The global race to build better batteries for electric cars has a new target. Contemporary Amperex Technology Co. Limited, known as CATL, announced a major change in its long-term research plans. The Chinese battery manufacturer is now focusing on lithium-air technology with a theoretical maximum energy density that matches the energy density of gasoline.

The announcement came from Wu Kai, the Chief Scientist at CATL, during the 2026 Powering the Nation Forum. Wu, who is also a member of the Chinese Academy of Engineering, shared the company’s strategy publicly for the first time, indicating where the giant battery manufacturer believes the next phase of global market competition will happen.

Source: Argonne National Laboratory

Standard lithium-ion batteries in electric cars use heavy metal compounds. These compounds usually contain nickel, cobalt, and manganese to hold the lithium ions. Lithium-air designs remove these heavy materials. Instead, they use a lithium metal anode and take oxygen directly from the surrounding air to act as the cathode reactant. Because they draw in oxygen from the environment, researchers call them “breathable batteries.” This setup lowers both the total weight and the internal complexity of the battery cells.

The math behind the technology explains why battery manufacturers are interested. The theoretical energy density limit for lithium-air systems is 12,000 Wh/kg. Gasoline sits at roughly 13,000 Wh/kg, and modern laboratory battery prototypes have reached more than 1,200 Wh/kg. That last number is four times higher than the 250 to 270 Wh/kg capacity found in mainstream electric cars today. It also more than doubles the 500 Wh/kg target expected from upcoming solid-state batteries.

If manufacturing companies can successfully mass-produce these components, the standard driving range of electric cars will change significantly. Vehicles with driving ranges of more than 994 miles on a single charge could become normal. This would effectively solve the driving distance concerns that keep many buyers away from EVs.

Source: Daegu Gyeongbuk Institute of Science and Technology

Scientists first thought of the lithium-air concept in the 1970s, but engineering problems stopped companies from using the tech in real vehicles for decades. The components are highly sensitive to moisture and carbon dioxide in the air. Early prototypes also suffered from poor catalyst stability and short lifespans. But a lot of progress has been made, and the latest academic projects have started to solve these issues.

A joint project by the University of Illinois Chicago, Argonne National Laboratory, and California State University, Northridge, showed an operational lithium-air battery in 2024. That prototype managed more than 700 cycles in an environment that mimicked natural air. By 2025, Argonne National Laboratory paired up with the Illinois Institute of Technology to build a new prototype. This unit achieved the 1,200 Wh/kg energy density level and lasted for 1,000 charging cycles at standard room temperature. Experts do not expect this specific design to be ready for real vehicles until after 2030.

CATL has a history of turning alternative chemical concepts into actual products. The firm presented a sodium-ion battery design in 2020, and now those batteries are already in mass production, with automakers installing them into several new vehicle models. These models include the GAC Aion UT and the Changan Oshan 520. Other automotive brands like Geely, Chery, and FAW are also using these sodium-ion packs to lower prices on smaller electric cars.

Source: Daegu Gyeongbuk Institute of Science and Technology

The new lithium-air announcement shows how the company plans to split its timeline into three distinct parts. The short-term plan is to meet current market requirements using existing, mature battery designs. In the mid-term, CATL will improve the driving experience for premium EVs by rolling out solid-state packs. The long-term is all about maximizing energy storage capabilities by commercializing lithium-air technology.

The business scales are tipped in favor of the Chinese manufacturer as it begins this long-term research. CATL holds the largest market share in the world for both power batteries and stationary energy storage systems. In the automotive sector, the firm secured a 47.0% market share in April 2026. On the energy storage side, the company sold 121 GWh of storage batteries over the course of 2025. This volume gave them a 30.4% global market share, keeping them in the number one position globally for five years in a row.

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• Silicon anodes are now entering production to improve electric vehicle charging speeds.
• They’re still blended with graphite as startups work to develop 100% silicon anodes.
• This unique battery allows the Mercedes-AMG GT to charge from 10-80% in just 11 minutes.    

Electric vehicle batteries live a tough life. Temperature swings, punishment from bad roads, repeated hard acceleration, and fast-charging cycles can push the cells to their absolute limits. The combined effect of these forces can generate enormous amounts of heat. Managing that heat is the difference between a battery that works and a disaster waiting to happen.

