wire and magnets, achieving a completely independent and controllable supply chain. He stated that by independently developing the full set of core technologies, Unitree's products maintain industry-leading levels in cost-effectiveness, reliability, stability, and consistency. At the same time, the company continues to invest in the R&D of core technologies such as robot control, perception, navigation, and AI algorithms, and has cumulatively applied for multiple patents. (Jinshi Data) [Report: China’s Embodied AI Market Size Has an Average Annual Compound Growth Rate of 22% to 23%] The "China Embodied AI Industry Development Report (2026)" was released in Shanghai on July 2. The report states that China has become one of the fastest-growing embodied AI markets in the world. According to calculations by multiple research institutions, the market size of China’s embodied AI is expected to grow from approximately 213.3 billion yuan in 2018 to 1.09 trillion yuan in 2026, with an average annual compound growth rate of 22% to 23%. The report notes that China possesses the world’s only and most complete full-chain industrial support for embodied AI, spanning from core sensors, servo motors, and harmonic reducers to whole-machine assembly and algorithm adaptation, forming a highly clustered industrial ecosystem. The agglomeration effect of parts supply industries in the Yangtze River Delta and Pearl River Delta regions allows new prototype iteration speeds to significantly outpace those in Western countries, and China’s embodied AI sector enjoys particularly prominent cost advantages, with overall manufacturing costs 30% to 50% lower than outside China. [Musk Elon: Optimus robot production will progress extremely slowly in the early stages because all technologies are being developed from scratch] Tesla CEO Musk Elon posted a photo of himself at the Optimus humanoid robot production line at the Fremont factory in California, US, on social media, sparking discussions about Optimus’ mass production progress. Some users noted that Tesla has recently reduced public demonstrations of Optimus, possibly because mass production progress has already exceeded market expectations. In response, Musk replied: “No, Optimus production is going to be extremely slow at the beginning because everything is brand new. It’s not like building cars.” [Bernstein: Japanese automakers’ interest in humanoid robots rekindled] Analysts at Bernstein said in a report that interest from Japanese automakers in humanoid robots appears to be reemerging. They pointed out that Mitsubishi Motors has said it signed a memorandum of understanding with a Japanese startup to jointly develop and mass-produce humanoid robots. The analysts noted that Japanese automakers have a long history of involvement in robotics. By 2050, global humanoid robot shipments could reach 49 million units, and the market would expand to approximately $729 billion. Given the overlap in core technologies (including actuators, sensors, batteries, control units, and AI software), this makes humanoid robots an attractive sector where automakers and suppliers have already accumulated expertise through vehicle deployment. Motor Spot Price To learn more about tax-inclusive weekly prices for various models such as three-phase asynchronous motors, variable frequency motors, DC brushed motors, flat motors, gear motors, linear motors, coreless motors, and motor cores, please click to view(). Voices from All Sides A research report from Huaxin Securities pointed out: Domestically, Yushu’s inquiry and subscription dates have been confirmed; outside China, the Optimus mass production process is accelerating toward implementation, Tesla has clarified capacity targets and issued parts procurement guidance, and the first mass production line is about to come online. We are bullish on the humanoid robot sector ushering in a definitive market trend. It is recommended to prioritize positioning in certain targets within the Tesla chain, which benefit from capacity ramp-up and are expected to drive order growth; at the same time, pay attention to quality enterprises with core parts R&D capabilities and adapted to the mass production needs of humanoid robots, and seize the beta opportunities in the sector. CITIC Securities pointed out that Tesla combines leading AI large model technology with large-scale manufacturing capabilities, and the company is in the top tier of the global embodied AI industry chain. It firmly believes in the mass production and application prospects of Tesla's robots. Tesla's Optimus is about to enter the production phase, and the Cybercab is undergoing testing as planned. It is recommended to focus on core players in the industry chain. A research report from China Securities stated that in July, different rare earth varieties exhibited significant differences in performance. Pr-Nd oxide rose first and then declined, terbium oxide jumped and then pulled back, and dysprosium oxide remained generally stable. Supply side, tight raw material supply issues at scrap plants led to a notable decline in production. According to SMM, Pr-Nd oxide production was down 11% MoM in July, and there may be marginal improvement in August, but overall production remains suppressed. Downstream, the high-temperature holiday season led to reduced operations at motor factories, with demand