electric

In the last few years, lithium has emerged as one of the most crucial metals for the global electric transition.

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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.

The mayor of Como has banned riding bicycles in certain areas of the historic Italian city after he was hit by an electric one.

Alessandro Rapinese said the ban was necessary to improve public safety. It means from September, cyclists will have to dismount through an area of around 30 streets.

He told Italian news agency Ansa: “People act based on their own experiences and I know what it’s like to be hit by one of these beasts.”

Several other local authorities around Europe, including in the UK, have restricted where and how e-bikes and other single-person vehicles can be used.

The measure put forward by Rapinese is part of a package of new traffic regulations, establishing a Limited Traffic Zone (ZTL) to manage tourist growth, and which impose stricter rules on cars and vans in the city centre.

Many of the roads covered by the ban are the widest in the old town and are popular with delivery drivers.

The measure applies to both electric and push bikes, as the Italian highway code does not distinguish between models.

Rapinese explained his decision in a video as part of a series of online videos he produces himself, known as RapiNews24.

He recounted an incident in which he had been leaving city hall in July and collided with an e-bike shortly after his administration had discussed traffic restrictions in the city centre.

The cyclist involved in the collision has not been identified.

“In this case, I didn’t even end up in the hospital,” Rapinese said. “I was hit by a bike. I gathered information, and that’s where the measure came from.”

But Ferrari’s shares dropped the day after the Luce’s launch, following backlash over the car.

Amongst those criticising the car were Italy’s deputy prime minister Matteo Salvini and former Ferrari chairman Luca Cordero di Montezemolo, who said the car was “risking the destruction of a legend”.

Ferrari’s chief design officer Flavio Manzoni said in an interview in May that critics are part of the innovation process and that he believed people would come to appreciate the Luce.

The company has not disclosed its target for Luce sales but, according to a Financial Times report, it has hit this year’s goal thanks to strong demand from China.

Ferrari did not respond to a BBC request for comment on the FT’s report,

Sotheby’s said in a statement, external that the auctioned vehicle marked an “unbeatable opportunity” to own the first production car of the Luce.

The car has special wheels, customised brakes and a white finish.

The charity sale marks a “tangible expression of innovation, responsibility, and long-term vision for future generations,” Sotheby’s said.

Ferraris often attract some of the highest prices at car auctions.

A bespoke Ferrari Daytona SP3 supercar raised $26m for the carmaker’s education initiatives at an auction in 2025. At the time it set an auction record for the highest-price paid for a new car.

The current record for the highest price paid at auction was an ultra-rare 1955 Mercedes-Benz 300 SLR Uhlenhaut Coupé, which was sold for $142m in 2022.

Gombe, Nigeria – On a weekday morning in Pantami District, Gombe, the streets fill with the familiar rush of motorcycles carrying students, workers and traders across the city. But increasingly, some pass almost silently – a subtle sign of a transport shift driven not by climate policy, but by Nigeria’s soaring fuel prices.

One pedestrian did not realise a motorcycle was behind him until the rider sounded its horn. Unlike the petrol-powered bikes that dominate Nigerian roads, the electric motorcycle moved almost noiselessly and produced no exhaust fumes.

Electric motorcycles are gradually appearing across Gombe as riders seek relief from rising fuel costs following President Bola Tinubu’s removal of Nigeria’s fuel subsidy in May 2023, forcing many to rethink how they travel and earn a living.

The bikes, which typically cost about 1 million naira (about $735), remain out of reach for many households. But those who have made the switch say the savings on fuel and maintenance are significant.

Subsidy shock

Tinubu announced the end of Nigeria’s longstanding petrol subsidy during his inauguration on May 29, 2023, triggering a sharp increase in fuel prices across the country.

In Gombe, petrol now sells for about 1,365 naira ($1) per litre (0.26 gallons), compared with roughly 200 naira (15 cents) before the subsidy was removed. The increase has driven up transport costs and squeezed household budgets across Nigeria.

The economic pressure has coincided with growing concern about the environmental impact of the country’s ageing fleet of petrol-powered motorcycles and vehicles. According to the World Bank, road transport is a major contributor to air pollution in Nigerian cities, with vehicle emissions adding significantly to levels of harmful particulate matter.

A cheaper ride

For Ayuba Abubakar, a farmer and resident of Gombe, the switch to an electric motorcycle was prompted by a friend’s visit earlier this year.

After buying the bike, he rode from Gombe to Kumo and back and was surprised by how little battery power the journey consumed.

“I usually spend the day moving around Gombe without charging,” Ayuba told Al Jazeera. “When I travel to remote areas, I charge it.”

Ayuba said he has been using the bike for about three months and has so far avoided the mechanical problems that often come with petrol-powered motorcycles.

“My charger once burned out because I didn’t use a stabiliser,” he said. “Apart from that, I’ve had no major maintenance costs.”

He estimates that the bike has saved him about 5,000 naira ($3.7) a week in fuel expenses.

“Even with those savings, the price needs to come down for most Nigerians to afford it,” he added.

Ahmed Aminu, another rider in Gombe, told Al Jazeera that he no longer spends money on engine oil, while Yakubu Sule, who also owns an electric motorcycle, told Al Jazeera that he chose it largely because of its quiet operation.

Power constraints

Despite the enthusiasm of early adopters, unreliable electricity remains one of the biggest obstacles to wider use of electric motorcycles.

Nigeria’s electricity supply is notoriously inconsistent, and many households receive only a few hours of power each day. The challenge has become more pronounced under Nigeria’s service-based tariff system, which classifies customers into bands according to the amount of electricity they receive.

For Muhammad Abubakar, chief executive officer of Sustenaa, a clean-energy company, the problem is fundamental.

“If we end up charging these bikes with generators, then what’s the point?” Abubakar told Al Jazeera. “We will just be moving the emissions from the exhaust pipe to the generator pipe, and we are back to square one.”

He argues that solar-powered battery-swap stations are a more realistic solution than relying on riders to charge their motorcycles at home.

Abubakar also warned that Nigeria must plan for battery recycling as electric mobility expands. He called on the government to reduce import duties on electric-bike components, support battery-swap operators, establish recycling standards and integrate electric mobility into existing solar mini-grid projects.

For now, electric motorcycles remain a niche option in Gombe. But as fuel prices remain high and battery-swap infrastructure slowly expands, the quiet motorcycles appearing on the city’s streets may offer a glimpse of how economic pressure is beginning to reshape transport across Nigeria.

“When you look at how many bikes are pumping out smoke daily across Lagos, Kano and Port Harcourt, air pollution levels are alarming,” he said. “Even if we start with a fraction of the commercial bike fleets, the improvement in air quality could become visible relatively quickly.”