We have been hearing the industry buzz for years about solid state batteries. These promise more autonomy, faster charging and greater safety than the current liquid electrolyte ones. However, everything indicates that we still have a long way to go until we see them in commercial vehicles. And the president of CATL, Robin Zeng, has spoken in an interview with the Chinese magazine Caijing, suggesting that they are unviable before 2030, and that when they arrive, they will not be for the average buyer.
They are not ready. Zeng explained in the interview that, for the production of these batteries to make industrial sense, the industry needs to manufacture at least one million vehicles with them, and that volume does not seem to be achievable before 2030. In addition, the manager suggests that, if ready, they would first target the premium vehicle segment.
Technical problems. According to share At CarNewsChina, CATL’s solid-state technology is currently at level four on a nine-point technology maturity scale. That means it remains confined to laboratories and prototyping phases.
As the media reports, the main bottleneck is at the solid-solid interface, since to join the components, hot isostatic pressing is applied at 6,000 atmospheres of pressure. The problem is that materials with different densities misalign under that pressure, creating internal resistance and accelerating cell degradation.
Other chemicals. With solid batteries still in the lab, CATL continues to accelerate with conventional liquid electrolyte chemistry. In May, the company reached an installed capacity of 33.08 GWhup from 29.06 GWh in April, according to data from China EV DataTracker. The bulk of this volume is supported by lithium-ferrophosphate (LFP) batteries, which in May represented 23.12 GWh, while ternary lithium batteries added 9.96 GWh. For now, these batteries are what keep the industry going.
Cost, another barrier. In previous statements, the company recognized that solid-state sulfur cells cost three to five times more than conventional lithium-ion cells. The development of sulfur electrolyte technology alone requires a cumulative investment estimated at 10 billion yuan (about 1.27 billion euros).
There are alternatives that don’t wait. Although pure solid state is far away, some Chinese manufacturers are betting on intermediate architectures. From CarNewsChina stands out the alternative from Dongfeng Motor, which plans to integrate into production during the second half of 2026 an oxide-polymer composition battery with an energy density of 350 Wh/kg and ranges of more than 1,000 kilometers.
This hybrid approach reduces the total weight of the battery pack by 30% compared to conventional liquid solutions and improves cold performance by more than 10%, according to the company’s testing at -30 ° C in Mohe, where prototypes maintained more than 74% of their nominal capacity.
The aerospace sector already uses them. Outside of the automobile, technology advances faster in niches where cost is not a limiting factor. And just as share CarNewsChina drone manufacturer Ehang completed an unmanned flight across the Qiongzhou Strait using a 480 Wh/kg solid-state lithium-metal battery manufactured by Shenzhen Neox.
The Chinese industry does not act alone. In parallel, since January 2024 there has been the China All-Solid-State Battery Collaborative Innovation Platform (CASIP), an alliance promoted by the Chinese government which brings together battery manufacturers such as CATL, BYD, CALB, Gotion or SVOLT, along with both state and private car manufacturers. The stated goal is to develop and produce competitive solid batteries with an established supply chain before 2030.
According to counted Nikkei at the time, the State also participates with public funds, which makes clear Beijing’s desire not to lose leadership in this sector.
Cover image | Andrew Roberts
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