pulling back. August remains in the off-season, but the September-October peak season is a traditional peak consumption period. Market expectations for the start of demand recovery remain strong. In mid-to-late August, downstream stockpiling is expected to restart, breaking the supply-demand weakness and driving prices to stabilize and move upward. Wanlian Securities pointed out that the humanoid robot industry is currently at the dawn of transitioning from technological breakthroughs to large-scale commercialization. Supply side, Tesla, Unitree Robotics, Agibot, and UBTECH are steadily advancing the mass production pace. Demand side, an aging population and climbing labor costs serve as long-term drivers. Simultaneously, with policy and capital forces jointly boosting, AI large models continuously infuse soul into robots. Humanoid robots are expected to form an emerging industry, gradually moving from B-end to C-end, with vast future market space. Yingda Fund recently released the Q2 2026 report of its fund. The Q2 report of the Yingda Flexible Allocation Fund managed by fund manager Liu Yubin shows that, looking ahead, the fund remains optimistic about opportunities in the humanoid robot industry chain, particularly the Tesla Optimus supply chain. It holds positions centered on core Tier 1 suppliers and key parts top-tier players, strengthening a performance and order-driven approach, and focusing on the mass production progress of global leaders and the pace of commercialization of the domestic supply chain. Liu Yubin judges that data is the core foundation for the iteration of general embodied AI. Subsequently, he will increase allocation to quality targets that combine self-developed data acquisition hardware barriers and build complete end-to-end data closed loops, while continuously improving the portfolio framework. (Jinshi Data APP) Want to know more about the fundamentals, technicals, and policy aspects of the motor industry? Please participate in

Relying on the dual carbon strategy and the development trend of the circular economy, China's recycled metal industry leads the world in scale while facing numerous development challenges. To help enterprises seize policy and market opportunities and solve industry development problems, SMM will grandly host the 2026 SMM Recycled Metal Industry Summit and Melting & Casting Technology Special Session on August 17–18, 2026 in Ningbo, Zhejiang . Chongqing Da'ao Metallurgical Technology Co., Ltd. – Luoyang Da'ao Metallurgical Materials Co., Ltd. sincerely invites you to witness and participate in building an international platform for exchange, cooperation, resource sharing, and collaborative innovation, contributing to the construction and improvement of the global resource recycling system and supporting the transition to a global green economy. Click to register immediately. All for high-quality casting Company's Main Business Scope Processing and sales of casting machines, graphite slab crystallisers, fully oil-sealed aluminum slab crystallisers, round bar crystallisers, aluminum (cast steel) dummy bar heads, aluminum liquid distribution bags, and other casting tooling and auxiliary materials; sales of aluminum (copper) plate/sheet, strip, and foil products; and providing non-ferrous metal processing enterprises with production technology solutions, solving technical problems, technical skill training, new product development and upgrading, and other services. Aluminum fully oil-sealed crystalliser Large-size hard alloy crystalliser Graphite adjustable crystalliser Aluminum liquid distribution bag The company has a practical research team deeply engaged in aluminum and aluminum alloy melting and casting production technology research and operation, consistently leading the forefront of related technology exploration. It has in-depth understanding of imported casting equipment and systems such as Wagstaff, Novelis, Alme, and Hydro, and has established long-term cooperative relationships with multiple domestic professional research institutions and large-scale aluminum processing enterprises. Combined with the characteristics of traditional Chinese casting methods, it has developed a variety of proprietary branded slab crystallisers and round billet crystallisers for semi-continuous casting of aluminum and aluminum alloys. Contact Information 023-47676366 0379-65116688 Huang He: Phone 13637961666 Email: Company Website: Company Address: Building 12, Shuangfu Intelligent Manufacturing Park, No. 895, Attachment 27, North Section of Nanbei Avenue, Jiangjin District, Chongqing (Zhongtianyuan) No. 1, Gaoxin Fenghua Road, Luoyang Area, China (Henan) Pilot Free Trade Zone SMM Meeting Contact Guan Changkui 18715173598 Email:

On July 31, Concord New Energy announced that its wholly-owned US subsidiary signed three long-term power purchase agreements with Tesla, involving three solar projects with a total capacity of approximately 469 MW (AC side). Once the projects reach full capacity, the company will supply Tesla with approximately 1,200 GWh of electricity annually in the US, with the first project expected to commence power supply in H1 2027. This cooperation aims to capture the growth opportunities in clean energy demand in the US driven by electrification, industrial growth, and the expansion of data centers and artificial intelligence infrastructure.

