What this catalog is
The pack is the house's main solar battery. By day it stores rooftop surplus. At night it runs the house. Outage backup is not the job. The search was worldwide. The caller lives in the UK, and UK sources are included, but results were not limited to the UK. No budget number was set. Prices are reported and nothing was dropped for being expensive or cheap. A used pack still needs a health test, balancing or reconditioning. It is not the same thing as a car that can already do scheduled bidirectional discharge while it sits in the drive.
The sortable tables are the CSVs. Sort them A-Z by brand and model, by pack kWh, by chemistry, or by price. This note is the scan version. Unknown cells in the CSV are blank. "Not confirmed" is written in the notes rather than invented.
Red flags first
Read this before the catalog. It covers every pack that has a row in the CSVs, as of 4 October 2026. Only items with a source are included. If a search was done and nothing solid turned up, the model says none confirmed. This is about using the pack as the house's main day-night solar store, not as outage backup.
A used pack is not a car that already does scheduled bidirectional discharge. It needs a state-of-health test, a check that the cells are balanced, and often reconditioning. The car's warranty and the car's app do not follow the case onto the garage floor.
Nissan LEAF
Capacity loss in the early cars is real, and it showed up first in hot places. In summer 2012, owners in Tucson and other hot climates reported lost capacity bars. A Phoenix range test found the loss was genuine. A Plug In America owner survey (self-selected, about 1% of US owners) found lost bars almost entirely in hot climates, and that a car in a cool climate could pass 60,000 miles before losing a bar. Not every hot-climate car lost a bar. Nissan's Carla Bailo wrote that the company had projected about 80% capacity after five years and about 70% after ten under normal use, and that early loss is normal for lithium-ion. Those figures are driving projections from 2012, not a test of a pack cycled every day as a house battery.
The pack is passively cooled through ZE1 (2018-2025). There is no liquid loop. Heat from a full daily solar charge, held at high state of charge, in a warm plant room, is the same stress Nissan was studying in Arizona. A measured cycle count for that duty was not found.
Nissan's response was a capacity warranty, not a finding that the cars catch fire. For 2011 and 2012, a Nissan letter filed with NHTSA added coverage if capacity fell below nine bars (about 70%) within 60 months or 60,000 miles. The repair did not promise 12 bars. Those terms have expired on a 2011-2012 car. The 2016 US booklet covers a 24 kWh pack for 60 months or 60,000 miles, and a 30 kWh pack for 96 months or 100,000 miles, again only down to nine bars. The 2024 US booklet uses 96 months or 100,000 miles for both defects and capacity below nine segments. The fix puts a pack back in the vehicle. Gradual loss beyond those terms is excluded. So are opening the enclosure, service by anyone who is not a Nissan LEAF certified technician, more than 24 hours above 120 F (49 C), and leaving the pack near zero state of charge for more than 14 days. Nothing in those booklets describes coverage for a pack removed and used as stationary storage. Second-owner transfer of the in-car warranty was not copied from the booklet in this pass; out-of-vehicle use fails the exclusions that were copied.
The 30 kWh cars (2016-2017) have a separate reporting problem. batterydesign.net says Nissan issued a firmware update because the LBC's state-of-health number was biased. The cells were not shown to be degrading faster than the older AESC 24 kWh cells. A LeafSpy reading on an un-updated 30 kWh pack can look worse than the pack is.
Fire, 2012-2014: not supported as a battery-fire recall. Searches of NHTSA campaigns for those years did not produce a pack-fire recall. Campaign PC281 (2014) replaces the traction-motor inverter on a small set of 2014 LEAFs. A 2013 PDM software campaign says charging may not start, and states that no safety issue exists. A 2013-2014 bulletin about the 12 V charging system and DTC P0A94 is a software reflash, not a pack fire. Do not treat "2012-2014 LEAF fires" as an established pack defect on the record opened here.
