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Neodymium Iron Boron

Nd2Fe14B inorganic

Properties

StateSolid (sintered or bonded ceramic-metallic)
ColorMetallic gray (dark after protective coating)
SolubilityInsoluble in water; slowly oxidizes in humid air
Melting Point1185 °C (decomposes to other phases before melting)

About Neodymium Iron Boron

Nd2Fe14B (1081.125 g/mol) is the hard magnetic intermetallic that holds the highest room-temperature maximum energy product of any commercial permanent magnet — up to 64 MGOe (512 kJ/m³) in the highest-grade N52 sintered material — and that single property explains why every electric vehicle, every offshore wind turbine, and every hard disk drive on the planet contains some of it. The compound was discovered independently in 1984 by Masato Sagawa at Sumitomo Special Metals (sintered route) and John Croat at General Motors (melt-spun route), and the patent fight that followed shaped the magnet industry for two decades. The crystal structure is tetragonal P4₂/mnm with Nd and Fe atoms layered along the c-axis and boron sitting in the basal plane — the geometry creates an enormous magnetocrystalline anisotropy with the easy magnetization axis locked along c, which is what produces the high coercivity. Saturation magnetization comes from the Fe sublattice (Js around 1.6 T at room temperature), the Curie temperature is 312 °C — workable but the limiting factor in motor design — and the coercivity in finished magnets reaches about 1 T. Annual global production now exceeds 200,000 tonnes, with China holding roughly 90% of that capacity. A single Tesla Model 3 rear motor uses about 2 kg of NdFeB; a 6 MW offshore direct-drive wind turbine uses up to 4 tonnes per nacelle.

Where you'll encounter it

If you've ever pried a small silver disk magnet off the back of a hard drive or cracked open a pair of Bluetooth earbuds to find the tiny driver magnet, you've handled NdFeB. They are the magnets that snap dangerously hard onto each other — the 50 mm cube grade can develop pinch forces high enough to break fingers, which is why anyone who has worked in a magnet lab has war stories about K&J Magnetics demos gone wrong. In the EV world, anyone teardown-ing a Tesla Model 3 or BYD motor stator finds them embedded as buried magnets in the rotor lamination stack. In the wind sector, a single direct-drive nacelle from Goldwind or Siemens Gamesa needs a couple of tonnes of NdFeB sintered into curved arc segments. And in any consumer electronics teardown, the speaker driver, the haptic vibration motor, and the camera autofocus actuator are all NdFeB.

Common Uses

  • Permanent-magnet rotors in EV traction motors (Tesla, BYD, Hyundai)
  • Direct-drive generators in offshore wind turbines (Goldwind, Siemens Gamesa)
  • Voice-coil actuators and spindle motors in 3.5" and 2.5" hard disk drives
  • Driver magnets in earbud speakers, haptic vibration motors, and lens autofocus
  • Magnetic couplings for sealed-shaft pumps in chemical and pharma processing
  • MRI gradient and shim assemblies in 1.5 T and 3 T clinical scanners
  • Industrial servo motors for robotic arms and CNC machine-tool spindles

Safety Information

Not classified for acute chemical toxicity (GHS). The hazards are mechanical and biological. Magnets above about 25 mm develop pinch forces that can crush fingers, shatter on impact (the material is brittle and chips at high speed), and slam into ferromagnetic tools across a benchtop without warning. Keep at least 30 cm from pacemakers, ICDs, and insulin pumps; small disk magnets swallowed by children cause bowel necrosis when two pieces attract through tissue and have killed multiple toddlers. Uncoated NdFeB oxidizes in humid air — commercial magnets are Ni-Cu-Ni triple-plated or epoxy-coated. Do not heat above 150 °C without checking the grade's working temperature limit; above 312 °C the Curie point is exceeded and magnetization is lost permanently. Wear cut-resistant gloves and safety glasses when handling stacks above 1 kg.

This safety summary is for educational reference only and may not be complete. It is not a substitute for Safety Data Sheets (SDS), medical advice, or professional chemical safety guidance. Always consult appropriate SDS and qualified professionals before handling chemicals. We deliberately do not publish occupational exposure limits or other regulatory thresholds: those values are revised over time and differ between jurisdictions, so the only correct source is the current SDS and the regulations that apply where you work.

Constituent Elements

Frequently Asked Questions

What is the molar mass of Nd2Fe14B?
Nd2Fe14B is 1081.125 g/mol: 2 Nd × 144.242 + 14 Fe × 55.845 + 1 B × 10.811. That's a notably large formula unit for a permanent-magnet phase, and it reflects the complex 68-atom tetragonal unit cell that gives the material its anisotropy. Worth flagging: commercial magnets are not pure Nd2Fe14B — they include 1-3% of a Nd-rich grain-boundary phase that controls coercivity, and most grades have Dy or Tb substitution at the Nd sites to push working temperatures from 80 to 200 °C.
Why is NdFeB so strong?
Three things multiply together. First, the Fe sublattice gives a saturation magnetization around 1.6 T — comparable to the best Fe-Co alloys. Second, the tetragonal Nd2Fe14B structure has a magnetocrystalline anisotropy field of about 7 T along the c-axis, meaning the spins want to point along c so strongly that reversing them takes enormous energy — that's where coercivity (around 1 T in finished magnets) comes from. Third, the Curie temperature is 312 °C, high enough for room-temperature applications. The product BHmax reaches 64 MGOe (512 kJ/m³) in N52 grade. No other commercial room-temperature material is within a factor of two.
Why do EV makers use NdFeB motors?
Permanent-magnet synchronous motors with NdFeB rotors deliver the highest torque density and peak efficiency (around 96-97%) of any motor topology that fits in an EV drivetrain — typically 3-5 kW/kg. A 1-2 kg of magnet enables a motor that would otherwise need an additional 10-20 kg of copper and laminated iron. The alternatives are induction motors (used by Tesla in some models, no rare earths but heavier and less efficient) or wound-field synchronous motors (BMW i4, Renault Zoe — copper rotor windings replace magnets but require slip rings). Most BEV makers stayed with NdFeB because the weight and efficiency penalty of going magnet-free is real.