Thankfully, recent innovations in battery technology have given automakers access to cells capable of handling the extremities of high-performance EVs. The new Mercedes-AMG GT 4-Door Coupe sheds light on several such innovations. 

In its latest generation, the super sedan has ditched its V8 engine for an all-electric powertrain. 

Its polarizing design and headline numbers like 1,153 horsepower and 600 kilowatts of peak charging power turned eyeballs at its launch last week. But beneath the spectacle, some major battery details seem to have slipped under the radar. Two stand out: the silicon anode and an overengineered cooling loop.

Photo by: Mercedes-AMG

But first, let’s start with the basics. The AMG GT’s 106 kilowatt hours of usable battery capacity delivers up to 700 kilometers (434 miles) of range on the European WLTP cycle, translating to well over 300 miles of comparable range on the tougher U.S. EPA cycle. When the car reaches U.S. shores later this year, it will be the fastest-charging EV in America, with a claimed 10-80% time of just 11 seconds. 

The silicon anode is what makes that charging performance possible. Think of the anode as the part of the cell responsible for how much energy the battery can store and how quickly it can charge.

Traditionally, battery makers have relied on graphite anodes for their stability and energy density. But with China maintaining a chokehold on graphite supply chains—and with environmental concerns about graphite mining—automakers are now integrating silicon-graphite anodes as an interim solution. The end goal is to phase out graphite entirely, replacing it with either 100% silicon or synthetic graphite alternatives.

Photo by: Mercedes-AMG

Mercedes-AMG isn’t alone here. Several other companies are working on silicon anodes, including General Motors and startups like Group14 and Sila. It’s worth noting, though, that silicon anodes are a niche technology. They’re commercially available in limited quantities, but not yet cost-competitive and scalable enough to challenge traditional graphite anodes at volume.

On the AMG GT, the silicon-containing anode reaches a cell-level energy density of 298 watt hours per kilogram, which is at the high end of today’s commercially available automotive-grade lithium-ion cells. The cathode, on the other hand, contains nickel, cobalt, manganese, and aluminum (NCMA), which automakers have historically associated with longer range and better energy density. 

This combination, according to Mercedes-AMG, allows the AMG GT to charge at 600 kW, recoup nearly 250 miles of EPA range in just 10 minutes of charging, and deliver a consistently high discharge rate enabling that 1,000+ horsepower. 

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Source: Mercedes-AMG

To manage such high performance, Mercedes-AMG used various cooling systems and a new cell design. The automaker is using slim and tall cylindrical cells measuring 4.1 inches high and 1 inch in diameter. This smaller diameter, Mercedes said, reduces the distance from the cell core to the surface, allowing faster and more efficient heat dissipation. 

The cells themselves are encased in laser-welded aluminum, allowing them to cool down or warm up faster. Coolant flows evenly around each of the 2,660 individual cells to dissipate heat, the company says. Mercedes also incorporated what it calls “on-demand cooling” to keep temperatures even for each battery module. If one part of the battery gets hotter, the system can cool it down precisely, rather than increasing coolant flow to the entire pack and potentially wasting energy or over-cooling other areas. 

At the heart of all this is a coolant pump module, an oil-water heat exchanger, and a central coolant hub. The pump pushes the coolant across the pack, while the heat exchanger removes heat. The coolant hub further streamlines the coolant into one compact housing. It helps the AMG GT with targeted cooling of components. For example, if the battery pack is operating at ideal temperatures, the system can redirect the coolant towards components that need more cooling, like the electric drive units.  

Combined, Mercedes-AMG said the systems can remove about 20 kilowatts of heat, significantly more than the 5-8 kW of cooling capacity in a typical EV battery’s thermal management system. 

On paper, it all sounds remarkable. But the real test will come once the AMG GT hits the road and the years after that, when we find out whether this battery can hold up with minimal degradation and sustained performance over time. The bigger hope, though, is that this technology eventually finds its way into mass-market models. Blistering charging speeds shouldn’t be a privilege reserved for six-figure EVs.

Contact the author: suvrat.kothari@insideevs.com

AS PART of a seismic shift in its business direction, Ford Motor Company is expanding beyond vehicles and into large-scale energy infrastructure, launching a new battery storage business aimed at utilities, data centres, and industrial customers across the United States.

