GAC GROUP

China has completed its first large-capacity all-solid-state battery production line, according to Chinese state media. The facility, built by GAC Group, is currently producing 60 Ah+ vehicle-grade cells on a small-batch test basis. These cells are projected to allow electric vehicles with current 500 km ranges to exceed 1,000 km once integrated. Mass production is planned for 2027-2030.

The term “60 Ah+” refers to the capacity of each battery cell in ampere-hours (Ah). A 60 Ah cell can theoretically supply 60 amperes for 1 hour before discharging completely. Higher Ah per cell generally means more energy

storage, which can translate into a longer driving range when multiple cells are assembled into a battery pack.

All-solid-state batteries use solid electrolytes instead of liquid ones, which improves thermal stability and safety. GAC’s production line reportedly achieves an areal capacity of up to 7.7 mAh/cm², compared with less than five mAh/cm² in traditional “wet” lithium-ion manufacturing.

GAC’s research director, Qi Hongzhong, said the energy density of the new solid-state cells is nearly double that of conventional batteries. Vehicles currently capable of 500 km (~310 miles) on a single charge could potentially reach more than 1,000 km (~620 miles) with these cells.

The company is using a “dry” anode production process that combines slurry mixing, coating, and rolling into a single step. This technique reportedly improves manufacturing efficiency and reduces energy consumption. The solid electrolyte can tolerate higher temperatures than liquid electrolytes, reportedly withstanding 300–400 °C compared with approximately 200 °C for conventional batteries.

Small-batch vehicle integration tests are planned for 2026, with a gradual ramp-up to mass production between 2027 and 2030. While the milestone represents a significant technical achievement, commercialisation will depend on investment, reliable supply of solid electrolyte materials, and validation of long-term performance and safety in vehicles.

CarNewsChina.com

China’s first large‑capacity (60 Ah+ class) all-solid-sta...

Chinese state media reports GAC has completed China’s first 60 Ah+ all-solid-state battery line with mass production by 2030.

SAIC Motor

SAIC Motor said its partner Qingtao Power’s all-solid-state battery production line in Anting has achieved full-line commissioning, and the firm expects sample cells to roll off the line by the end of this year, with prototype vehicles to undergo testing next year and commercial mass-delivery scheduled for 2027, as reported by IT-home.

SAIC has previously described technical targets for the new solid-state chemistry: a gravimetric energy density above 400 Wh/kg, a volumetric energy density above 820 Wh/L, and single-cell capacities greater than 75 Ah. Those figures were disclosed in earlier corporate communications and press briefings and have been repeated in trade outlets and SAIC’s technology summaries.

The company also provided safety performance data for the chemistry, reporting that cells passed nail-penetration tests and sustained exposure in a 200°C thermal chamber without catching fire or exploding, and that low-temperature capacity retention exceeds 90 per cent. SAIC’s published materials present these results as laboratory and validation data linked to its stated development roadmap.

SAIC’s engagement with solid-state development dates back several years and includes collaborative investment with Qingtao Energy; reporting indicates SAIC has invested in the partner and that a joint laboratory was formed to accelerate development. Industry outlets cite those earlier steps as part of a multi-year program to scale the technology from laboratory samples to vehicle use.

Analysts warn that sample-line commissioning and controlled safety tests are milestones but not proof of long-term manufacturability, cost efficiency or field reliability. Commercial success will depend on repeatable mass-production yields, supply-chain readiness and real-world durability data gathered through fleet testing. No pricing or commercialization terms were announced in the interaction; currency conversions are not applicable.

By comparison, SAIC is not alone in pursuing the commercialization of all-solid-state batteries

. GAC Group recently built China’s first large-capacity (60 Ah+) solid-state battery production line, with small-batch cells already rolling and mass production pencilled in for 2027-2030. Chery – another Chinese automaker – has unveiled a 600 Wh/kg solid-state battery module and is targeting pilot-vehicle use in 2026 and a broader rollout in 2027. Meanwhile, battery maker Sunwoda (backed by Li Auto) is developing a 400 Wh/kg cell with a 1,000 km projected range and 1,200-cycle lifespan. On the other hand, CATL has pushed back on some of the more ambitious rumours, saying mass-scale solid-state production is not expected until around 2030, despite continued R&D investment.

