The solid state batteries They have become the biggest talking point in the electric car world. Manufacturers, suppliers, and research centers agree that this technology will mark the next leap forward in range, safety, and charging times, but not everyone shares the same pace or the same expectations about when it will reach the average user.
In recent months, several movements of Chinese and Japanese brands and European groups They have drawn up a more realistic timeline: the second half of this decade will still be a transition phase, with demonstration models, short series and many tests in real conditions, while true popularization would be left for the next decade.
What makes solid-state batteries different
This change allows the use of a metallic lithium anodeThis is much more energy-dense than current graphite anodes. In practical terms, manufacturers are talking about densities that can double those of current commercial batteries: from the typical 200 Wh/kg today to figures around 400-500 Wh/kg, and even 600 Wh/kg in more ambitious developments.
The theory is simple to understand: with more energy in less space and weight, a car can travel similar or greater distances than a combustion engine vehicle without the need to mount huge battery packs, which improves both range and dynamic performance.
In addition to density, the solid electrolyte eliminates a large part of the flammable components present in today's cells. This significantly reduces the risk of thermal runaway and allows for the design of more compact and safer batteries, with less reliance on complex cooling systems.
On paper, the combination of higher density, more security and faster charging It paints an ideal picture: ranges of 1.000 kilometers, recharging in a matter of minutes and a long lifespan, with tens of thousands of cycles in some developments geared towards stationary applications.
However, the industry's key players themselves insist that the difficult part lies not only in making a cell work in the laboratory, but also in industrialize the process with reasonable costs, reliability and proper integration into the vehicle, something that still presents significant obstacles.
BYD: caution, high density and coexistence with the LFP
One of the manufacturers that generates the most headlines is BYD. The Chinese company claims that the development of its solid state batteries It has moved beyond the purely theoretical phase and has already entered a stage of "critical breakthrough", with laboratory results that are beginning to be consistent.
Despite this, the brand's chief scientist, Lian Yubo, sends a cautious message: large-scale marketing It remains limited by problems such as the stability of the solid-solid interface or the appearance of lithium dendrites, which can compromise the safety and lifespan of the cell if not properly controlled.
BYD's public roadmap moves forward with three major milestones. First, between 2026 and 2027, a validation phase in demonstration vehicles, primarily ultra-luxury models manufactured in very limited series, presumably under its high-end brand. Second, from 2027 onwards, small-batch production of batteries based on sulfide electrolyteswith high ionic conductivity but still very high costs. And, after 2030, the possibility of industrial scaling that will allow them to compete on price with liquid electrolyte batteries.
Meanwhile, BYD maintains a strong commitment to its Blade-type LFP batteriesThese technologies will remain in effect for at least the next two decades. The second generation of this technology is already aiming for homologated ranges of nearly 1.000 kilometers in the CLTC cycle, demonstrating that solid-state batteries will not suddenly replace current chemical batteries, but will coexist with them for a long time.
In terms of figures, the brand has set itself the goal of achieving energy densities of 400-500 Wh/kg In its most advanced solid-state developments, this would practically allow the range of many current electric vehicles to be doubled while maintaining the same weight or even reducing it slightly.
MG, SAIC and the first semi-solid batteries in Europe
While some manufacturers are betting directly on "pure" solid-state technology, others have opted for a intermediate approach with semi-solid batteriesThis is the case of the Chinese group SAIC Motor, parent company of MG, which has already announced the start of production of this type of cell.
MG, a British brand integrated into SAIC, has positioned itself at the forefront by announcing the start of the mass production of semi-solid batteriesThis makes it one of the first manufacturers to bring this solution to a model aimed at the general public. The chosen candidate is the compact MG4 Urban, a mass-market electric vehicle already on sale in Europe.
The group's forecast is that the MG4 Urban with semi-solid battery It is expected to arrive on the European market in late 2026 or early 2027, although initially it will likely be offered in limited configurations rather than an immediate mass rollout. SAIC has already positioned this model as the world's first mass-produced car equipped with this type of battery.
Behind this move lies a significant investment. SAIC has allocated more than 2.700 million yuan It invests in battery technology startups and is developing a solid-state battery manufacturing line in Shanghai. Its stated goal is to achieve widespread adoption in a relatively short time, leveraging its in-house supply chain to keep costs under control.
Even with these ambitions, cost remains the biggest obstacle. Producing a conventional battery today that allows for a range of around 500 kilometers costs around 20.000 yuan per unitWhile a solid-state or semi-solid-state version can triple that figure. Both SAIC and other suppliers acknowledge that there is still much room for improvement before talking about competitive pricing in the mainstream segment.
For European drivers, this means that the first appearances of the technology, whether in semi-solid or fully solid form, will be seen primarily in specific and better equipped versionsnot so much in the entry-level versions. In other words, the technological leap will arrive first at the higher end of the range.