The newly formed Ford Energy business will operate as a wholly owned subsidiary, leveraging the automaker’s manufacturing footprint and battery expertise to supply grid-scale battery energy storage systems (BESS) from late 2027.

The move marks a significant diversification strategy for Ford, as it seeks to monetise underutilised electric vehicle battery manufacturing capacity while tapping into rapidly growing demand for energy storage.

Ford plans to invest approximately $US2 billion ($A2.8b) over the next two years to scale the business, with annual production capacity targeting at least 20GWh.

Rather than building passenger vehicles, Ford Energy’s flagship product will be a standardised 20-foot containerised battery storage system known as the Ford Energy DC Block.

Designed around 512Ah lithium iron phosphate (LFP) prismatic battery cells, the product will be offered in two variants – FE-250, a two-hour storage system, and FE-450, a four-hour storage system.

Ford says the systems are engineered for long-term durability, thermal stability, and simplified servicing, with a targeted operational lifespan of 20 years.

The company plans to manufacture battery cells, electrode components, modules and complete containerised systems in-house.

Production will be centred at Ford’s battery manufacturing site in Glendale, Kentucky, originally developed to support EV production.

Ford will repurpose the facility to serve the fast-growing BESS market, turning underused EV battery capacity into a new revenue stream.

The strategy aligns with US domestic manufacturing and tax incentive frameworks, including battery storage investment tax credits and domestic content requirements.

Ford says the rapid expansion of AI data centres, renewable energy generation, and grid resilience requirements has created strong demand for large-scale, financeable battery storage solutions.

The company believes its industrial manufacturing pedigree gives it an edge over newer market entrants.

Utilities and infrastructure developers increasingly require suppliers capable of long-term warranty support, scalable manufacturing, and bankable delivery commitments.

Ford Energy president Lisa Drake said the business is targeting that gap.

“The launch highlights how traditional automakers are increasingly looking beyond vehicle sales to monetise battery technology and manufacturing investments,” she said.

The move also gives Ford a hedge against fluctuating EV demand, allowing existing battery infrastructure to be redeployed into adjacent sectors.

The company has been under pressure to improve EV profitability, and the energy storage market offers a potentially attractive parallel growth path.

Ford expects first customer shipments in late 2027, with initial focus on US utilities, industrial operators, and hyperscale data centre customers.

Chinese car giant BYD surprised many last year with details of a small hatchback model that was spotted testing in China and was destined to compete in Japan’s unique Kei car market. It was later  unveiled at the Tokyo Motor Show as the 2026 BYD Racco, which translates from Japanese to BYD “Sea Otter”.

Now, more details have come to light about the 20-kWh battery-pack-equipped Racco, which Best Car Channel Japan shared on YouTube and reshared by Sakura Yae on X.

In a new video of the almost 3.4 metre long city car from Japan, details around the sliding door, the rear folding and sliding seats as well as the car packing an umbrella in the rear were shared.

The rear doors of the car slide along the length of the car, making it easier for passengers to get in and out. That’s electrically operated as well, and is usually a feature seen in more premium peoplemovers/MPV.

In the rear, there is also adjustable seating, which allows for more cargo space in the boot or more legroom for passengers.

These seats can also be folded and stacked, allowing the Racco to be more flexible in the back for those moving or transporting items.

BYD has also made it easier for families to include an umbrella holder in the rear, with the umbrella coming in as standard. This is also something found in more premium models, priced much higher than what the Racco is expected to be priced at.

This model is designed specifically for the Japanese market, where competition in this popular segment is quite high. BYD is really amping up the focus on this smaller EV for the Japanese market to begin with, but derivatives of this could make it to other markets globally down the track.

On BYD Racco’s Japan website, the company shares what this model could bring to families wanting a cleaner electric commuting car: “Daily shopping, commuting, picking up and dropping off children, and even on holidays. Cleaner. Smarter. More environmentally friendly. The future isn’t just about big cars. A small EV revolution begins.”

The design aspects of the car are also shared: “Our goal was to “provide the best minicar in the EV category to everyone.” To achieve this, the first thing we did was to develop an EV-exclusive Super Tall x Sliding Door package.”

The ease of getting in and out is important for smaller Kei cars, so the sliding door will be a unique addition that may encourage buyers in that segment to test-drive the Racco.