Later fire recalls do exist, and they are narrow:
- NHTSA 24V700, Nissan R24B2. Certain 2019-2020 LEAFs built at Smyrna from 29 August 2018 to 3 November 2020 with the CHAdeMO quick-charge port. Excess lithium in cells raises resistance. During Level 3 charging the pack can heat rapidly and a fire may follow. One filing lists 25,704 vehicles. https://static.nhtsa.gov/odi/rcl/2024/RCLRPT-24V700-8406.pdf
- NHTSA 25V655. Certain 2021-2022 LEAFs built at Smyrna from 3 November 2020 to 23 May 2022 with the quick-charge port. Same mechanism. 12,532 vehicles. https://static.nhtsa.gov/odi/rcl/2025/RCLRPT-25V655-5278.pdf
- NHTSA 26V188, Nissan R25F1. 51 US 2026 LEAFs built 17 July 2025 to 26 November 2025. AESC cells, parts described as 78 kWh heated (295R0 7TC4D) and non-heated (295R0 7TC6D). A torn cathode edge can fold and short. Nissan confirmed two thermal events: one in Osaka on 16 February 2026, parked, not charging, and one reported at a US dealer on 2 March 2026, also parked and not charging. No injuries known to Nissan at filing. Owners were told not to charge and to park away from buildings until modules are replaced. https://static.nhtsa.gov/odi/rcl/2026/RCLRPT-26V188-8548.pdf
For day-night solar use: the 2019-2022 recalls are about Level 3 DC charging, which this duty does not require. They are still a reason to check the VIN before the pack is pulled, because the remedy is a dealer software update on the car. The 2026 recall says do not charge at all, so those 51 packs cannot be a daily solar store until they are repaired. Passive ZE0-ZE1 packs have no active cooling, so a hot room and a high afternoon state of charge is the degradation case Nissan already documented, and the warranty will not pay for it once the pack is open or out of the car.
Chevrolet Bolt EV
GM and NHTSA: certain 2017-2019 cars built with LG Chem Ochang N2.1 cells can fire if charged to full or nearly full (20V701, then 21V560). GM's stated cause is two rare manufacturing defects in the same cell, a torn anode tab and a folded separator. GM then recalled 2017-2022 Bolt EV and 2022 Bolt EUV and replaced modules. Early advice was a 90% charge limit, park outside, do not charge indoors overnight. https://experience.gm.com/recalls/bolt-ev and https://static.nhtsa.gov/odi/rcl/2021/RCLRPT-21V560-6162.PDF
A house battery that is filled by solar every afternoon is being asked to sit near full. That is the condition GM told owners to avoid until the remedy. A pack whose recall repair is not documented is a poor candidate for main storage. The 8-year/100,000-mile warranty in GM's own Bolt description is a vehicle warranty. Out-of-vehicle use was not found as a covered use. Scheduled home discharge for the Bolt was not found.
Ford F-150 Lightning
No battery-fire recall was found in this search. Ford's own NCM guidance is the cycling issue: set the daily charge limit to 90% to reduce strain, and stopping at 80% reduces capacity degradation. Using a 98, 123 or 131 kWh Lightning pack as the house's main store means a deep cycle most days, which is more than Ford's daily car advice. Ford Intelligent Backup Power is outage backup, not this duty. The only sourced scheduled home discharge is the PSE and ChargeScape demonstration announced 18 March 2026 (Lightning and Kia EV9), still a pilot. https://www.ford.com/support/how-tos/electric-vehicles/electric-vehicle-maintenance/how-do-i-maintain-my-electric-vehicle-battery/
Hyundai IONIQ 5
NHTSA 26V432: six US 2023-2024 cars may have cells with misaligned electrodes that can short. Hyundai said it knew of no US fires, crashes or injuries at filing. https://static.nhtsa.gov/odi/rcl/2026/RCLRPT-26V432-6535.pdf This is not a model-wide defect. No scheduled V2H was found; the spec sheets document V2L at 3.6 kW. The US spec-page warranty is 10 years or 100,000 miles and does not apply to vehicles serviced or registered outside the US. Stationary use is not mentioned. Chemistry subtype was not on the pages read, so no cycle-life claim is made.
Kia EV6 and EV9
NHTSA 26V431 (Kia SC375): seven EV6s built 30 December 2021 to 14 September 2023, and one EV9 built 28 October 2023. SK On cells, misaligned electrode, short, fire risk, no warning. Remedy is a new pack. Until then, cap charge at 80% and park outside. https://static.nhtsa.gov/odi/rcl/2026/RCLRPT-26V431-8221.pdf Not the whole production run. EV9 is in the PSE time-of-use demonstration and, from 2024, on PG&E's V2X list with a Wallbox Quasar 2. EV6 joins that PG&E list from 2025. That is a pilot, and it is the car, not a loose pack. No EV6 kWh figure was confirmed here, so no degradation number is attached.
