Overview
GrapheneCell HX is a next-generation hybrid battery system developed by Arbok Tech as a drop-in replacement for incumbent high-voltage battery packs used in large electric pickup trucks and other heavy-duty chassis platforms. The system merges acid and alkaline chemistries, uses electrodes built on Arbok's proprietary engineered-carbon material, and includes supercapacitor buffers — delivering exceptional power, durability, and cost advantages. Designed for OEM integration, heavy-duty EV fleets, and defense/military platforms, GrapheneCell HX solves multiple issues faced by current lithium-ion systems, including high weight, poor recyclability, low cycle life, and thermal runaway risks. The composite monocoque design reduces structural complexity by moving away from welded steel assembly and optimizing heat management.
Applications
OEM integration in large electric pickup trucks and other heavy-duty chassis platforms; heavy-duty EV fleets; defense and military platforms.
Operating Principle
Two chemistries operate in parallel: an acid-chemistry block built around an enhanced composite electrode in a conventional acid electrolyte (110 kWh, $45/kWh, fully recyclable), and an alkaline-chemistry block using a nickel-zinc couple with a cathode built on Arbok's proprietary engineered-carbon material (110 kWh, $90/kWh, 6,000+ cycles). Electrodes are built on this in-house engineered-carbon material, engineered for electrical conductivity and thermal tolerance well beyond conventional battery electrode materials, enabling high-current fast charging without liquid cooling. A supercapacitor buffer of 2 kWh peak capacity and 1.2 MW power for 10 seconds handles rapid acceleration, regenerative braking, and extreme low-speed maneuvering modes.
Key Parameters
| Feature | Incumbent OEM Pack | GrapheneCell HX | Difference |
|—|—|—|—|
| Usable capacity | ~212 kWh | 220 kWh | +4% |
| Pack weight | 1,278 kg | 980 kg | –23% |
| Max DC charging | 350 kW | 520 kW | +49% |
| 10–80% charge time | ~30 min | <12 min | –60% |
| Life cycle (80% DoD) | 2,000–3,000 cycles | 5,500+ cycles | +2× |
| Cost per kWh | ~$130 | $68 | –48% |
| Structural design | Welded steel assembly | Bolted carbon-composite assembly | ~99% fewer structural joints |
| Range (real-world, 70 mph) | 310 miles | 395 miles | +27% |
Electrode material: Arbok's proprietary engineered-carbon material, engineered for conductivity and thermal tolerance well beyond conventional battery electrodes. Supercapacitor buffer: 2 kWh peak, 1.2 MW for 10 s. Housing: carbon composite monocoque with embedded thermal bridges, 180 kg versus 500+ kg for steel equivalents. Voltage: 400/800 V switchable. CAN bus: OEM-specific with open API adapter. Fully compatible with the target vehicle platform's chassis specifications.
Architecture and Components
Acid-chemistry block with an enhanced composite electrode (110 kWh); alkaline-chemistry block using a nickel-zinc couple with a cathode built on Arbok's proprietary engineered-carbon material (110 kWh); the same engineered-carbon electrodes throughout; supercapacitor buffer; carbon composite monocoque housing with embedded thermal bridges (180 kg), using a bolted assembly that greatly simplifies manufacturing compared to welded steel construction; 400/800 V switchable output; OEM-specific CAN bus with open API adapter.
Advantages
23% lighter and 48% cheaper per kWh than the incumbent OEM pack, with 49% higher DC charging power and a 60% shorter 10–80% charge time. Cycle life more than doubled to 5,500+ cycles. Real-world range 27% greater. Structural joint count reduced by roughly 99% through a bolted composite design. Acid-chemistry block fully recyclable. The engineered-carbon electrode's conductivity and thermal tolerance allow high-current fast charging without liquid cooling, removing thermal runaway risk associated with lithium-ion.
Integrations
TEG-BETON · Glassy Modified Carbon · ARBOK Supercapacitors · Ni-Zn Battery Systems · Battery-as-a-Service
Deployment & Operation
Drop-in replacement for the incumbent OEM battery pack; fully compatible with the target vehicle platform's chassis specifications, with an OEM-specific CAN bus and open API adapter. Crash tests and real-vehicle testing planned.
TRL
TRL 6–7 — Fully modeled and undergoing prototype development. Component-level testing and early integration simulations complete. Crash tests and real-vehicle testing planned.
Market Potential
Addressable market spans OEM electric-vehicle programs seeking to replace legacy battery-pack architectures, alongside heavy-duty EV fleets and defense and military platforms — segments where weight, cost, and charging-speed advantages translate directly into fleet-level economic and operational gains.
Typical Project Economics
Cost per kWh of $68 versus ~$130 for the incumbent OEM pack (–48%). Acid-chemistry block $45/kWh; alkaline-chemistry block $90/kWh.
Risk Factors
Crash tests and real-vehicle validation have not yet been performed, and full-scale OEM qualification remains pending; current performance figures reflect component-level testing and integration simulations rather than validated in-vehicle data. Supply-chain scale-up for the proprietary electrode materials and long-term field durability under real-world duty cycles are the primary technical risks going forward.
Related Technologies
TEG-BETON · Glassy Modified Carbon · ARBOK Supercapacitors · Ni-Zn Battery Systems · Battery-as-a-Service