CarNewsChina.com

SAIC Motor to begin mass delivery of solid-state batterie...

SAIC says its Anting solid-state battery line will produce samples this year, with prototype vehicle testing in 2026 and mass delivery in 2027.

MG4 Anxin Edition, first mass-produced car with a semi-solid-state battery, debuts at Guangzhou Auto Show

SAIC’s MG brand will introduce the MG4 Anxin Edition at the Guangzhou Auto Show on November 21, positioning it as one of the first mass-production passenger cars equipped with a semi-solid-state battery. The model utilises a manganese-based lithium-ion battery pack jointly developed by SAIC and QingTao Energy, which is rated for 530 kilometres on the CLTC cycle. The current MG4 range is priced from 68,800 to 102,800 yuan (9,690 to 14,490 USD).

The MG4 Anxin Edition has not yet been unveiled in its final production form, but regulatory filings suggest that its exterior design aligns with the existing MG4 lineup. The car retains the wide-body hatchback profile, the Cyberster-inspired front fascia, and the illuminated MG badge.

Dimensions remain unchanged at 4,395 mm in length, 1,842 mm in width, and 1,551 mm in height, with a wheelbase of 2,750 mm. The rear continues to feature a full-width light bar with arrow-style position lights.

The battery capacity remains at 53.95 kWh, identical to the 530-km LFP variant. However, the semi-solid-state pack increases the curb weight to 1,500 kg, approximately 15 kilograms more than the standard model. The single front motor provides 120 kW and 250 Nm, with a claimed 0–50 km/h acceleration time of 3 seconds. MG reports October MG4 sales of 11,480 units, with the Anxin Edition set to join the lineup as an additional option once production commences.

Interior features a 15.6-inch central touchscreen, column-mounted shifter, and 50W wireless charging pad.

Semi-solid-state batteries combine solid and liquid electrolyte components, with solid materials typically accounting for more than 90 per cent of the total electrolyte structure. This configuration enables higher energy density and improved thermal stability compared to conventional liquid-electrolyte lithium-ion cells, while remaining compatible with existing production lines.

As China moves toward standardising technical nomenclature in this field, regulators are preparing to rename semi-solid-state batteries as “solid-liquid batteries” to distinguish them from fully solid-state systems currently under development.

CarNewsChina.com

MG4 Anxin Edition, first mass-produced car with a semi-so...

MG will unveil the MG4 Anxin Edition with a 530-km semi-solid-state battery, marking the first mass-production applications.

In occasione del battage pubblicitario di DONUT LAB per un'avvio di produzione a metà 2026 di batterie a stato solido, ecco un articolo di un ottimo sito specialistico.

https://www.batterytechonline.com/design-manufacturing/can-donut-lab-deliver-production-ready-solid-state-batteries-for-verge-motorcycles-in-q1-2026

Indubbiamente ci stiamo avvicinando, e da qualche anno si stanno cristallizzando le date di commercializzazione di massa delle batterie a stato solido, al contrario delle continue spinte in avanti degli ultimi anni. Incognita anche per qualche anno sono i costi e se il debutto sarà solo su auto costose o se , come ha detto tempo fa TOYOTA, sulle batterie per le Hybrid.

Un efficace riassunto delle date dei vari player

Here are other solid-state battery developers’ scheduling goals:

• Samsung SDI reiterates mass production of all‑solid‑state batteries in 2027, following its S‑Line pilot operations and sample deliveries to automakers; its roadmap highlights a 900 Wh/L anode‑less architecture.

• Toyota, in collaboration with Idemitsu Kosan, targets initial commercialization between 2027 and 2028 while building solid electrolyte manufacturing capacity. 