Tesla Model 3 and Cybertruck
No Model 3 or Cybertruck battery-fire recall was confirmed in the NHTSA searches opened for this catalog. batterydesign.net's July 2026 note on a 2017 Long Range NCA pack is the practical red flag: second-life buyers were quoting about £34–£72 per usable kWh only above roughly 70-75% state of health, and one Massachusetts salvage pack that still sold as a spare drew a recycling quote of minus £1,359. No sourced cycle count for the LFP or NCA Model 3 packs was found on the teardown pages. No scheduled home-discharge programme was found for Model 3. Cybertruck Powershare, approved by PG&E on 20 April 2026, is outage backup plus paid grid events, not nightly whole-house cycling, and the pack stays in the truck. Out-of-vehicle warranty language was not found.
Volkswagen ID.4
Two US recalls, both SK On modules.
- 25V836, VW 93EV, filed 3 December 2025. 311 cars, model years 2023-2024, built 16 September 2022 to 22 September 2024. Misaligned electrodes. A misaligned electrode may lead to a fire. The chronology lists thermal events while DC fast charging, while parked and not charging, and while driving. Until repair: 80% charge limit, no Level 3, park outside after charging, do not leave the car charging indoors overnight. https://static.nhtsa.gov/odi/rcl/2025/RCLRPT-25V836-4853.pdf
- 26V030, VW 93EA, filed 21 January 2026. 43,881 cars, model years 2023-2025, that lack self-discharge detection software. Rare thermal propagation and fire. Root cause not closed; supplier deviations may cause self-discharge. Remedy is an inspection, software, and module replacement if needed. The filing names 62 kW/h and 82 kW/h packs (their spelling). https://static.nhtsa.gov/odi/rcl/2026/RCLRPT-26V030-0889.pdf
An 80% cap and "do not charge indoors overnight" fights the idea of a pack that absorbs a full solar day inside the house. Scheduled V2H for the ID.4 was not confirmed. Warranty treatment of a removed pack was not confirmed.
Polestar 3 and Volvo EX90
The only sourced fact is that PG&E's 2026 V2X list includes a 2025 Polestar 3 and a 2025 EX90, each with a dcbel Ara. Pack kWh, chemistry and fire history were not confirmed. None confirmed beyond that.
BMW i3, i4 and iX3
The 2013 60 Ah and 2016 94 Ah i3 packs were not in the US high-voltage recall that was opened. NHTSA 22V683, in a BMW dealer message dated 5 October 2022, covers a small number of 2019-2021 i3 BEV and range-extender cars built 1 November 2018 to 26 May 2021. The high-voltage battery may not have been produced to specification. A short circuit could lead to a thermal event. The remedy is replacement of the affected cell module. BMW's FAQ in that file said owners could keep driving and charging. That population lines up with the 120 Ah generation, not with every i3. https://static.nhtsa.gov/odi/rcl/2022/RCMN-22V683-7965.pdf
No i4 or iX3 battery-fire recall was confirmed in the sources opened. The i4 press kit names NMC-811 and does not give a daily charge cap. The i3 packs are refrigerant cooled, not passive like a LEAF, but the pages that were read are vehicle documents. Nothing in them describes a pack on a garage floor. Scheduled home discharge was not found for i3, i4 or the 2021 iX3.
Mercedes-Benz EQA, EQB and EQS
EQB is the fire case. NHTSA 26V073 covers 11,895 US vehicles: 2022-2024 EQB 300 4MATIC (6,513), 2023-2024 EQB 250+ (3,674) and 2022-2024 EQB 350 4MATIC (1,708), built 13 December 2021 to 9 May 2024. Farasis cells. At a high state of charge an internal short might lead to a fire. If the car is parked there is no warning. The remedy is a new high-voltage battery. Until then, charge to no more than 80% and park outside. This recall supersedes 25V050 and 25V894. Mercedes says the software update from those campaigns cannot be confirmed as fully effective, after fires in Europe on cars that had already had the update. Two US fires were in the original population, before that update on those vehicles. A supplier change from 31 July 2024 is what Mercedes says stops the defect in later production. https://static.nhtsa.gov/odi/rcl/2026/RCLRPT-26V073-3735.pdf
A house battery that is filled by solar every afternoon is being asked to sit near full. That is the condition the EQB remedy tells owners to avoid. The UK brochure's September 2024 production date is later than 31 July 2024, but a brochure date does not prove a given car's cells.
