Auto Giants is doubled into production deadlines

The race to revolutionize the science of electric vehicles (EV) is heating.

Often promoted as the “Holy Grail” of sustainable conduction, solid state batteries have long stuck between the theory and the promise of commercialization in the next five to 10 years.

A recent burst of ads of the main car manufacturers and producers of titular cells seems to have renewed optimism.

It is believed that solid state batteries offer a significantly greater energy density than conventional lithium -ion batteries, which feeds the expectations that they could allow the next generation of EVs.

The United Kingdom’s research firm, Rho Motion, has marked a catalyst for the rejuvenated impulse of the industry: the launch of the first semi -solid state based on Chinese Nio and IM Motors oxide in the second half of last year.

Since then, a long list of key players has doubled the deadlines for the commercial production of solid state batteries, with the production of expected mass before the end of the decade.

Some of the car giants who complain about pole position in this thrust include that of Germany Volkswagen and Mercedes-Benz GroupJeep and Chrysler Maker StellantisBYD AND JAPAN OF CHINA Nissan and Toyota.

“Many of the players who announce movement in space are pointing at 2027/28 for commercial production, in many cases initially for a semi -solid solid state instead of complete,” said Iola Hughes, Rho Motion research director, CNBC by email.

“Semi -solid batteries offer an improved energy and safety density on conventional lithium ion cells and are easier to manufacture, which makes them a practical bridge towards solid state technology,” said Hughes.

“However, they do not coincide with the full performance potential of the true solid state batteries in terms of energy density, compactness and long -term scalability,” he added.

Solid state batteries contain a solid electrolyte, made of materials such as ceramics, unlike conventional lithium ion batteries, which contain liquid electrolyte.

Proponents say that technology offers safer, cheaper and more powerful batteries for electric vehicles, while potentially provides faster load times. Solid state batteries can also allow Western producers to locate production, which moves away from Chinese dominant supply chains.

Meanwhile, critics have marked relatively high production costs, battery swelling during loading and degradation of the cell after extensive load.

Some car manufacturers have favored the development of semi -solid state batteries over the solid state. These cells use a hybrid design of solid electrolytes and liquid electrolytes.

Byd and Catl, which already have a large -scale cell manufacturing experience, have a better opportunity to deliver solid state batteries in commercial volumes compared to some of their rivals, said Hughes de Rho Motion.

Among Western automobile manufacturers, Hughes said BMW and Mercedes were probably among friends in the race to display technology.

“Not only are they investing strongly in R&D and prototype tests, but also diversifying their risk through multiple associations. Stellantis, for example, has been linked to factorial energy, which is working in semi-solid state cells, so its first offers will probably be hybrid technologies instead of true solid and states,” said Hughes.

For its part, Nissan has said that it is on its way to delivering solid state batteries by 2028.

“We continue working on it and continue with the plan. The question is whether the market will be ready for that and at which time it invests a lot in the implementation of this type of technology. This is what we are seeing very closely,” said the CEO of Nisaan, Ivan Espinosa, CNBC last month.

“You do not want to participate in excess with investments when the market is not ready to welcome the new volume that you might need to have a healthy business. Therefore, in terms of technology, we continue working, and we are on the way, but we probably need to have a very careful look at the right time to start massively implementing in this technology,” he added.

For some, the predominant exaggeration on the marketing of solid state batteries in the EVs has enchanted.

“The negative feeling has been exacerbated by Western leaders such as the quantum landscape backed by VW delaying their product offers and changing deadlines after persistent technological problems, so the industry feels more and more sisifo despite the fact that progress continues to perform” Connor Watts, analyst of battery raw materials in Fastakets, told CNBC by email.

Derived from Greek mythology, a so -called “sisifana” company refers to an endless and useless task.

In addition, Watts said that improvements in existing technologies have further weakened interest in the continuous search for solid state batteries.

Catl, for example, said in April that he had developed a battery of lithium ion phosphate (LFP) capable of adding 520 km (323 miles) driving range from only five minutes of load time.

The announcement of great success occurred only one month after ByD surprised the industry by presenting its own super fast load system.

It was seen that both advances cut to the nucleus of rank anxiety: the fear that an electric car battery is left without charge on the road and an important attached point that prevents consumers from changing to an EV ..

“The high cost of solid state batteries becomes more difficult to accept when titular technologies begin to see more and more similar specifications,” Watts said.

“If the promises of solid state batteries do not improve while the titular technologies are updated, the value proposal and the investment case are weakened significantly,” he added.