Solid battery for electric cars, the next Chinese revolution?

Considered by many to be the cornerstone of the electric car, the solid-state battery is much talked about for its efficiency. But despite numerous projects, it has not yet been commercialized. However, the situation could change next year thanks to the progress of Chinese manufacturers.

Solid-state batteries represent a sort of holy grail for the viability of electric vehicles. They indeed promise better autonomy, increased security, higher energy density and reduced charging times. While many manufacturers are working on this technology, Chinese companies seem poised to gain a head start on the global market.

The promises of solid-state batteries

Solid-state battery technology has attracted immense interest due to its many potential benefits. Solid-state batteries can store more energy per unit volume, allowing vehicles to have a greater range. For example, SAIC Motor’s upcoming IM L6 sedan is expected to achieve a range of 1,000 km according to China’s CLTC cycle. Additionally, unlike traditional lithium-ion batteries, solid-state batteries are less likely to overheat and cause fires, making them a safer option for users.

The other major advantage of solid-state batteries is their ability to withstand rapid charge cycles. The IM L6’s 130 kWh battery can be recharged at 400 kW using direct current (DC), which would significantly reduce the time needed for a full recharge. And although initial costs will be high, mass production should help reduce prices, making electric cars more accessible. In any case, this is the opinion of the SAIC group.

Marketing from next year?

SAIC Motor, a leading Chinese automobile group, announced at its conference on new energy technologies that it would be able to commercialize solid-state batteries as early as 2026. This announcement places the group far ahead of its global competitors such as Toyota, Nissan and Volkswagen, which plan to start production later (2028 for Nissan and 2030 for Toyota and BMW), even though Toyota is considered one of the most advanced manufacturers on the subject.

SAIC Motor plans to first introduce semi-solid-state batteries, which still use a certain amount of liquid electrolyte, before moving to all-solid-state batteries. The first semi-solid-state batteries will be integrated into hybrid and electric vehicles of the group’s brands, including MG, Baojun, Wuling, and others, as early as 2025. True solid-state batteries are expected to follow in 2026, which could mark a turning point for the electric car industry and accelerate their adoption (if the cost does not obviously explode).

According to certain internal sources, the future replacement for the current MG4 could be one of the first cars to integrate this technology, but the first model from the SAIC group to receive a solid battery will be the IM L6 sedan, intended to compete with the Tesla Model 3 and expected in China from October this year. Based on a 900 V architecture and a 130 kWh battery, it promises 1,000 km of autonomy according to the generous Chinese CLTC cycle. Priced at 40,000 euros on its domestic price, we wonder how SAIC intends to go about really lowering the cost of this technology.

Another Chinese competitor, Nio, offers a rental solution for its semi-solid battery. Since this costs around 40,000 euros and would explode the cost of acquiring an EV, the manufacturer offers a rental service for specific uses. The capacity of this 150 KWh battery being useless on a daily basis, a driver of an ET5 could for example go to a battery exchange station developed by the manufacturer, rent the semi-solid battery for the duration of a trip to long short for example then replace the battery for its basic 75 kWh.

Excessive optimism according to CATL

CATL, another Chinese battery giant, recently warned against excessive optimism surrounding solid-state batteries, highlighting the technological and economic challenges they pose.

The solid-state battery, often touted as the next revolution in the automotive industry for electric vehicles, is indeed considered impractical and dangerous by CATL, the world’s largest battery supplier. CEO Robin Zeng has expressed reservations about the commercial viability of solid-state batteries because of the use of pure lithium metal and pressurization issues, which limit their durability and pose safety risks. He estimates that this technology will not be ready for viable commercial production for at least a decade.

In the meantime, CATL is focusing on the development of sodium-ion batteries, seen as a more immediate and practical alternative. These batteries could double the range of current lithium-ion batteries without increasing costs, providing a more viable solution in the short term. Moreover, Stellantis has signed a strategic partnership with CATL, which would also make it possible to see these semi-solid batteries arrive before the end of the decade.