No EQA or EQS battery-fire recall was confirmed in the sources opened. That is not a clean bill of health. An earlier search that pointed a Mercedes fire claim at PDF 26V030 was wrong: 26V030 is the Volkswagen ID.4 recall. EQA and EQS warranty lines that were read cover capacity loss on the car. Mercedes-Benz Energy is named as a possible second life for EQS packs in an energy bank. That is not a retail pack. Scheduled V2H was not found.
BYD Atto 3, Dolphin and Seal
No BYD battery-fire recall was confirmed in the sources opened. Blade pages describe an LFP cell-to-pack design and BYD's own nail, crush and overcharge demonstrations. Those are manufacturer tests, not a field history, and they are not a cycle count for a pack that cycles every day in a plant room. The cell page's "3,000+ cycles" line is on example Blade cells, not a measurement of an Atto 3, Dolphin or Seal pack in this duty, so it is not used as a life rating.
What was specified is V2L, not scheduled V2H. Atto 3 has VtoL with no watt figure on the UK debut. Dolphin's launch text says 3.3 kW. Seal says up to 3 kW. Seal's pack is cell-to-body, so the battery is part of the floor. An early Europe sentence wrote the Dolphin battery as "60 kW". That was not used. The UK media release states 44.9 kWh and 60.4 kWh.
Porsche Taycan
No Taycan battery-fire recall was confirmed in the sources opened. The practical flag on the 2019 Performance Battery Plus page is the standing rule: if the car stands for more than two weeks, state of charge is supposed to stay between 20% and 50%. A pack held full every afternoon is the opposite of that instruction. The warranty cited is 60,000 km or three years on the car. The 79.2 kWh pack was named and not torn down.
Renault Zoe
No Zoe battery-fire recall was confirmed in the sources opened. Cooling type was not on the teardown page, so these packs are not described as liquid or passive. A later ZE 40 can be a software-limited ZE 50 pack.
Volkswagen ID.3
The US ID.4 recalls 25V836 and 26V030 name the ID.4. They are not copied onto the ID.3. No ID.3-specific battery-fire recall was confirmed. The MEB table disagrees with itself on the 12-module cell count (96s3p versus 240 cells). Weights on that page are estimated and are not in the CSV. Scheduled V2H was not confirmed.
Polestar 2
Pack size is now sourced from the UK specifications page. No Polestar 2 battery-fire recall was confirmed. The battery warranty for model years 2025 and 2026 repairs or replaces the pack if state of health falls below 70% within 8 years or 160,000 km. That is an in-car warranty. Polestar 2 was not on the PG&E 2026 V2X list that named the 2025 Polestar 3. ISO 15118 Plug and Charge is not discharge.
Hyundai IONIQ 6 and Kia Niro EV
No IONIQ 6 battery-fire recall was confirmed. NHTSA 26V432 remains the six-car IONIQ 5 campaign and is not applied here. The US spec page lists V2L and does not list scheduled V2H, and it does not state V2L kilowatts, so 3.6 kW is not copied from the IONIQ 5. The high-voltage warranty is 10 years or 100,000 miles for defects, transferable, and does not mention stationary use.
No Niro EV battery-fire recall was confirmed. The 2019 pack is liquid cooled. The teardown notes that the stacked rear modules sit later in the coolant loop and may age faster.
Nissan Ariya and Volvo XC40 Recharge
No Ariya or XC40 Recharge battery-fire recall was confirmed. Ariya packs are liquid cooled, unlike the passive LEAF. XC40 energy is sourced, but Europe and the US used LG pouch cells while China-bound cars used CATL prismatic cells. The XC40 row is not the EX90 V2X pilot.