[SMM Zinc Morning Meeting Minutes: LME Zinc Ingot Inventory Drops Below 100,000 mt, LME Zinc Center Shifts Higher] Last Friday, LME zinc opened at $3,615/mt. After the opening, it drifted slowly higher, then declined rapidly in the afternoon session to test a low of $3,600/mt. Subsequently, LME zinc consolidated and rebounded again. Towards the end of the session, it touched a high of $3,648.5/mt, finally settling up at $3,640/mt, gaining $30.5/mt...

CSBearing stated on its interactive platform that the company is primarily engaged in the R&D, production, and sales of self‑lubricating bearings and high‑performance polymers, with products covering automotive, construction machinery, clean energy, embodied intelligence, and other sectors. As a Tier‑2 or Tier‑3 supplier to automotive OEMs, the company already has products used in Tesla vehicles. In the field of embodied‑intelligence components, CSBearing has established business and technical cooperation with multiple domestic enterprises along the embodied‑intelligence industry chain.

In recent years, the advertised figures for driving range and battery energy density of NEVs have been continuously refreshed. However, many people may not have noticed that such improvements do not entirely stem from breakthroughs in electrochemical systems—the iterations of cathode materials, anode materials, and electrolytes often take years or even longer. The more direct changes have occurred at the structural level within the battery pack. CTM, CTP, CTB, and CTC represent several technology routes with progressively higher levels of battery integration. Their shared logic is simple: reduce intermediate layers and pack the battery more tightly into the auto body. Yet each generation of solutions differs in the trade‑offs among space utilization, manufacturing cost, and ease of repair. I. CTM (Cell to Module): Traditional “Nested Dolls” Approach In the early stages of NEV development, assembly methods for battery packs followed a relatively conservative approach. Battery cells were first assembled into modules, the modules were then arranged into a battery pack, and finally the battery pack was fixed beneath the vehicle floor. Cell→Module→Pack→Auto body thus formed four independent layers. The advantages and disadvantages of this solution are both obvious. The advantage lies in repair convenience—if a single module fails, it can be replaced individually without touching the entire battery pack. At the same time, the module housing provides extra protection for the cells, resulting in relatively mature structural safety. Yet the cost is just as direct: module housings, connectors, and cooling pipes occupy a large amount of space, usually leaving the internal space utilization rate of the battery pack at only about 40%. This meant that for the same volume, the CTM solution could accommodate the fewest cells, limiting the driving range potential. For a long period, CTM was the industry’s default choice because it fit the division‑of‑labor logic of traditional automotive supply chains—battery enterprises supply modules, while automakers are responsible for integration. However, this division of labor also created a structural ceiling: the volumetric utilization rate of the battery pack was difficult to break through. II. CTP (Cell to Pack): Removing the “Middleman” The core change introduced by CTP is eliminating the intermediate module layer, allowing cells to form the battery pack directly; the space utilization rate rose from around 40% to over 70%. Meanwhile, because module housings, connectors, and fasteners were removed, the number of components in the battery pack dropped, and manufacturing costs decreased accordingly. Within the industry, two different technical choices have emerged for the implementation path of CTP. One is the completely module‑free solution represented by BYD’s blade battery. By manufacturing cells into elongated strips and arranging them directly into the battery pack, supported by a honeycomb structure, it not only improves space utilization but also assumes some structural functions. The other is the highly integrated solution represented by CATL’s CTP 3.0 (Qilin battery). It combines cells with multifunctional elastic interlayers into an integrated energy unit and integrates components such as crossbeams, longitudinal beams, cooling plates, and thermal insulation pads, further optimizing the internal layout and thermal management. The Qilin battery achieved a volumetric utilization rate of 72% and a system energy density of 255 Wh/kg. In terms of market penetration, CTP has already secured a