In Paris, France, the effort to commercialize solid-state batteries for electric vehicles (EVs) is progressing, yet industry analysts suggest that major automakers might soon explore other transformative technologies. Solid-state batteries, comprising a solid electrolyte made from materials like ceramics, differ from conventional lithium-ion batteries, which utilize a liquid electrolyte. This advanced technology theoretically offers greater energy density, enhanced safety, reduced costs, more power, and quicker charging times compared to lithium-ion batteries.
Automakers have invested substantially in solid-state battery research and collaborated with developers to prepare their own versions for mass production. Toyota, for instance, has announced plans to bring solid-state batteries to mass production between 2027 and 2028, citing a breakthrough in durability that is expected to enable a range of 1,000 kilometers (621 miles) and a charging time of just 10 minutes. Similarly, Nissan has expressed intentions to launch solid-state batteries for EVs by early 2029. Meanwhile, Mercedes-Benz Group and U.S. battery startup Factorial have teamed up with the aim of developing a solid-state battery ready for production by the end of the decade. Factorial has also established joint development agreements with automakers such as Stellantis, Hyundai, and Kia.
According to the Environmental Defense Fund, the average range for EVs in the U.S. is nearly 300 miles (approximately 483 kilometers) on a single charge, and charging times can vary from 20 minutes to several hours, depending on the vehicle and charging point. Max Reid, an analyst at Wood Mackenzie, commented that solid-state batteries are at the beginning of a lengthy journey toward commercialization. While current results appear promising, with benefits such as enhanced safety and higher energy density, along with rapid charging speeds, there remains skepticism among analysts regarding the timeline for market availability.
Despite the anticipation surrounding solid-state batteries, there are challenges, such as battery swelling during charging and subsequent cell degradation after extensive use. Julia Poliscanova, senior director for vehicles and e-mobility supply chains at Transport & Environment, noted challenges in bridging the gap between pilot phases and commercialization, citing consistent feedback from automotive executives about being five to seven years away from implementation.
An alternative, semi-solid-state batteries, is being considered as a potential bridge between the existing and forthcoming technologies. These batteries utilize a hybrid design consisting of both solid and liquid electrolytes. In China, semi-solid batteries have already seen considerable commercialization. Analysts like Reid suggest these may represent a compromise technology, offering a viable transitional solution for the current decade’s needs, particularly amidst slower EV demand in the West.
The semi-solid-state battery sector is dominated by Chinese companies such as CATL, WeLion, Qingtao Energy, and Ganfeng Lithium. For instance, Chinese EV manufacturer Nio has introduced 150-kilowatt-hour semi-solid-state batteries, achieving a range of up to 1,000 kilometers. Ganfeng LiEnergy, a subsidiary of Ganfeng Lithium, is producing semi-solid-state batteries with a range of 530 kilometers for EVs.
Poliscanova observed progress on semi-solid-state batteries in China, emphasizing the focus on cost-effective innovations, which seems sufficient for the requirements of the vehicle sector. However, Michael Widmer, head of metals research at Bank of America global research, remains unconvinced about a swift transition to semi-solid-state batteries or the widespread adoption of solid-state batteries in the near future. He asserted that lithium-based batteries remain prevalent in the EV sector and are likely to retain this position for the next five to ten years.