• Nissan began operating an all‑solid‑state pilot line in Yokohama in January 2025 and is aiming to launch EVs equipped with in‑house ASSB cells in fiscal year 2028, which runs April 1, 2028 to March 31, 2029.

• ProLogium outlines B‑sample readiness by the end of 2027 and start of production in 2028, linked to its Dunkirk gigafactory plan and Taiwanese capacity ramp. 

• QuantumScape will inaugurate its highly automated Eagle Line pilot facility in February 2026—future‑dated relative to today—with the line intended to support QSE‑5 demand and lay groundwork for gigawatt‑hour‑scale production via partners.

• Solid Power’s sulfide‑electrolyte program is advancing alongside BMW and Samsung SDI, with vehicle‑level demonstrations ongoing; BMW executives have repeatedly suggested consumer‑model mass production closer to 2030. 

• CATL articulates semi‑solid deployments earlier and small‑batch all‑solid‑state beginning in 2027, with broader mass production targeted around 2030. 

• BYD indicates first EVs with all‑solid‑state batteries around 2027, scaling toward mass production closer to 2030. 

• Hyundai and Kia signal commercialization no earlier than 2030, reflecting the difficulty of scaling ASSB chemistry to automotive volumes and costs. 

• Panasonic, meanwhile, targets all‑solid‑state batteries for drones and factory robots by 2029, which sits outside immediate passenger EV traction timelines.

Taken together, the competitive field points to pilots and first commercialization from 2027–2028, with mass production in mainstream automotive applications largely clustered around 2030. That places unusual scrutiny on Donut Lab’s promise to have Verge motorcycles “on the road in Q1 2026,” a claim that will be directly verifiable by March 31, 2026.

Modificato Lunedì alle 17:573 gg. fa da Maxwell61

quindi pare avremmo subito le solide e si salterà la fase intermedia semisolida?

SIcuramente le prime generazioni saranno da valutare nella resa/tempo d'impegno, quindi le vedo più in ottica futura (diciamo post 2035?).

Poi non ho capito se soffrano il freddo come le NMC/LFP liquide.

Leggevo da qualche parte il motivo per cui le batterie allo stato solido stanno impiegando più tempo del previsto ad entrare in produzione su larga scala.

In pratica l'elettrolita solido porta tutta una serie di vantaggi, ma essendo solido ha lo svantaggio di potersi rompere, cosa che potrebbe avvenire facilmente nelle auto sottoposte a molte vibrazioni.

Il problema è quindi passare dai prototipi da laboratorio già perfettamente funzionanti alla produzione su larga scala con tutte le caratteristiche di resistenza necessarie per l'adozione sulle auto.

Paradossalmente le batterie allo stato solido sarebbero più adatte a contesti statici, come gli accumuli, dove però la densità non è un problema e quello che è più importante è tenere bassi i prezzi, cosa che al momento le batterie a stato solido non offrono.

Le batterie solide quindi in teoria avranno meno bisogno di "pack protettivi" oppure no?

9 ore fa, nicogiraldi scrive:

quindi pare avremmo subito le solide e si salterà la fase intermedia semisolida?

SIcuramente le prime generazioni saranno da valutare nella resa/tempo d'impegno, quindi le vedo più in ottica futura (diciamo post 2035?).

Poi non ho capito se soffrano il freddo come le NMC/LFP liquide.

Le stato solido hanno prestazioni spettacolari, praticamente dalla siberia al deserto non gli fa niente. Tieni presente che qualsiasi limitazione o guaio delle batterie viene dall'elettrolita.

La road map sembra chiara nel poter contare al 2030 la diffusione di massa, ma è da capire su quali fasce di prezzo.

Come dice @xtom il problema non del tutto risolto per affidabilità e costi è nell'elettrolita solido, che poi è molto l'essenziale. Probabilmente chi arriva prima ha trovato la quadra anche economica, ma i costi devono essere contenuti.