Chery, CATL and the race for high density
Another name that has made steady progress is Chery. The Chinese group, which already has a presence in Europe through various brands and participates in industrial projects in Spain, has presented a solid-state battery prototype with an advertised density of up to 600 Wh / kg.
According to the information provided, this battery would allow ranges exceeding 1.500 kilometers On a single charge, these figures, while often based on highly optimistic homologation cycles like the Chinese CLTC, illustrate the technology's theoretical potential. Chery plans to debut this solution in an SUV from its premium brand Exeed (which could be known as the Exlantix in Europe), targeting international markets.
Meanwhile, battery giant CATL, a supplier to multiple global manufacturers, has confirmed its intention to begin the mass production of solid-state batteries around 2027. The company expects widespread use to arrive in the early 2030s, once production scales up and costs approach those of current cells.
Some developments associated with CATL mention prototypes with densities around 500 Wh / kg which could also be ready by 2027. If these plans materialize, many long-range electric vehicle projects would have a guaranteed supply of next-generation cells.
The combination of vehicle manufacturers such as Chery or MG And cell suppliers like CATL paint a picture of an ecosystem in which most of the initial momentum is concentrated in Asia, while Europe opts for a more gradual strategy based on technological alliances.
Toyota and Japan: a medium-term strategy
On the Japanese side, Toyota has maintained a cautious stance regarding pure electric vehicles for years, but has doubled down on its commitment to them. solid state batteries as a central piece of its product plan for the second half of the decade.
The company has been working on this architecture for some time and has set the launch window for its first production models with solid-state batteries between 2027 and 2028Initially, the focus would be on high-end models, where the battery cost has less relative weight in the final price of the vehicle.
The targets announced by Toyota aim to ranges exceeding 1.000 kilometers and very short charging times, close to ten minutes to recover a good portion of the capacity. If these values ​​are achieved under real-world conditions, the user experience would be very similar to that of a combustion engine car in terms of stops and trip planning.
Although for now the brand's main focus remains on Asian and North American markets, any advance of this magnitude would eventually filter down to Europe, either through direct imports or by adapting the technology to models specifically for the European market.
Europe is moving, but without grandiose promises
In Europe, the major automotive groups have preferred to maintain a somewhat lower profile in terms of headlines, but they have not been idle. Stellantis and Mercedes-Benz have signed collaboration agreements with specialized companies such as Factorial Energy and Prologium to co-develop solid state cells.
These alliances aim to secure access to the technology once it reaches an appropriate level of maturity, without having to shoulder all the risks of the research phase alone. In this way, European manufacturers seek to balance competitive pressure with a financially sustainable roadmap.
Volkswagen, for its part, is promoting its own projects through its subsidiary PowerCo, which is also responsible for future projects. gigafactories in EuropeHis work includes the development of solid-state batteries for specific applications, such as a Ducati motorcycle that would serve as an advanced test bench.
In Spain, the Sagunto (Valencia) plant is emerging as one of the pillars of this industrial strategy, although internally managed timelines suggest that commercial solid-state applications linked to this type of project will not arrive before the next decade.
Overall, the feeling is that Europe has chosen a path of evolution rather than immediate rupture: improve current batteries, experiment with solid-state technology in specific products, and in the meantime, rely on global suppliers to avoid falling behind Asia.
Realistic calendar: what the user can expect in the coming years
Beyond the promises, the key question is what impact all this will have on those considering buying an electric car in the coming years in Spain or the rest of Europe. The answer coming from the industry is, broadly speaking, a a call for patience.
Looking ahead to 2026 and 2027, it is likely that some will begin to appear in Europe specific models with semi-solid batteries or solid-state drives in very specific versions, such as the aforementioned MG4 Urban or SUVs from premium Asian brands. These will be vehicles aimed at customers willing to pay extra for cutting-edge technology.
BYD itself acknowledges that, in the first stage, electric vehicles with solid-state batteries will mostly be in price segments above 100.000 euros...at least until production costs decrease. Therefore, a sudden replacement of current models is not expected, but rather a prolonged coexistence of different chemical formulations.
For the average buyer, this means that the electric cars being purchased today won't become obsolete overnight due to the appearance of a "miracle battery." Improvements will continue to arrive, as is already happening with the new generations of high-range LFP batteries, but in a more gradual way. gradual and staggered.
In the medium term, the combination of solid state for high performance and other technologies (such as sodium batteries for more affordable vehicles or stationary storage applications) will allow us to cover different market niches, without all solutions depending on a single chemistry.
Overall, the picture that emerges is one of an intense but less immediate technological race than headlines often suggest: Solid-state batteries are making steady progressDriven by Asian manufacturers and supported by European projects, their massive impact on the vehicle fleet will still take years to be noticeable, so the transition to safer, more efficient and longer-range electric mobility will be built little by little, model by model and generation after generation.