Last month, at a car show in Tokyo, BYD revealed that the Racco will come equipped with two battery packs. The smaller 20 kWh pack delivers around 200 km of range, and the larger 30 kWh pack delivers around 300 km of range.

That’s plenty of range for most city drives, and the car is expected to have both AC and DC charging capabilities for top-ups. 

Earlier reports hinted at DC charging speeds of up to 100 kW on these small battery packs, but that is likely to be confirmed when full specs are released in the coming months.

Given that many of the Kei car models in Japan are powered by an engine with up to 660 cc of capacity, an electric offering by BYD could really help put BYD on Japanese consumers’ shortlist in the years to come, as the brand looks at big expansion plans in what appears to be one of the toughest markets globally for foreign brands.

Detailed specifications and pricing will be announced in the coming months, marking BYD’s first major step toward models designed and engineered for specific global markets.

BYD Racco EV Static Review on Best Car Channel YouTube

Riz is the founder of carloop based in Melbourne, specialising in Australian EV data, insight reports and trends. He is a mechanical engineer who spent the first 7 years of his career building transport infrastructure before starting carloop. He has a passion for cars, particularly EVs and wants to help reduce transport emissions in Australia. He currently drives a red Tesla Model 3.

CATL, the leading battery manufacturer in the world, introduced a slew of new cutting-edge battery products during the 2026 Tech Day. The company introduced batteries designated for passenger vehicles, including PHEV and EREV, as well as battery swap solutions.

Let’s start with the third-generation Qlin battery, which holds a 125 kWh capacity, enough to power the vehicle for at least 620 miles before needing a recharge. The battery is based on the nickel-cobalt-manganese chemistry, and the impressive capacity isn’t even the highlight feature.

According to CATL, the battery charging rate is equivalent to 10C and peaks at 15C. That translates to 4-6 minutes of charging to full. Of course, those numbers are theoretical, and the charging power also depends on temperature, charging stations, etc.

The energy density is also mighty impressive. The volumetric energy density is 600 Wh/L, while the gravimetric density is said to be 280 Wh/kg. That makes the pack significantly smaller and lighter, tipping the scale at 1,378 lb, or 562 lb lighter than comparable LFP batteries.

This will allow engineers to design lighter cars with more cabin space. Additionally, the vehicles equipped with the said battery will have lower consumption, increased safety when maneuvering and also reduce the stress on certain components, extending their lifespan.

CATL also showcased a Qlin Condensed battery with 350 Wh/kg gravimetric density and 760 Wh/L volumetric density. With a battery this size, CATL predicts that big sedans will be able to reach 932 miles ranges, while full-sized SUVs will be able to reach 620 miles on a single charge.

The third-generation Shenxing Superfast Charging battery aims to solve the charging time issues. Just like the Qlin battery, its theoretical charging power is capable of equivalent 10C with a peak of 15C.

According to CATL’s tests, the pack can charge from 10% to 35% in just one minute, while a 10% to 80% charge takes only 3 minutes and 44 seconds. Going from 10% to 98% takes only 6 minutes and 27 seconds. Even in extremely cold temperatures of −30°C, the battery can perform just as well, charging from 20% to 98% in 9 minutes.

After 1,000 complete charging cycles, the battery retains more than 90% of its capacity, again according to CATL’s internal tests.

The Freevoy Super Hybrid battery, on the other hand, moves to the second generation. It’s designed for PHEV and EREV models and offers 311 miles of pure electric range and supports an equivalent 10C charging speed. CATL says this battery will enable a “once-a-week charging” experience for EREV models.

The battery is based on the LFP chemistry and has 230 Wh/kg energy density, but an NCM version was also introduced. It supports the same equivalent 10C charging speed and provides 373 miles of pure electric range.

Last but not least, CATL introduced #26 Choco-Swap battery, succeeding the #20 and #22 versions. The newer battery now covers all vehicle classes with an 800-volt architecture. The first #26 Choco-Swap battery to hit the market will be 75 kWh, but larger batteries are also in the works.

Both Choco-Swap and Qiji swap stations for heavy-duty trucks will come standard with the Shenxing superfast charging piles.

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EV drivers often complain about one thing more than anything else: the time it takes to charge. Gas cars fill up in minutes, but EVs usually need a longer break. Sunwoda Power shared some news that might change that. At an event in Beijing, the company showed off a new battery that can charge pretty much as fast as you can refill a gas-powered car.

