The "rate capability" test is a common electrochemical protocol carried out in academic studies on new materials, new electrode designs, or novel manufacturing techniques, particularly those geared toward high-rate performance. The test typically involves repeated charge-discharge cycles in which the applied current is increased every few (e.g. 5) cycles, from a low (C/20 -C/2) to a high (5 -50 C) rate, and the results are presented in a plot of discharge capacity (mAh g -1 ) vs. cycle number. The measured capacity decreases at higher rates due to kinetic limitations within the cell (Li diffusion, electrical resistance of components) and maintaining a good capacity at higher cycling rates is often presented as evidence of good electrode or material kinetics, validating the novel approach taken in the work. When performing rate capability testing, several cell preparation aspects must be considered and decided upon. For example, there is a well-established inverse correlation between electrode coat weight (grams per square metre, gsm) or areal capacity, and the cell's power capability. Similarly, the chosen test protocol parameters must be considered. Firstly, cycling can be symmetric (equal charge and discharge rate) or asymmetric (often slow charge, fast discharge). Secondly, the cycling protocol can be constant current (CC), or a combination of constant-current-constant-voltage (CCCV), in which a CV step is performed at the top of charge, or bottom of discharge, or both. In EV charging, a CV step at top of charge can last for many hours if a vehicle is left to charge overnight, while it may not be employed at all when roadside rapid charging is carried out during a long journey (e.g. rapid charging to 80 %). Thirdly, the voltage cutoffs and range of rates tested must be chosen based on cell chemistry and intended application. The capacity extracted, however, is quite sensitive to the testing protocols selected by the researcher, and particularly so at higher rates. Furthermore, many studies carry out rate capability testing on half cells only (whereby the counter electrode is Li foil). In such studies, the cell impedance (and hence capability to pass high currents) can be dominated by the Li foil electrode, and not the electrode under test, thus limiting the value of the measured data. While journal-level initiatives such as Joule's "Standardized data reporting for batteries" have made admirable efforts to accurately record and publish battery testing protocols, persisting variations in these protocols render comparisons between studies difficult at best, and meaningless at worst. When applications (particularly EVs) are considered, fast charging is highly desirable while the requirement for fast discharge rate is less so, and dependent on driving style and the size of vehicle/battery system. The driving range of EVs is most often defined using the global standard "Worldwide harmonized Light vehicles Test Procedure" (WLTP) which defines typical driving "cycles". Applying even the most extreme of these cycles (Class 3) discharges a typical battery system at average rate of C/3 and a maximum rate of 2.5 C. To generate meaningful data for EV batteries, it is thus most appropriate for material testing to charge at high rate, and discharge at a lower rate (notably, the reverse, slow charge followed by fast discharge, is instead often carried out ). This is in contrast with other niche battery applications e.g. power tools, e-cigarettes, which utilise high discharge rates, and for which slower charge is often acceptable. Here we utilise the increasingly popular LiMn0.6Fe0.4PO4\\Graphite (LMFP\\Gr) chemistry as a model system with which to analyse and demonstrate the key role of cell manufacturing parameters and chosen testing protocols on the common rate capability test. This olivine phosphate chemistry provides a greater energy density than well-established LiFePO4 due to the higher potential of the Mn 2+/3+ redox couple (4.1 vs Li/Li + ) compared with Fe 2+/3+ (~3.4 V vs Li/Li + ), and has thus recently found commercial use in EV battery systems. Given this application, rate studies of this material are particularly important, as both electronic and ionic conductivity are known to be poor compared with layered oxide cathodes. While the electronic conductivity is typically overcome through coating individual particles with conductive carbon, the low Li + diffusivity (compounded by the presence of Jahn-Teller active Mn 3+ ) remains a significant challenge to fast charging of LMFP. A review of recent studies of LMFP material involving rate capability testing was performed and revealed a large variation in testing protocols (voltage range, inclusion/duration of a CV step, symmetric vs asymmetric, see Table ) and cell manufacturing parameters (cell format, electrode formulation, coat weight). The majority of studies utilised low active loading (80 %) and coat weights (< 25 gsm), far below that of commercial cells (often ≥ 94 % and > 100 gsm, respectively) in half cell format. Furthermore, in many cases, parameters were not explicitly stated at all.