The 2026 VW Polo MEB+ has been talked about for some time as this will be the first vehicle to take the PowerCo unified cell. The technology partner for these cells is Gotion and we have already seen numbers for the cells.
This post has been built based on the support of and sponsorship from: Quarto Technical Services, Eatron Technologies and About:Energy
At the IAA Live event PowerCo shared a number of images of the two cells.
From Gotion we have seen details of the smaller cell and the resultant capacities for the NMC and LFP variants:
- 256 x 24.8 x 106mm
- NMC 115.8Ah
- 265 Wh/kg
- 635 Wh/litre
- LFP 91.5Ah
- 190 Wh/kg
- 432 Wh/litre
Using all of the images of the pair of cells (from the PowerCo media portal) and the known (?) dimensions of the foreground cell (256mm x 24.8mm x 106mm) we can extract the dimensions of the larger cell:
- 256mm x 32mm x 106mm
The cell is the same length and height, but 1.3x thicker.
Note that this is an estimation.
VW state that the two usable pack energy options for the ID. Polo will be 37 kWh (LFP) and 52 kWh (NMC). We got feedback that the gross capacities of the two packs are 56kWh for NMC and 38.5kWh for LFP.
Using the smaller cells we get:
- 56 kWh / (115.8 Ah x 3.69 V) ~ 131 cells
A bit of rounding, but let’s assume they are using an even number and let’s repeat that for the LFP cell:
- 38.5 kWh / (91.5 Ah x 3.2 V) ~ 131 cells
This smaller cell would mean a rather low or high operating voltage window and not result in an optimum re-use of systems that we expect from VW. Hence the larger cell makes more sense.
drawing a line under this as an option, the larger cell is what is used in the ID. Polo ->
Using the larger cells:
- 56 kWh / (155.5 Ah x 3.69 V) ~ 98 cells
- 38.5 kWh / (118 Ah x 3.2 V) ~ 103cells
The comment below by Ken suggests 102s1p for LFP and 96s1p for NMC. The assembly plant images [4] show a pack with 96 cells arranged as 3 blocks of 32, our assumption is this is the NMC version.
The pack being assembled using the larger cells results in more sensible voltage windows for the two packs.
- LFP: 102s
- nominal voltage = 326 V
- 255 V to 372 V
- NMC: 96s
- nominal voltage = 354 V
- 269 V to 403 V
"Both cells have the same dimensions: 256 x 106 x 32 mm.
The difference is that the cell separator plates [gap pad] in the NMC module are approximately 4 mm thick, while those in the LFP module are only approximately 2 mm thick.
This accounts for the difference between the 96s1p and 102s1p. The frame is always the same."
VW also shared this image [1] of the battery pack:
We have a few more details around the specifications:
LFP
- Total energy = 38.5 kWh
- Usable Energy = 37 kWh
- Cell to Pack (CTP) design
- Charging
- DC fast charging = 90 kW
- 10 to 80 charge time ~ 27 minutes
NMC
- Total Energy = 56 kWh
- Usable Energy = 52 kWh
- Cell to Pack (CTP) design
- Charging
- DC fast charging = 130 kW
- 10 to 80 charge time ~ 23 minutes
They previously shared this first MEB+ LFP battery pack for the ID2 class of vehicles .
The three bays in the giga casting would make it most sensible if the 3 stacks of cells were the same and that would be 32 cells in the case of NMC and 34 cells per stack for LFP. More work here before we know exactly what these packs are (thanks to MooseOnEarth and Ken for pointing out my original errors).
1.7 m long, 1.15 m wide, which replaces 123 individual parts and helps reduce weight by 10%, to 62 kg.
Further details describe a 120 seconds cycle time and the use of 3 plate die technology. The cost reduction is 15%.
Volkswagen Embraces Gigacasting, Industry Arsenal
References
- The new drive concept, VW Newsroom
- Volkswagen Embraces Gigacasting, Industry Arsenal
- The VW ID. Polo receives the APP290 motor, SiC inverter and a 38 or 56 kWh battery, InsideEVs
- Battery assembly plant by Seat and Cupra opens in Spain, StarCarSifu
See also: Benchmarking Battery Packs
Hello Nigel,
thank you for this post and the cell dimensions. Remember however, that 37 kWh and 52 kWh are net (!) battery pack capacities as per VW communication. The cell Ah capacities by Gotion are likely gross capacities.