The new tech is called the Xingchi Supercharge Battery 2.0. It uses a chemistry known as lithium-iron phosphate, or LFP. These types of batteries are known for being tough and safe, but they aren’t always the fastest. Sunwoda says it has fixed that. Their new pack has a “15C” charging rate – this battery can handle a massive amount of power all at once without melting or breaking.

The numbers Sunwoda shared are quite impressive. If you plug in an EV with this battery when it is at 5%, it will hit 95% in just 9 minutes. If you are in a real rush, it can go from 5% to 75% in only 5.5 minutes. Most people spend more time scrolling through their phones in a parking lot than it would take to nearly fill this battery.

Surprisingly, Sunwoda did not make a small prototype – they showed off a full-sized battery pack. This pack uses 264 prismatic cells, has a total capacity of 98.8 kWh, and runs at 844.8 V. That is definitely enough energy to power a large sedan or SUV for a long trip.

Key specifications of the Xingchi 2.0

When you push that much power into a battery, people worry about heat and damage. Sunwoda seems very confident in its work. The company announced that drivers can use ultra-fast charging as much as they want during the warranty period. They are not putting a limit on how many times you can use the fastest chargers.

The battery can handle a maximum current of 1,800 A, but even with all that power, Sunwoda claims the battery will last for more than 1,500 charging cycles. For most drivers, that means the battery will likely outlast the car itself.

Sunwoda is working on a solid-state battery

Not everyone needs a massive battery for long trips. Some people prefer hybrid vehicles that use both gas and electricity. Sunwoda introduced a different battery for these vehicles. It uses large cylindrical cells that are 1.81 inches wide. These packs range from 3 kWh to 7 kWh.

Lithium is still the king of batteries right now, but Sunwoda is looking at other materials too. They are working on sodium-ion batteries, since sodium is much easier to find than lithium. These batteries are cheaper and safer, but there is a catch. Sodium batteries cannot hold as much energy in the same amount of space as lithium ones. Because of this, Sunwoda plans to use them for cheaper, entry-level EVs or for low-voltage systems in cars.

Sunwoda is also bringing artificial intelligence into the mix. They call it their “AI+ battery” strategy. They use computer programs to help design the batteries and keep track of them while people are driving. This helps the company find ways to make the batteries better and safer over time.

Of course, not wanting to be left out, the company is working on solid-state batteries. These are the “holy grail” of the industry. Their prototype can hold 400 Wh/kg of energy and could potentially give a car a range of 620 miles on a single charge.

Business-wise, Sunwoda is holding its ground. In March 2026, they installed 1.4 GWh of batteries into new EVs. This gives them about a 2.5% share of the massive Chinese battery market. They also recently finished a legal battle with a branch of the car company Geely. The dispute was worth £235 million, and it has now been settled.

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REAL-WORLD SOLUTION: Chery’s Rhino battery will address charging time, durability, and safety issues associated with current EV battery technology.

FORD Motor Company CEO Jim Farley says the next generation of battery technology will be crucial for electric utes to become viable for mainstream buyers, warning that current battery-electric vehicles struggle to meet the demands of towing and heavy-duty work. 

His comments came during an Australian visit and come months after Ford’s multi-billion-dollar about-face on BEVs, which saw it shelve the all-electric F-150 Lightning pick-up truck and divert investment towards hybrids and extended range electrified models. 

Mr Farley said battery electric pick-ups remain a long way from replacing conventional work vehicles unless major advances are made in battery chemistry. 

“A pure EV with a large battery is going to be a really bad tow-er. So, if you tow things, the heavier they are, the worse it is, you should not buy a BEV,” he warned. 

Mr Farley said the viability of electric utes will rely on the next-generation battery chemistry and that although improvements in battery technology are inevitable, he warned that the timeline remains uncertain. 

“I think solid-state has been part of my future like fuel cells have been for my whole life,” he said. 

“Everyone’s like ‘well, it’s gonna happen sometime’ … I mean, I don’t see that yet.” 

The Ford chief said limitations of current battery technology remain a major barrier for vehicles expected to tow heavy loads or travel long distances in remote areas. 

His comments suggest battery-electric utes are unlikely to play a major role in Ford’s near-term product plans, despite growing industry momentum toward electrification. 