Rivian R1T
No R1T battery-fire recall was confirmed. The teardown page supports energy, the 216-459 V range, mass and 108s72p. It does not support the "462 cells per layer" line, which does not multiply to 7,776 cells. No daily charge cap was on that page. The pack is about 796 kg. R1S was not given a separate teardown.
Still not given a pack row
Toyota bZ4X, Honda e and e:Ny1, Renault Megane E-Tech and Scenic E-Tech, MG4, Audi Q4 e-tron and e-tron GT, Volkswagen ID.7, Skoda Enyaq, Cupra Born, Peugeot e-208 and e-2008, Vauxhall and Opel Corsa-e and Mokka-e, Fiat 500e, Volvo EX30, Genesis GV60, Tesla Model Y, Model S and Model X, Lucid Air, BMW iX, and BYD Tang. A primary page with a kWh or chemistry line was not opened for them in this pass, or the only page found mixed estimates into the headline numbers (BMW iX3 Neue Klasse on batterydesign.net, and the Tesla Model Y 4680 page). None confirmed is not a clean bill of health. The Megane UK spec URL returned 404 on 4 October 2026.
How day-night cycling actually works
Grid-tied, the house stays connected. Solar covers the daytime load and the surplus goes into the pack. After sunset the pack covers the house, down to a floor you choose, and the grid makes up the rest. If the pack is still in a car, that only works on nights the car is home, and you keep a reserve state of charge for the next drive. A pack on the floor has no driving reserve, but it also has no car BMS telling an inverter what it may do.
V2L is not V2H. V2L is a socket on the car, typically 1.5 to 3.6 kW in the specs below, for tools and kettles. True V2H feeds the home's circuits, through a transfer arrangement, and can be scheduled. Several "bidirectional" products in the sources are outage backup: they disconnect the house from the grid and then discharge. That is the opposite of this catalog's job. Where scheduled discharge exists, it is marked pilot if it was only shown inside a utility demonstration.
Brand by brand
Nissan. ZE0 (2011-2012) and AZE0 (2013-2017) have CHAdeMO, but a current scheduled home-discharge product for those years was not confirmed, so the CSV says unconfirmed. ZE1 40 and 62 kWh cars (2018-2025) can send energy back through CHAdeMO. PG&E's 2026 V2X list pairs a 2018-2025 LEAF with a dcbel Ara. That is a pilot, not a Nissan day-night mode. The 2026 US car is V2L at 1,500 W (J1772 plus NACS) and US residential V2H was not confirmed. The UK brochure gives V2L at 3.1 kW and the global release says European V2G is for the future. Japan keeps CHAdeMO and, per Nissan, V2H with a home energy management system, including taking in solar. That Japan case is the closest thing in this catalog to the duty the caller described, and it is the car, not a loose pack. https://global.nissannews.com/en/releases/all-new-3rd-generation-nissan-leaf
Tesla. Model 3 LFP and 2017 Long Range NCA: no scheduled home discharge found. Cybertruck Powershare is AC backup and grid-event export in the PG&E programme of 20 April 2026. https://investor.pgecorp.com/news-events/press-releases/press-release-details/2026/PGE-and-Tesla-Turn-Cybertruck-into-a-Grid-Asset-Advancing-the-Future-of-Electric-Power-in-California/default.aspx
Ford. Lightning 98, 131 and 123 kWh usable packs are liquid-cooled. Home Integration plus Charge Station Pro is backup power. Scheduled daily discharge is the PSE pilot only. https://www.pse.com/en/press-release/details/PSE-and-ChargeScape-launch-Washingtons-first-demonstration-using-EVs-to-power-residential-homes
GM. Bolt rows are here because the pack and the fire recall are documented. Scheduled discharge: unconfirmed. The GM Energy V2H guide that was opened describes automatic backup during an outage for a compatible GM EV. It does not describe daily solar cycling, and it was not used to claim the Bolt is in that product.
Hyundai and Kia. IONIQ 5 spec sheets document V2L, so the CSV says v2l_only. EV9 is in the PSE time-of-use demonstration and on the PG&E list (2024 and newer, Quasar 2). EV6 is on that PG&E list from 2025. Both are pilot.
