Decarbonisation of the automotive industry has highlighted battery technologies as a viable successor to petroleum-based travel. With increasing performance of state-of-the-art Li-ion battery materials comes a tendency to initiate degradative mechanisms more rapidly than acceptable for commercially viable products. Even with the greatest gravimetric and volumetric density, promising transition metal (TM) oxide cathode materials can suffer from limited cycle life, high cost, and reduced performance. NMC (Li 1 [Ni 1 x y Mn x Co y ]O 2 ) based Li-ion batteries have emerged as the most promising successor to LiCoO 2 chemistry and could potentially facilitate ubiquitous adoption of Li-ion in mobile and transport devices. High specific capacities, highrate capability, and long-term cycling abilities are driving extensive research into these cathode materials, forcing a greater nickel content with each iteration. The redox capability of nickel makes it highly attractive for Li-ion operation, being able to cycle between Ni(II) and Ni(III) as well as Ni(III) to Ni(IV) without a significant deviation in operational voltage. This has presented as an increase in nickel content to the current NMC811 cathode, which exhibits a specific capacity of 190 -220 mAh.g 1 . 2