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General Motors and LG Energy Solution plan to produce lithium manganese-rich (LMR) prismatic battery cells at their Ultium Cells plant in Spring Hill, Tennessee. GM says the cells are designed for 33% greater energy density than lithium iron phosphate (LFP) cells at comparable cost. That is a GM comparison—not an independently verified 33% increase in vehicle range—and the Tennessee project remains a plan for future GM electric vehicles.
What GM announced for Spring Hill
In its September 29, 2026 announcement, GM said the Ultium Cells joint venture with LG Energy Solution plans to add LMR prismatic-cell production at Spring Hill. Tennessee’s Department of Economic and Community Development described the project as the first planned mass production of prismatic LMR cells. GM and the state make the first-in-the-world claim; the sources do not provide an independent global audit.
| Item | Announced detail |
|---|---|
| Location | Ultium Cells, Spring Hill, Tennessee |
| Technology | Lithium manganese-rich (LMR) prismatic cells |
| Additional investment | $1 billion, according to the Tennessee Department of Economic and Community Development |
| Construction and upgrades | Expected to begin later in 2026 and finish in 2028 |
| Employment | GM projects 500 additional jobs; the facility’s stated current workforce is 1,200 |
| Vehicle timing | Future GM EVs; no production vehicle specification has been announced |
These are announced plans and projections. They do not establish that construction, hiring or commercial LMR production has already occurred.
What “33% more energy density” means
GM says its LMR cells are designed to deliver 33% greater energy density than LFP cells at comparable cost. GM’s May 2025 description framed the comparison against the best-performing LFP-based cells. Energy density measures how much energy a cell stores for a given mass or volume; it is not the same as vehicle range.
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Why the figure is not a 33% range increase
- Usable pack capacity depends on how cells are arranged and how much of the pack is reserved for operating limits.
- Pack structure, cooling hardware and safety systems add mass and volume beyond the cells.
- Vehicle aerodynamics, tires, software and powertrain efficiency affect range.
- GM has not published a production LMR vehicle specification in the cited announcements.
Accordingly, 33% is GM’s cell-level energy-density and cost comparison. It should not be converted directly into a promised driving-range gain.
LMR chemistry and the prismatic cell format
Lithium manganese-rich cathode
LMR refers to the cathode chemistry. GM says its design uses substantially more manganese and virtually no cobalt; its technical explanation gives an approximate composition of 35% nickel and 65% manganese. Those composition figures are GM’s description, not an independently verified recipe. GM characterizes manganese as cheaper and more abundant than nickel or cobalt.
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- ★【A-grade Cells and consistency】All the cells are grade A, benefit from advanced equipment and strict quality testing standards.All batteries are equipped with a multi protection safety system and assure protection of safety and battery use.No leakage.We balance all cells in order to ensure that the internal resistance, voltage, and capacity of the cell are in perfect agreement with each other.
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Rigid prismatic cells
Prismatic cells use a flat, rectangular rigid enclosure. GM says this format can reduce battery-module components by 75% and total pack components by 50%. Those percentages are company estimates from its technical explainer, not measured results from the planned Spring Hill line.
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GM and LG Energy Solution announced the LMR program in May 2025 for future electric trucks and full-size SUVs. GM said it aimed to be the first automaker to deploy LMR in EVs, with pre-production expected at an LG Energy Solution facility by late 2027 and U.S. commercial production planned for 2028. The September 2026 update identifies Spring Hill as that planned U.S. production location.
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- 【Extended Lifespan】Our LiFePO4 cell features a 5000+ cycle lifespan (at 25℃, 0.5C charge/discharge) —that’s 10+ years of reliable use (based on 1 cycle per day). Compared to lead-acid batteries (typically 300-500 cycles), it saves you time and money on replacements, while its low self-discharge rate (<3% per month) means it holds a charge for months without use.
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GM’s 2025 announcement mentioned a target of more than 400 miles of range for an electric truck using LMR technology. That was a target, not a released vehicle specification, and it does not identify a production model, battery-pack size or EPA rating.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.How GM describes the technology’s development
GM says earlier LMR efforts suffered from short life and voltage attenuation—the loss of voltage over time. Its engineers report using dopants, coatings, particle engineering and manufacturing-process changes to address those problems. GM also reported coating about one ton of LMR cathode, building hundreds of large-format prismatic prototype cells across 18 prototype varieties and three cell dimensions, and conducting testing equivalent to 1.4 million miles of EV driving. These figures come from GM’s engineering account; the cited material does not provide independent durability results for production cells.
GM said LG Energy Solution held more than 200 LMR-related patents. That is a GM-reported patent count, not a finding that every patent will be used in Spring Hill production.
LMR, LFP and high-nickel cells in GM’s stated portfolio
GM presents the chemistries as serving different priorities. High-nickel cells are positioned as the highest-range option, LFP as a lower-cost chemistry, and LMR as a planned middle ground intended to provide more energy density than LFP at comparable cost. This is GM’s portfolio framing; the comparison below summarizes announced positioning rather than independently tested equivalent packs or vehicles.
| Battery approach | GM’s stated positioning | Intended use or timing | What is established |
|---|---|---|---|
| High-nickel | Highest-range option | GM’s range-focused EV applications | Portfolio positioning only in the cited material |
| LFP | Lower-cost chemistry | Spring Hill scale-up announced July 2025; commercial production expected by late 2027 | Separate Tennessee plan from LMR |
| LMR | More energy density than LFP at comparable cost, according to GM | Future trucks and full-size SUVs; U.S. production planned for 2028 | Planned technology; no independent production-cell test supplied |
Do not confuse Spring Hill’s LFP and LMR projects
GM’s July 2025 announcement said Spring Hill would be upgraded to scale LFP cell production, with commercial output expected by late 2027. The September 2026 announcement concerns a separate plan to produce LMR prismatic cells at the same facility. The two announcements describe different chemistries and should not be read as evidence that LMR production had already started in 2025.
What remains unknown
- The production vehicle or vehicles that will first use Spring Hill LMR cells.
- Final cell dimensions, pack capacities, charging specifications and EPA range ratings.
- Independent confirmation of the 33% energy-density comparison, comparable cost or long-term durability.
- Whether the announced construction schedule, $1 billion investment and 500-job projection will be completed as stated.
The Bottom Line
GM and LG Energy Solution plan to bring LMR prismatic-cell manufacturing to Spring Hill, Tennessee, with upgrades targeted for completion in 2028. GM’s headline claim is 33% greater cell energy density than LFP at comparable cost, but it is a company comparison—not a verified promise of 33% more driving range. The technology is intended for future GM trucks and full-size SUVs, while production specifications and independent validation remain unavailable.
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