BMW. i3 generations are refrigerant-cooled Samsung prismatic packs, 96s1p, at 21.3, 33.77 and 42.2 kWh total on batterydesign.net. Scheduled discharge: unconfirmed. The 120 Ah cars overlap 22V683. i4, US press kit: NMC-811, 81.1 kWh net, 324 cells, heat pump, DC up to 200 kW. No V2H line. iX3 2021: 80.3 kWh total, 74 usable, CATL NMC811, 94s2p, 345 V, 518 kg, liquid cooled. No V2H line. https://www.batterydesign.net/bmw-i3/ and https://www.press.bmwgroup.com/usa/article/detail/T0334247EN_US/the-new-2022-bmw-i4-edrive40-and-i4-m50?language=en_US
Mercedes-Benz. EQA 250: 69.7 kWh total, 66.5 usable, CATL prismatic, 100s2p, 367 V, liquid cooled. Cathode subtype not named. EQB UK brochure, September 2024 production: 70.5 kWh on EQB 250+ and 66.5 kWh on EQB 300 4MATIC, 400 V, CCS-2. V2H not in the brochure. The US fire recall is 26V073. EQS 53: 107.8 kWh usable, CATL NMC811, 108s2p, 396 V, liquid cooled in the frame. Total kWh was blank. No scheduled V2H found.
VW Group. ID.4 keeps the fire recalls above and no confirmed scheduled V2H. ID.3 is now two MEB rows, 61 kWh total (9 modules) and 82 kWh total (12 modules), NCM712 on the LG pouch line, water-cooled base. The 12-module cell count on the source page conflicts with itself. Porsche Taycan Performance Battery Plus: 93.4 kWh total, 83.7 usable, LG E66A NMC712 pouch, 723 V, 630 kg, coolant under the tub. No scheduled V2H found. Audi, Skoda, Cupra and ID.7 were not given rows.
Toyota, Honda, Renault, Stellantis, MG. Zoe has three LG pouch rows, 96s2p, and no confirmed scheduled V2H. Megane and Scenic were not opened (the Megane spec URL 404'd). bZ4X, Honda e, e:Ny1, MG4, e-208, e-2008, Corsa-e, Mokka-e and 500e have no row.
Volvo and Polestar. EX90 and Polestar 3, both 2025, are on the PG&E list with a dcbel Ara. Pilot. Their pack internals are still not confirmed. Polestar 2, UK spec page: 70 kWh and 24 modules, or 82 kWh and 27 modules, both 400 V lithium-ion, subtype not named. Plug and Charge is not V2H. XC40 Recharge: 78 kWh total, 75 usable, 500 kg, LG pouch or CATL prismatic depending on market. EX30 has no row.
BYD. Atto 3 UK: 60.48 kWh Blade LFP, VtoL, no watt figure. Dolphin: 44.9 and 60.4 kWh Blade LFP, V2L stated at 3.3 kW. Seal RWD: 82 kWh Blade LFP, cell-to-body, V2L up to 3 kW; the AWD sentence says 80 kWh on the same page as a table that prints 82. No scheduled V2H. Tang has no row. https://www.byd.com/eu/news-list/The_All-New_BYD_ATTO_3_Debuts_in_the_UK0.html
Hyundai IONIQ 6 and Kia Niro. IONIQ 6 US 2025: 53.0 kWh at 480 V and 77.4 kWh at 697 V, V2L listed, kilowatts not stated, so the CSV says v2l_only. Niro EV 2019: 68 kWh total, 64.8 usable, SK NCM622, 98s3p, 356 V, 443 kg, liquid cooled. No scheduled V2H found for either.
Nissan Ariya and Rivian. Ariya: 66 kWh total (63 usable) and 91 kWh total (87 usable), CATL NMC811, liquid cooled, same outer case. Not CHAdeMO and not the LEAF pilot. Rivian R1T: 141.1 kWh total, 135 usable, Samsung 50G 21700, 108s72p, 795.92 kg. No scheduled V2H found. Tesla Model Y, S and X, and Lucid Air, still have no row. The Model Y 4680 page is built on assumed cell energy and was not used.
Chemistry
LMO with lithium nickel oxide. The 2010-2016 24 kWh LEAF cells are AESC pouches. batterydesign.net gives the cathode as LiMn2O4 with LiNiO2 and a graphite anode. No cycle count was on that page. What is documented is hot-climate capacity loss in the cars, passive cooling, and a warranty that only promises nine bars.