dominant mainstream position. Currently, leading domestic NEV manufacturers have launched mass‑produced models equipped with CTP solutions, covering both independent and joint‑venture brands, and spanning a broad price range from entry‑level to high‑end products. At the same time, the market share of the traditional CTM solution has continued to shrink, now retained mainly in some micro vehicles or specific export models. Overall, CTP has become the most prevalent battery integration technology route at this stage. III. CTB and CTC: The Battery Becomes Part of the Auto Body The idea behind CTB (Cell to Body) is to integrate the upper cover of the battery pack with the vehicle floor into a single part. Battery cells are installed directly onto the vehicle floor, eliminating the separate battery pack upper cover. One of the main benefits of this solution is releasing vertical layout space, making the passenger compartment more spacious or creating conditions to lower the vehicle stance. Meanwhile, once the battery pack participates in the body’s load‑bearing, the torsional rigidity of the whole vehicle can increase by more than 70%. BYD’s Seal series and Xiaomi’s Pengcheng series are representative models employing the CTB solution. The torsional rigidity of the Seal body officially announced by BYD reaches 40,500 N·m/°; Xiaomi’s announced CTB battery volumetric efficiency is 77.8%. CTC (Cell to Chassis) goes a step further, integrating the battery system more deeply with the chassis or lower vehicle body and further weakening the structural boundary of the battery pack as an independent assembly. In some solutions, the battery system is also integrated collaboratively with thermal management, electric drive, and high/low‑voltage control modules. Representative examples of this approach are the Tesla Model Y (produced at the Texas factory) and the CTC2.0 Plus solution installed on the Leap Motor C10. The technical goals of CTB and CTC are consistent—exchange structural integration for higher space utilization and body stiffness. The difference between the two routes is mainly reflected in engineering implementation: CTB subtracts elements from the existing body architecture while retaining a relatively independent chassis frame; CTC, on the other hand, treats the chassis and battery as an integrated whole from the very beginning of design, demanding a higher level of upfront vehicle platform definition. From market data, although CTB and CTC are still at a relatively early stage of penetrating from the high‑end to the mass market, this technology route has already begun to extend down to lower price brackets. The 2026 MG4 applies CTB technology to the 60,000–100,000 yuan price range, indicating that structural integration solutions are no longer exclusive configurations for high‑end models. Concerns Regarding Structural Integration Solutions The most direct challenge faced by CTB and CTC structural integration solutions is repair economy. Under the traditional CTM approach, some faults could be repaired by replacing the module. Once CTP eliminated modules, the battery pack can usually still be removed as an independent assembly, but the smallest unit for on‑site repair and the difficulty of repair depend on the specific structure. CTB and CTC further increase the degree of integration between the battery and the auto body, which may raise the difficulty of disassembly, detection, and damage assessment. According to estimates by industry institutions, the single‑repair cost of CTB/CTC solutions is 3 to 5 times that of CTP solutions for equivalent damage. This poses new challenges for insurance companies, repair systems, and used‑car residual‑value management. Currently, some automakers, when promoting CTB solutions, simultaneously roll out supporting services such as “battery‑body integrated warranty” or “chassis armor” to alleviate consumer concerns, but a standardized solution at the industry level has yet to be formed. In addition, CTB and CTC solutions impose significantly higher requirements on vehicle manufacturing precision and after‑sales detection equipment. Once the battery is integrated with the auto body, the disassembly process involves the removal and installation of body structural components. The repair equipment and technical capabilities of traditional 4S stores may need corresponding upgrades, and behind this lies the cost of restructuring the entire after‑sales system. Evolution Direction From CTM to CTP, and then to CTB and CTC, the direction of battery pack integration technology evolution is clear—the fewer the layers, the higher the