In the last few years, lithium has emerged as one of the most crucial metals for the global electric transition.
This is mainly due to its widespread usage in electric vehicles (EVs), through lithium-ion batteries. These provide high energy density, a lightweight structure and fast-charging capacity, along with a long cycle life, which supports modern driving range and performance.
As such, it has become key to achieving widespread, practical advancements in automotive electrification.
However, lithium continues to face vital long-term structural supply challenges, which has led to more EV producers considering other alternatives like manganese and magnesium.
Why magnesium?
Magnesium, another critical metal for electric vehicles and energy storage batteries, could potentially be a key alternative to lithium in EVs.
This is because it is cheaper, abundantly found across the world and also stores more energy. It is also considered to be safer than lithium, as it does not form the sharp spikes known as dendrites that cause lithium batteries to sometimes short or catch fire.
A magnesium battery can also hold more energy in a smaller space, which could have significant size and efficiency benefits for EV makers who want to make more compact vehicles.
It is also one of the most common elements found both in seawater and in the ground, which could help makers bypass potential supply constraints with lithium down the line.
Magnesium ions also carry double the charge of lithium ions, at a +2 charge, which can help support a higher volumetric capacity, enabling more compact, energy-dense power storage for both EVs and other devices.
China produces the overwhelming majority of the world’s magnesium, accounting for around 87% to 95% of the world’s primary magnesium in 2025, coming up to anywhere between 830,000 and 950,000 metric tons, according to Visual Capitalist’s Elements.
This is mainly from extensive dolomite reserves, with the largest magnesium reserves being in the Liaoning province.
The second top producer of magnesium is Israel, which extracts the metal mainly from the Dead Sea. Russia and Brazil are other major producers, with some key magnesium reserves being located in Satka and Brumado.
Manganese is also emerging as a support to lithium batteries, rather than fully replacing them. This is due to manganese batteries having a much lower energy density and not being easily rechargeable hundreds of times. They also provide lower voltage.
As such, they work well to support lithium systems in hybrid setups but fail under heavy power demands.
Why lithium supplies are fickle
One of the biggest challenges facing lithium supply is slow project timelines. This is because opening a new lithium mine takes an average of 16 to 18 years, from initial discovery to first production. This is mainly due to complex permitting rules, exploration rights and financing issues in many regions of the world.
Hard rock mining also produces significant waste and brine extraction consumes vast amounts of water in the arid regions lithium is usually found in. This leads to more scrutiny from local communities and environmental groups as well.
Similarly, due to lithium prices having crashed recently, following previous oversupply, mining investment and exploration budgets have now reduced somewhat. This significantly threatens the pipeline for future production and the global green transition.
The majority of lithium is also concentrated in Australia and South America’s “Lithium Triangle,” whereas China controls a significant portion of the refining capacity required to make battery-grade material.
Magnesium batteries?
Currently, most magnesium batteries still in the testing phase by entities like the University of Waterloo.
However, some major automakers are increasingly developing and experimenting with magnesium-rich or manganese-doped alternatives like Lithium Manganese-Rich or LMFP cells or long-term magnesium chemistry.
MG (SAIC Motor) has recently deployed new Lithium-Manganese-Oxide (LMO) semi-solid-state SolidCore battery tech in models like the MG4 EV Urban, which is scheduled to hit UK and European markets by the end of 2026.
General Motors and LG Energy Solution are currently aiming for a 2028 commerical launch for advanced lithium manganese-rich (LMR) battery cells. These use high manganese content to decrease costs and raise energy density for future electric trucks and SUVs.
Similarly, Toyota has also funded long-term dedicated research into replacing standard lithium chemistry with high-capacity magnesium alternatives. However, it is still unclear when commercial vehicles could be using this technology, as researchers are still awaiting further electrolyte stabilisation.
Great Wall Motor also uses semi-solid magnesium casting technology to reduce component weight, while Tesla integrated selective magnesium alloy components inot the Model 3 and Model Y.
Why magnesium batteries are not as widespread yet
While magnesium batteries are seeing more interest as potential alternatives to lithium now, significant challenges remain before they can be mass-adopted yet.
One of the biggest drawbacks of magnesium is slow ion movement, which means that magnesium particles move more slowly inside the battery materials.
This causes very slow charging times and weak power during fast acceleration, along with poor cold-weather performance. These factors could make it much harder for magnesium batteries to match fast-charging and high-power lithium EV batteries.
Finding a liquid, solid or electrolyte that lets magnesium move easily without breaking down is hard too, currently, as electrolytes that successfully move magnesium ions efficiently end up corroding the internal battery components.
Similarly, finding a cathode material that can withstand insertion and removal of magnesium ions without breaking down remains incredibly complex.