At a presentation by VW for the id. Polo, it was mentioned, that 132 cells would be in there. At least this is, what I remember.
My guesses:
NMC pack could be wired as 66s2p for good 400V charging compatibility. Otherwise (in a 132s1p case) a 500V-capped DC charger (“400V”) could only apply about 3.78 V per cell as the charging voltage which would not even charge the pack properly to a decent level.
If BMW/Mini can get away with 78s NMC battery packs in BMW iX1, iX2, Mini CountryMan (all way more expensive models, and still successful models here in Germany, especially iX1), then VW could get away with 66s NMC as well for these sub-compact vehicles in their line-up. With such “unified cells” the manufacturers likely have to make some concessions at the edges of their model range regarding voltage.
LFP pack is likely wired as 132s1p. Due to 3.2V nominal voltage per cell, this has enough headroom for 500V DC chargers.
Also divisors of 132 look more application-friendly than those of 124 or 126. At least FMPOV.
True divisors of 124 = 2, 4, 31, 62 <– not likely, very few divisors and the battery pack frame with its three major compartments indicates, you could want a factor 3 in there for assembly of equal cell stacks in the compartments.
True divisors of 126 = 2, 3, 6, 7, 9, 14, 18, 21, 42, 63 <– better, way more flexibility
True divisors of 132 = 2, 3, 4, 6, 11, 12, 22, 33, 44, 66 <– even better due to 12 in there.
Having the 12 in there, shared cell stacks of 12s (preassembled cell stacks) could go into 72s, 84s, 96s, 108s packs for "400V"-BEV and PHEV applications, like replacements of the current MEB RWD/AWD packs that are all 84s, 96s or 108s (all with 12s in there).
With 14s or 18s this does not work out quite as nicely. And 6s cell stacks would be relatively small.
I will keep looking for an official reference in publications by VW for confirmation.
Kind regards, Ralf from Leipzig, Germany
really good points, thank you
in the database I have put these as net values and I lost in when I wrote the article – will correct, thanks
Here is a better reference with some pictures from the VW presentation from Sep 2025:
https://insideevs.de/news/771901/vw-id-polo-antrieb-akku/
Counting the cells per cell stack in the image: 40 cells per cell stack times 3 = 120 cells. I think, this is slightly misleading.
The (gross) battery pack capacities are named as “38 and 56 kWh” for LFP and NMC respectively.
Also in the pictures there: a battery frame with 3 cell stacks next to each other (intended for the id.Polo and twins) and another one (more capacity) with 4 cell stacks next to each other (intended for future id.3 applications).
Also more cell suppliers are named there.
brilliant, thank you
Hopefully this makes a bit more sense now
the images also show the MEB+ frame as constructed from extrusions, very interesting though
LFP:
322V
118Ah
38,5kWh Brutto
3 Module a 34 Zellen
NMC:
360V
155,5Ah
56kWh Brutto
3 Module a 32 Zellen
Interesting, much larger cells than the versions we have seen from Gotion, thank you
I assume this is the larger Unified cell? Do you have a reference for this and the resulting specifications?
Hi Nigel,
There is an article about the opening of a battery assembly plant in Spain, which I believe shows final design of the interior of the battery for the ID.Polo. The photo shows that 96 cells are used in three modules. I assume this is the NMC version, which should be available first. I do not yet know whether the LFP version differs in the number of cells. https://www.carsifu.my/news/battery-assembly-plant-by-seat-and-cupra-opens-in-spain
By the way, thank you for your contributions, you’re doing a great job!
Hello Pajda, that is a great reference, thanks, Nigel
Beide Zellen haben die gleiche Abmaße. 256x106x32mm
Der Unterschied ist, das bei dem NMC Modul die Zelltrennplatten ca. 4mm dick ist, aber bei der LFP nur ca. 2mm.
Dadurch ergibt sich der Unterschied zwischen 96s1p und 102s1p. Der Rahmen ist immer der gleiche.
Thanks, Ken.
This information basically says that VW sacrificed nearly 3 kWh of energy for the sake of increasing the safety of the NMC pack against thermal runaway. Because otherwise, there would be nothing preventing the NMC version from also having a 102s connection and thus having approx. 58.8 kWh Brutto.