space efficiency and the stronger the body stiffness. This is an advancement path driven by space efficiency and manufacturing costs. Yet this trend is not a linear acceleration. For CTB and CTC to achieve large‑scale popularization, in addition to breakthroughs in engineering technology, supporting systems such as repair standards, insurance pricing, and used‑car evaluation need to be developed synchronously. Based on current industry data, CTP will maintain its mainstream position, while the penetration rate of CTB/CTC will depend on two variables: the degree of standardization of structural integration solutions, and the speed at which repair costs and the insurance system can adapt. SMM New Energy Industry Research Lithium Battery End‑User Analyst Fu Linqi 18122430020

In recent years, the official figures for NEV driving range and battery energy density have been continuously refreshed. However, many may not realize that these improvements do not entirely stem from breakthroughs in electrochemical systems—iterations in cathode materials, anode materials, and electrolytes often take years. More direct changes have occurred at the structural level inside battery packs. CTM, CTP, CTB, and CTC represent several technological routes where battery integration levels continue to increase. Their common logic is simple: reduce intermediate layers to "stuff" the battery more tightly into the auto body. But the trade-offs between space utilization, manufacturing cost, and repairability vary from one generation to the next. 1. CTM (Cell to Module): The Traditional "Layered Doll" Approach In the early stages of NEV development, battery pack assembly followed a relatively conservative approach. Battery cells were first assembled into modules, the modules were then arranged into a battery pack, and finally, the battery pack was fixed under the vehicle floor. Battery cell → module → battery pack → auto body formed four independent layers. The pros and cons of this solution were clear. The advantage was repair convenience—a faulty module could be replaced individually without touching the entire battery pack. Simultaneously, the module casing provided additional protection for the cells, leading to relatively mature structural safety. But the cost was just as direct: module casings, connectors, and cooling pipes took up significant space, resulting in a space utilization rate of only about 40% inside the battery pack. This meant that, for the same volume, the CTM solution could hold the fewest battery cells, limiting its driving range potential. CTM was the industry's default choice for a long time because it aligned with the traditional automotive supply chain's division of labor—battery enterprises supplied modules, and automakers handled integration. But this division also created a structural ceiling: the volumetric utilization rate of the battery pack was difficult to break through. 2. CTP (Cell to Pack): Eliminating the "Middleman" The core modification in CTP was skipping the module layer, allowing cells to directly form the battery pack; space utilization improved from around 40% to over 70%. Simultaneously, by reducing module casings, connectors, and fasteners, the number of battery pack parts decreased, leading to lower manufacturing costs. Two different technological choices for CTP implementation existed in the industry. One was the thoroughly module-free solution represented by BYD's blade battery. By shaping cells into long strips and arranging them directly into the battery pack, supported by a honeycomb-like structure, it enhanced space utilization while also assuming some structural functions. The other was the highly integrated solution represented by CATL's CTP 3.0 (Qilin battery). It combined cells with multi-functional elastic interlayers into integrated energy units and integrated components like crossbeams, longitudinal beams, water-cooling plates, and thermal pads to further optimize internal layout and thermal management. The Qilin battery achieved a volumetric utilization rate of 72% and a system energy density of 255 Wh/kg. From a market penetration perspective, CTP has achieved a dominant mainstream position. Mainstream NEV manufacturers in China have launched mass-produced car models equipped with CTP solutions, ranging from independent brands to joint ventures, covering a broad price range from entry-level to high-end products. Meanwhile, the market share of traditional CTM solutions continues to shrink, currently remaining only in some micro-vehicles or specific export models. Overall, CTP has become the most prevalent battery integration technology route at the current stage. 