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The most expensive catch of Europe and China

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Sam Adham (SA), the battery, economic and cultivation of Crum Group, is talking to Jeremy Weltman (JW) to send more than 2,000 Spanish employees to form Stellantis, and what it means Europe wishes for Europe.

ISA: The battery producing the battery is a straightforward and complicated process and Chinese companies want to avoid the leaks of technology. CATL transfers its equipment and staff to establish a factory prompt – when not training is not necessarily the most local employees can be very dangerous. In time the idea is to submit such workers and use a major automation.

The industry also needs a joint venture, such as in Stellantis and Catl. Both groups want to work together to share costs and risks.

There is something similar with what happened in the Auto industry in the past old years. At that time, Boijing stewards were ruling any Western car company who wanted to set in China was to create a joint venture with local colleagues. The Chinese learned from them, walking away later, showing them the door. Now, Western car companies drop in China. Europe and Westerman often seem to think they can do the same thing back, but with batteries, open to Chinese and somehow benefits from it. But it is impossible to happen in the same way.

ISA: Directly. The idea is: Log in, invest, we will even help you with local government subsidies, as long as you use homework, and share your expertise later.

But the cat plant in Spain shows that it doesn’t happen. Catl brings almost all plants workers from China. From Chinese Chinese Brieving Cercy, it should be that way – at first. If you start to modify the flow process or parameters in the factory and operating processes, you risk the low quality risk and high prices. You keep you need to build more batteries just to make a loss.

So Catl’s way transmits China factory in Spain – the same people, same devices, similar methods. This is the only way to verify the quality and efficiency.

ISA: The Koreans face the same challenge at first. The LG plant in Poland, providing Volkwagen and some of the Carmaken Europeans, and they passed by. They did not share their technology and local workers, for the same reason: Procedure Process.

In the end, local activities are better integrated, but that takes time. The Europe, yet, it seems that you accept that this will be. It is not good, the technological expertise, but the partners of Venture shared as Stellantis or Volkswagen will still study something, They also find to say technically skilled professional technology.

ISA: To understand that, you should look at the battery, resources and chemicals. There are two main maristries of Lithium – IZE: NMC, using Nickel, Manganese, and a Cobolt in the long distance but high cost; and LFP, Lithium Ithium Phosphate, cheap, stable, and lasting, even though culture traditionally.

For years, the focus on the industry was in the raw and the economic economic, increases the Gigafactory model. But now, raw materials are very cheap in comparison when they were. Real expenditure variations appear in technology, mobile phones, addictions, high equipment.

That is why everyone wants to use LFP: It is cheap and easy to measure well. All about the combination of harvesting and direct stability, able to control all the steps from unripe cells to completed cells.

ISA: Certainly. For example if you buy Le ithyun at market rates, you are already in trouble compared to the secretator. That is why Chinese firms are such beneficial, they make integrated mixed chains.

The whole world is still from the baseline of the high cost. The cost of labor and power in Europe are high, and all new Gigararkomes are dealing with two or three years before working well. That is why no one is outside of Chinese building batteries as cheap. It will happen in the end, but soon.

ISA: So much. See Bedd, for example. They made great progress in both technology and work. They increased the battery cell size to find a lot of energy in each unit of space and modules completed and completely packs, remove the elements that are not in power. Some manufacturers now follow that route.

Most Innovation in these days are chemicals, not the cakes. It is really electrochemistry that works well. Even in China, the focus is now converted to long-term cracking, and new developments do that. If you will update in 5-10 minutes and walked some 250 kilometers, you don’t need a big battery. That’s a new race.

ISA: Not really. Whenever you hear about the standing of unexpected shortcuts or long-term deficit, those mining companies are very trying to talk about the price and attract investors. These are special chemical things, but also are sold, and they walk in cycles, but as mature markets, stability.

The most important thing to schedule a long time, know what levels will be needed, and that issuers long investment issues. Providing is not a problem for Evi-growth again. Government policy.

ISA: It is very difficult. China rules all categories: from mining by refining, Cathode and phone items, producing cells, cell meeting, even recycling.

And mostly so ‘midtream’. Take Malanese: Available in a separate and lowland countries, but 95% in Man Moning Malinga Procens occur in China.

It is not just access to materials, is the know how. China officially prevents high technology shares – such as the latest LFP Carkode items used for quick speeding charging – and equipment to make them.

West is trying to do that well, but the most effective. If any, the Chinese market share is still growing in each class, and Chinese companies will end up building overseas plants where necessary.

Sam Adham will take the stage at the Globaldata Automotive Automotive Meeting 2025 Conference (15-16 October) sharing his understanding of the organization entitled, “Whether the Battery Supply Chain and Technology increases growth in the EV market.”

“Battery Measurement Act

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