Solid-state batteries have become the hottest topic 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 they don't all share the same pace or expectations regarding when it will reach the average user.
In recent months, several moves by Chinese, Japanese and European groups have outlined 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 anode , which 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 vehicle without needing to mount huge battery packs, improving both range and dynamic behavior.
In addition to its higher density, the solid electrolyte eliminates many of the flammable components found 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, greater safety, and faster charging 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 insist that the difficult part lies not only in making a cell work in the laboratory, but in industrializing 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 generating the most headlines is BYD. The Chinese company claims that the development of its solid-state batteries has moved beyond the purely theoretical phase and has entered a "critical breakthrough" stage, with laboratory results beginning to show consistency.
Nevertheless, the brand's chief scientist, Lian Yubo, issues a cautious message: large-scale commercialization remains limited by issues 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 revolves around three major milestones. First, between 2026 and 2027, a validation phase in demonstration vehicles , primarily ultra-luxury models produced in very limited series, presumably under its high-end brand. Second, starting in 2027, small-batch production of batteries based on sulfur electrolytes , with high ionic conductivity but still very high costs. And, after 2030, the possibility of industrial scaling that would allow them to compete on price with liquid electrolyte batteries.
Meanwhile, BYD remains firmly committed to its Blade-type LFP batteries , which will remain relevant for at least the next two decades. The second generation of this technology is already achieving certified ranges of nearly 1.000 kilometers on the CLTC cycle, demonstrating that solid-state batteries will not abruptly replace current chemistries, 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, which in practice would allow doubling the range of many current electric vehicles 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 batteries, others have opted for an intermediate approach with semi-solid-state batteries . This is the case with the Chinese group SAIC Motor, parent company of MG, which has already announced the start of production of this type of cell.
MG, the British brand owned by SAIC, has taken the lead by announcing the start of mass production of semi-solid-state batteries , becoming one of the first manufacturers to bring this solution to a mass-market model. The chosen vehicle is the compact MG4 Urban, a mass-market electric car already on sale in Europe.
The group anticipates that the MG4 Urban with a semi-solid-state battery will arrive on the European market in late 2026 or early 2027, although initially it will likely be limited to 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 over 2.700 billion yuan to 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 that provides a range of around 500 kilometers costs approximately 20.000 yuan per unit today , while a solid-state or semi-solid-state version can cost three times that amount. Both SAIC and other suppliers acknowledge that there is still significant room for improvement before competitive pricing can be achieved in the mainstream market.
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, better-equipped versions , rather than in entry-level models. In other words, the technological leap will arrive first at the top 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 prototype solid-state battery with an advertised energy density of up to 600 Wh/kg.
According to the information provided, this battery would allow for a range of over 1.500 kilometers on a single charge, figures which, although usually based on very optimistic homologation cycles such as the Chinese CLTC, illustrate the theoretical potential of the technology. Chery plans to debut this solution in an SUV from its premium brand Exeed (which could be known as Exlantix in Europe), with its sights set on international markets.
Meanwhile, battery giant CATL, a supplier to multiple global manufacturers, has confirmed its intention to begin mass production of solid-state batteries around 2027. The company anticipates widespread use will 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 that 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 like Chery or MG and cell suppliers like CATL paints 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 discourse regarding pure electric vehicles for years, but has doubled down on 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 2028. Initially, it will focus on high-end models, where battery cost has less relative weight in the final vehicle price.
The targets announced by Toyota point to ranges exceeding 1.000 kilometers and very short charging times, close to ten minutes to recover a significant portion of the battery capacity. If these figures are achieved under real-world conditions, the driving experience would closely resemble 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, major automotive groups have preferred to maintain a somewhat lower profile in terms of headlines, but they haven't been idle. Stellantis and Mercedes-Benz have signed collaboration agreements with specialized companies such as Factorial Energy and Prologium to co-develop solid-state fuel cells.
These alliances aim to secure access to the technology once it reaches a suitable 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 driving its own projects through its subsidiary PowerCo, which is also responsible for the future gigafactories in Europe . Among its projects is the development of solid-state batteries for specific applications, such as a Ducati motorcycle that would serve as an advanced testbed.
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 opted for a path of evolution rather than immediate disruption : improving current batteries, experimenting with solid-state technology in specific products, and, in the meantime, relying 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 call for patience.
Looking ahead to 2026 and 2027, we are likely to see a few select models in Europe with semi-solid or solid-state batteries 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, initially, electric vehicles with solid-state batteries will mostly be in price segments above €100.000 , at least until production costs decrease. Therefore, a sudden replacement of current models is not expected; instead, a prolonged coexistence of different battery chemistries is anticipated.
For the average buyer, this means that the electric cars being purchased today won't become obsolete overnight due to the arrival of a "miracle battery." Improvements will continue to come, as is already happening with the new generations of high-range LFP batteries, but gradually and in stages.
In the medium term, the combination of high-performance solid-state batteries 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 advancing steadily , driven by Asian manufacturers and supported by European projects, but their massive impact on the vehicle fleet will still take years to be noticeable, so the transition to safer, more efficient electric mobility with greater range will be built little by little, model by model and generation after generation.