CATL holds 40.7% battery share

EV batteries are turning into a very concentrated business. That matters because batteries are the most strategic part of the electric-car stack — the e(cnevpost.com) of 2026, CATL pushed that concentration even further, holding 40.7% of global EV battery installations, while BYD stayed a distant s(cnevpost.com)as not a shrinking market story — it was a share-grab inside a growing one. (cnevpost.com)r winning a segment. CATL installed 99.5 GWh in just three months. That is roughly two-fifths of the global market by itself, and more than the combined share of most of the rest of the top 10 outside BYD. A battery company at that scale gets purchasing power over materials, tighter customer lock-in, and more room to keep investing when weaker rivals have to retrench. (cnevpost.com) ### Who sits behind CATL? BYD is still the clear No. 2 with 33.5 GWh and 13.7% share. Then co(cnevpost.com)8%, Gotion at 4.2%, Panasonic and SK On at 3.7% each, then Eve, Svolt, and Sunwoda. So the ranking is global, but the center of gravity is plainly Asian and increasingly Chinese. (cnevpost.com) ### Did CATL gain or lose ground? Both, depending on the comparison. Against a year earlier, CATL gained — its share rose from 38.5% to 40.7%. But against the first tw(cnevpost.com)acceleration everywhere. CATL still dominated, but the pace cooled a bit by March. (cnevpost.com) ### What happened to BYD? BYD stayed strong in absolute terms, but its share was lower than a year ago — 13.7% versus 16.2%. That is the pattern to watch. BYD is still growing as a battery (cnevpost.com)en first and second is now 27 percentage points, which is enormous in any industrial market. (cnevpost.com) ### Why are Korean suppliers slipping? The short version is exposure. Korean battery makers leaned harder into U.S.-linked growth plans, and that market has (cnevpost.com)s pushed their combined global share above 70% in 2025 while Korean rivals struggled after betting on the U.S. market. That backdrop helps explain why LG Energy Solution, SK On, and others are losing relative ground even when global demand is still rising. (kr-asia.com) ### Why does this matte(cnevpost.com)his much of the market, automakers have less leverage on pricing, allocation, and technology road maps. And when OEM EV plans wobble, that pressure does not stop at the cell maker — it rolls into pack integrators, thermal suppliers, castings, housings, connectors, and other bought-out parts. Basically, concentration upstream makes volatility harsher downstream. This is an inference from the market structure and supplier chain dynamics. (cnevpost.com)aderboard update. It showed that scale in EV batteries is compounding. CATL is not merely ahead — it is becoming structurally harder to catch. If global EV growth stays uneven by region, the biggest battery makers, especially the Chinese ones, look even better positioned to dictate terms. (cnevpost.com)