EV batteries demand materials that can withstand constant charging/discharging cycles, resist corrosion from electrolytes, and manage heat—all while staying light. Titanium alloys step in to tackle these needs:
Companies like Tesla and BYD use titanium alloys (notably Ti-6Al-4V) for battery pack casings. Here’s why: Titanium’s density sits at 4.51 g/cm³ (compared to steel’s 7.85 g/cm³), so casings can be significantly lighter without sacrificing strength. For example, a titanium battery casing for a mid-size EV can reduce weight by 30% versus an aluminum alloy alternative while withstanding pressure up to 150 MPa—critical for preventing leaks during collisions.
Cooling pipes made from titanium Grade 2 also excel. They resist corrosion from coolant fluids (even acidic or alkaline mixes) for over a decade—2–3 times longer than stainless steel pipes. This longevity cuts maintenance costs for fleet operators; Rivian, for instance, uses titanium components in the R1T truck’s battery system to boost durability.
Research from the U.S. National Renewable Energy Laboratory (NREL) shows titanium foil can serve as current collectors in lithium-ion batteries. While its electrical conductivity (about 23.4 MS/m) is lower than copper, it’s sufficient for some niche EV battery designs—and crucially, titanium doesn’t react with lithium ions (unlike aluminum in high-voltage setups). Startups like Sila Nanotechnologies found in small-scale tests that titanium collectors improved battery cycle life by 15% in fast-charging scenarios.
EV motors spin at astonishing speeds—often 10,000–20,000 RPM. Titanium alloys enable reliability and performance at these extremes:
The rotor shaft connects the motor to the drivetrain, and it needs to be strong yet light to handle torque without warping. Titanium alloy shafts (typically Ti-6Al-4V ELI) boast a tensile strength of 895–930 MPa—matching steel but at half the weight. Porsche’s Taycan uses such shafts in its rear electric motor, allowing the motor to reach 16,000 RPM without vibration issues. Engineers calculated this reduces rotational inertia by 22%, sharpening acceleration response.
Stators (the stationary part of the motor) rely on thin metal sheets. Titanium’s fatigue resistance lets these sheets be manufactured thinner (down to 0.2 mm in some designs) without cracking under repeated magnetic forces. This thinning allows more copper windings to fit, boosting motor power density. A study by Bosch showed titanium-stator motors in compact EVs can increase power output by 8–10% within the same size envelope as aluminum-stator versions.
Range anxiety remains a top concern for EV buyers, so every ounce saved matters. Titanium comes into play for key structural parts:
Control arms and wheel hubs made from titanium alloys (like Ti-6Al-4V) cut unsprung weight—the weight not supported by the springs. Reducing this weight improves ride quality and energy efficiency. Audi’s e-tron GT uses titanium control arms that are 40% lighter than steel equivalents. Real-world testing by the company showed this trims energy consumption by 2.1 Wh per mile in city driving.
EVs rely on thousands of fasteners, and switching to titanium ones adds up. A typical EV has around 3,000 bolts; replacing steel bolts with titanium (where strength allows) can save 5–8 kg per vehicle. BMW’s iX uses titanium bolts in its battery tray and chassis joints, which the company says contributes to a 3% overall weight reduction—translating to 6–8 extra miles of range for a 300-mile EV.
Titanium’s role in EVs is growing, but hurdles remain:
According to MarketsandMarkets, the global market for titanium in automotive applications is projected to grow from $1.2 billion in 2023 to $1.8 billion by 2028—with EVs driving most of that demand. However, titanium still accounts for less than 5% of an EV’s total material cost, as its price (around $20–$30 per kg for alloys) remains higher than aluminum ($3–$5 per kg) or steel ($0.5–$1 per kg).
Machining titanium is notoriously tricky—its low thermal conductivity causes tools to wear out faster. Companies like SpaceX (which uses titanium in rockets) have shared techniques for efficient titanium machining, and EV manufacturers are adapting these. For example, Volkswagen’s EV factory in Zwickau uses cryogenic cooling during titanium cutting, doubling tool life and cutting production costs by 18%.
As EVs age, recycling titanium becomes critical. Companies like Redwood Materials are developing processes to recover titanium from old EV batteries and components. Their pilot plant can recover 95% of titanium from casings, which can then be reused in new EV parts at a 20% lower cost than virgin titanium.
Titanium alloys aren’t a one-size-fits-all solution for EVs—their cost and machining challenges mean they’re used strategically, not universally. But in areas where strength, lightness, and durability intersect (batteries, motors, key structural parts), titanium is proving its worth. As manufacturing techniques improve and recycling becomes more viable, we’ll likely see even more titanium in the EVs of tomorrow—helping them go farther, last longer, and perform better. 