3. CTB and CTC: The Battery Becomes Part of the Auto Body The concept behind CTB (Cell to Body) is to merge the battery pack's top cover with the vehicle floor. Cells are installed directly onto the vehicle floor, eliminating the need for a separate battery pack top cover. One of the main benefits of this solution is freeing up vertical space, allowing for a more spacious cabin or creating conditions to lower the vehicle's stance. Simultaneously, when the battery pack participates in bearing vehicle loads, torsional stiffness can increase by over 70%. BYD's Seal series and Xiaomi's Pengcheng series are representative models featuring CTB solutions. BYD officially announced that the Seal's body torsional stiffness reached 40,500 N·m/°. Xiaomi Auto announced a CTB battery volumetric efficiency of 77.8%. CTC (Cell to Chassis) goes a step further, integrating the battery system more deeply with the chassis or underbody, further blurring the structural boundary of the battery pack as an independent assembly. In some solutions, the battery system is also integrated collaboratively with thermal management, electric drive, and high/low-voltage control modules. Representative examples of this approach include the Tesla Model Y (Texas factory version) and the Leapmotor C10 equipped with the CTC 2.0 Plus solution. The technical goals of CTB and CTC are aligned—exchanging space utilization and body stiffness through structural integration. The difference between the two routes is more apparent in engineering implementation: CTB simplifies on top of the existing body architecture, retaining a relatively independent chassis frame; CTC treats the chassis and battery as a single whole from the outset, placing higher demands on the vehicle platform's upfront definition. Market data indicates that while CTB and CTC are still in the relatively early stages of penetrating from the high-end to the mass market, this technological route has begun to filter down to lower price brackets. The 2026 MG4 brought CTB technology down to the price range of 60,000 to 100,000 yuan, showing that structural integration solutions are no longer exclusive to high-end car models. Concerns Over Structural Integration Solutions The most direct challenge facing CTB and CTC structural integration solutions is repair economics. In traditional CTM solutions, some faults could be repaired by replacing the module. After CTP eliminated modules, the battery pack could usually still be removed as an independent assembly, but the smallest repairable unit and repair difficulty on-site depended on the specific structure. CTB and CTC, however, further increase the degree of integration between the battery and auto body, potentially increasing the difficulty of disassembly, detection, and damage assessment. According to industry estimates, the single-occurrence repair cost for a CTB/CTC solution is 3 to 5 times that of a CTP solution under the same damage conditions. This poses new challenges for insurance companies, the repair system, and the residual value management of used cars. Currently, some automakers, when promoting CTB solutions, simultaneously launch supporting services like "battery-body integrated warranty" or "chassis armor" to alleviate consumer concerns, but this issue has not yet formed a standardized solution at the industry level. Additionally, CTB and CTC solutions demand significantly higher vehicle manufacturing precision and after-sales detection equipment. Once the battery is integrated with the body, the removal process involves disassembling and reassembling structural body parts, requiring potential upgrades to traditional 4S shops' repair equipment and technical capabilities, involving the restructuring costs of the entire after-sales system. Evolutionary Direction From CTM to CTP, and then to CTB and CTC, the evolutionary direction of battery pack integration technology is clear—fewer layers lead to higher space efficiency and greater body stiffness. This is a forward path driven by space efficiency and manufacturing costs. But this trend is not a linear acceleration. For CTB and CTC to achieve large-scale adoption, besides engineering breakthroughs, simultaneous progress is needed in supporting systems like repair standards, insurance pricing, and used car evaluation. Based on current industry data, CTP will continue to hold its mainstream position, while the penetration rate of CTB/CTC will depend on two variables: the degree of standardization in structural integration solutions and the pace at which repair costs and insurance systems adapt.