I cinesi sono stati abbastanza silenziosi a riguardo, mentre alcuni roboanti annunci come QUantumscape e sospetto anche di questi norvegesi di Donut Lab, sebbene sempre possibili, sono poco credibili, non fosse altro perchè i cinesi sono piu avanti di tutto, eppure...

Quindi direi 2030 SS molto probabile almeno da segmento D. Insieme a batterie al sodio e LFP molto economiche.

E 2030 per l'assestamento dell' invasione cinese e loro reti assistenza

E 2030 per completamento circuiti di ricarica e confidenza degli acquirenti.

I per i 5 anni seguenti fino al 2035, impennate di vendite EV di massa.

E un pò di industrie EU morte.

Modificato Martedì alle 20:532 gg. fa da Maxwell61

5 minuti fa, Maxwell61 scrive:

E un pò di industrie EU morte.

In questo articolo si parla di nuove soluzioni per batterie allo stato solido

InsideEVs Italia

Scoperto come risolvere due ostacoli delle batterie allo...

Scoperto come risolvere due ostacoli delle batterie allo stato solido. Dalla Svizzera, un accumulatore con elettrolita innovativo che prodotto a bassa temperatura e resistente a 1.500 cicli

Peccato che la capacità residua del 75% dopo soli 1500 cicli sia un po’ poco

Solid-state battery breakthrough: fabrication pressure reduced from over 100 MPa to 5 MPa by Chinese team

Researchers at the University of Science and Technology of China have reported a breakthrough that addresses a central obstacle to the practical deployment of all-solid-state lithium batteries: their reliance on extremely high external pressure during operation. The findings, published on January 8, 2026, in Nature Communications, describe a new solid electrolyte that enables stable battery cycling at substantially lower pressure than previously reported.

All-solid-state lithium batteries are widely studied for their potential to combine higher energy density with improved safety compared with conventional liquid lithium-ion batteries. However, because both the electrolyte and electrodes are solid, prior research has shown that maintaining adequate solid-solid interfacial contact typically requires external pressures of tens to hundreds of megapascals. Such pressure levels are difficult to achieve in practical battery systems, which has limited the technology largely to laboratory environments.

The research team, led by Professor Ma Cheng, developed a new inorganic solid electrolyte composed of lithium, zirconium, aluminum, chlorine, and oxygen, chemically described as 1.4Li2O-0.75ZrCl4-0.25AlCl3. Compared with mainstream inorganic solid electrolytes, including sulfide-based materials, the new electrolyte exhibits substantially lower mechanical stiffness. Its Young’s modulus is reported to be less than 25 percent of comparable materials, while its hardness is below 10 percent, allowing it to deform more readily under applied pressure.

Despite this mechanical compliance, the electrolyte remains in an inorganic powder form rather than behaving as a gel. This allows compatibility with industrial processes such as roll-to-roll manufacturing and high-pressure calendaring, avoiding excessive material flow during processing. Using a dry-fabrication method suitable for scaled production, the research team assembled small pouch-type all-solid-state battery cells incorporating ultra-high-nickel ternary cathodes and lithium-metal anodes.

Electrochemical testing showed that the electrolyte delivers ionic conductivity above 2 millisiemens per centimeter at room temperature, exceeding the level generally regarded as necessary for practical battery operation. These combined properties enabled all-solid-state batteries to cycle stably under an external pressure of 5 megapascals, representing a significant reduction from previously reported pressure requirements, while maintaining stable performance over several hundred charge-discharge cycles.

The study also addressed material cost. Unlike sulfide solid electrolytes that rely on high-purity lithium sulfide, the new electrolyte uses zirconium tetrachloride as a core raw material. The researchers estimate the material cost at approximately 43.70 USD per liter, which is below 5 percent of the cost of mainstream sulfide solid electrolytes.

According to peer review comments cited by the authors, the reported breakthrough is expected to make an important contribution to all-solid-state battery research and may help bridge laboratory-scale development and large-scale practical application.

(CNC)