LG Chem 30 kWh LEAF. Cell LQ 1729-A2, 43 Ah, 3.73 V nominal. The page does not name an NMC subtype. The SOH firmware bias is the buyer issue, not a published cycle life.
AESC 40 and 62 kWh LEAF. Pouch cells, 56.3 Ah, 96s2p or 96s3p. Subtype not confirmed in the sources used. Still passive cooling. A seller's "at least 2000 cycles" line on a 62 kWh advert conflicts with the cell description and is ignored.
NMC, named as such. The 2026 UK LEAF brochure says lithium-ion (NMC), 78.3 kWh gross and 75 kWh net, liquid cooled. No cycle count in the brochure. Ford calls Lightning standard and extended packs NCM and tells owners to cap daily charge at 90%. That is the only OEM cycling instruction found for this chemistry. The 2025 Flash 123 kWh pack was not included in that NCM sentence.
Nickel-rich lithium-ion. The original Bolt pack. GM did not print "NMC" in the pages used. 288 cells, 96s3p, 344 V, 60 kWh, about 429 kg. The fire defect is manufacturing, not a published cycle-life number. The 2020 pack is labeled 65 kWh; subtype not restated.
NCA. batterydesign.net: 2017 Model 3 Long Range, Panasonic 2170, 96s46p, 78.8 kWh nominal, 73.5 kWh usable, about 479 kg. No cycle count there. The second-life price talk in that article applies to NCA and NMC together, and only above roughly 70-75% state of health.
LFP. Tesla Model 3 CATL packs. BTF0: 55 kWh total, 49.8 usable, 106s1p, 339.2 V, 438 kg, cooled from a base plate. BTF1: 60 kWh, 108s1p, 172.5 Ah cells. No cycle count on those pages. Do not import brochure claims of several thousand cycles; they were not in the sources opened.
BYD Blade LFP. The cell page gives two example lithium iron-phosphate blades: 202 Ah, 3.2 V, 3.9 kg, and 138 Ah, 960 x 90 x 12 mm, 2.63 kg. Both lines say 3,000+ cycles. That is a cell-page claim for those examples, not a test of an Atto 3, Dolphin or Seal pack doing a daily solar cycle, so the CSV does not copy a cycle life. Pack construction is cell-to-pack, and on the Seal it is cell-to-body. Cooling on the car pages is direct cooling and heating; the Seal press says the fluid is refrigerant. Cobalt-free is BYD's wording on the Atto 3 and Seal releases. https://www.batterydesign.net/byd-blade/
NMC111 and NCM 622, Samsung, in the BMW i3. The 2013 teardown page names NMC111, 60 Ah, 3.7 V. The 2018 i3 page names the 120 Ah cell as NCM 622. A different table on the same site calls the 2018 pack NMC 811. The row follows the model page. The 94 Ah 2016 cell has no subtype on the model page. No cycle count.
NMC-811 and NMC811. BMW's US i4 press kit says NMC-811 and less than 10 percent cobalt, 81.1 kWh net. The iX3 teardown says CATL NMC811, 116 Ah, 3.67 V. Mercedes EQS on batterydesign.net is CATL NMC811, 107.8 kWh usable. Nissan Ariya on that site is CATL NMC811 prismatic. No cycle count on those pages. No daily charge cap was on the pages read.
NCM712. Porsche Taycan Performance Battery Plus, LG Chem E66A pouch, and the VW MEB table's LG pouch line for ID.3. The MEB page also lists other cell makers, so NCM712 is not claimed for every ID.3. No cycle count.
NCM622, SK Innovation, in the 2019 Kia Niro EV. Cell E600B, 60 Ah, 98s3p. Liquid edge cooling. No cycle count. This is not the Ford Lightning NCM daily-cap sentence.
Is one chemistry better for daily primary storage? A modeled result, not a road test: an NREL-linked paper says an LFP pack in their second-life cases reached a 30-year life cap with little derating, while nickel chemistries needed derating to make the same life. https://www.osti.gov/pages/servlets/purl/3031080 Ford's NCM advice not to charge to 100% every day points the same way, without a cycle number. No measurement on these exact car packs was found that crowns a winner. Warranty documents that were read do not say V2H is covered or forbidden. They simply do not describe a pack that has left the car.