One more note: The dimensions of 256x106x32mm perfectly match the information in the VW and PowerCo press release: “Technologically, PowerCo’s Unified Cell is a big leap forward. Energy density of around 660 Wh/l makes it one of the most powerful battery cells in the volume segment. This corresponds to an increase of around 10 percent compared to previous cells.” https://www.volkswagen-group.com/en/press-releases/made-in-europe-volkswagen-powerco-and-elli-launch-pioneering-battery-and-energy-technologies-19801
I think that 10% refers to CATL prismatic cells used in MEB 590 modules. These have approximately 580 Wh/l. In my opinion, this increase was achieved purely by switching from the jelly-roll to (Z)-stacking in the manufacturing process, which allowed for better use of the prismatic case internal volume. They had to make the transition from jelly-roll to stacking anyway, because if they want to have terminals on the sides, the cooling path to the top and bottom side of the cell would be compromised in the case of jelly-roll. Here is a video from the production line showing the stacking method https://www.youtube.com/watch?v=bAmviNE83a0
Thanks for the additional comments by Ken and Pajda. Makes much more sense now.
In reply to this comment: “This information basically says that VW sacrificed nearly 3 kWh of energy for the sake of increasing the safety of the NMC pack against thermal runaway. Because otherwise, there would be nothing preventing the NMC version from also having a 102s connection and thus having approx. 58.8 kWh Brutto.”
The NMC cells may have a Graphite/Silicon anode (not sure, whether true) for this value of energy density. Then if these cell divider plates were compressible, they may provide this room for expansion. Even if the current NMC cells would have a Gr anode, this design may have been chosen to use the same factory line for cells with Gr/Si anodes later (or intermixed) without changing the production line nor battery pack design. And 96s NMC is a wiring they know well from current MEB (take-over of 96s BMS logic, time to market, volume production).
For example, new Porsche Cayenne Electric has pouch type NMCA/GrSi 160 Ah cells by LG Energy Solutions. This is a PPE platform car (previously: 150 Ah prismatic cells by CATL and Samsung SDI), but shows that GrSi anodes are on Volkswagen’s radar in general.
https://newsroom.porsche.com/de/2025/produkte/porsche-cayenne-electric-hochvolt-system-40897.html
In addition, choosing 96s NMC for id. Polo could be a deliberate decision to create a large enough gap to future id. Golf (apart from the 3stack/4stack difference). Then, it’s a matter of strategy. And it saves the cost of 6 NMC cells per pack. Finally, 102s NMC could be given to id. Polo GTI later. The raise in voltage alone (times 102/96) would easily scale motor power from 155 to 166 kW with the same amperage, fuses, wiring, cooling. And is a change not easily done by tuners via software. The raise in capacity may offset higher consumption of GTI (tires, aero drag) for the same electric range.
The LFP cells in id. Polo LFP packs could have a conventional graphite anode (not sure, whether true) without silicon and would less be suspect to cell expansion. And the LFP pack needs a new BMS and new LFP-specific BMS logic anyways.
As for anodes with silicon admixture in graphite (Gr+Si), these have been commonly used in cylindrical cells for at least two years, where there is clearly no room for swelling. For example, Amprius has nice materials on this topic, where the problem of silicon expansion is solved by creating voids in base graphite material. In other words, Gr+Si anodes in prismatic and pouch formats needs compression to prevent swelling like Gr only based technologies. The room for cell swelling is needed for “anode-less” solid-state batteries, where the anode is based on lithium-metal. A typical example is QuantumScape. But they have developed a special cell casing for this purpose, which itself handles this function. So I just don’t think the spacers between the cells in MEB+ battery design has anything to do with the swelling force. Therefore, it seems more realistic to me that these spacers form a barrier against the propagation of thermal runaway within the module. On the other hand, 4 mm is an overkill for this purpose.
But I really like the idea that they simply put them there to reserve the room for the future 102s1p NMC pack for the ID.2 Polo GTX version.
From a power electronics perspective, there is no difference between the 96s and 102s connections (operating voltage) in NMC. The original MEB platform also uses 96s3p and 108s2p pack connections, and recently, 104s3p connections have been added to ID.7 with the prolonged battery box. BMS doesn’t care either, I assume that MEB+ switched to new AFE chips from NXP that support 18s in Cell Module Controllers (CMC), so there will be no problem with the length of a single module up to 36s cells.
Anyway thanks to all contributors for your thoughts!