Instead, Mr Farley believes extended-range electric vehicles (EREVs) – which combine electric drive with a petrol engine acting as a generator – will offer a more practical solution in the short to medium term. 

Ford is already heavily involved in electrification, having launched the battery-electric F-150 Lightning in North America as an electric version of the world’s best-selling pick-up. 

However, the model struggled to gain traction and production recently ceased as part of a $US19.5 billion writedown of various electric models. 

The company has since shifted greater attention towards hybrid and EREV powertrains for its future truck programs. 

Mr Farley said Ford’s experience with partially electrified vehicles is helping the company understand how customers use vehicles such as utes in the real world. 

“We’re starting to really understand the duty cycle,” he said. 

“How big the battery should be and how much the customer is willing to pay for a bigger battery?” 

The passionate Ford chief added that electrified work vehicles may ultimately serve purposes beyond transportation, potentially acting as mobile power sources. 

“We haven’t really understood yet how much battery should carry for the vehicle for non-transportation use,” he said, referring to a vehicle-to-load system Ford calls Pro Power Onboard and is a feature of the plug-in hybrid Ranger that went on sale locally in 2025. 

It enables owners to power everyday tools and appliances from the vehicle utilising energy in the high-voltage traction battery. 

Mr Farley’s comments contrast with some competitors that are already moving ahead with battery-electric utes. 

Toyota plans to introduce a battery-electric version of the HiLux later this year, although an expected short driving range means initial versions will target mining fleets and other commercial operators rather than private buyers. 

Chinese manufacturers are also aggressively pushing into the segment. 

Brands such as BYD and GWM have already launched electrified pick-ups in Australia, while South Korean brand KGM (formerly SsangYong) has a battery electric ute with the Musso EV, although this is a monocoque SUV-based model rather than a body-on-frame four-wheel drive like its diesel namesake. 

Mr Farley believes traditional truck manufacturers still have an advantage when it comes to understanding real-world work requirements. 

Ford’s Ranger and Everest programs – both developed largely by the company’s Australian engineering team – sit at the core of its global commercial vehicle strategy. 

“When it comes to real world work vehicles and off-road vehicles, they are a long way from being competitive yet,” he said, referring to Chinese manufacturers. 

While battery-electric utes may eventually become viable, Mr Farley suggested the industry’s focus in the near term will remain on hybrid and extended-range electrified solutions.

• Donut Lab released its second independent solid-state battery test result Monday.
• The pouch cell was subjected to extreme temperatures as high as 212 degrees Fahrenheit.
• It appeared to perform well at elevated heat, but one battery scientist said the limited data revealed little about its real-world performance.

Finnish startup Donut Lab has released its second independent test result for what it claims is the world’s first all-solid-state battery. Once again, the data is raising as many questions as it answers.

This latest test puts the cell through its paces at high-temperatures of 80 and 100 degrees Celsius (176-212 degrees Fahrenheit), roughly double the maximum operating temperature of conventional lithium-ion batteries. 

On the surface, the results look promising. But experts urged caution, pointing to data they say is far too thin to mean much. Some of Donut’s biggest claims, like all-important battery chemistry and energy density, are still unverified. 

Eric Wachsman, a professor at the University of Maryland’s Department of Materials Science and Engineering who specializes in solid-state batteries and solid oxide fuel cells, said the insufficient data does not represent real-world usage in automotive applications. 

“The cells are not violating any law of thermodynamics,” Wachsman told me in an email. “But the data presented leaves a lot to be desired for many reasons,” he said.

A 2.4 kilogram steel plate was placed on the Donut Lab solid-state cell for mechanical pressure while charging and discharging.

Photo by: Donut Lab

Researchers say solid-state batteries are a “holy grail” technology that can unlock superior driving range compared to today’s lithium-ion batteries, while substantially reducing charging times and fire risk. At least on paper, the technology has the potential to vanquish range and charging anxieties and unlock broader EV adoption.

Battery companies and automakers are racing to develop the technology, but mass manufacturing of solid-state batteries without defects is extremely challenging. Several solid-state battery startup CEOs InsideEVs has interviewed have said it’s an unresolved problem.

That’s why Donut Lab’s claims took the internet by storm early this year. The Helsinki-based startup says it has developed the world’s first all-solid-state battery that’s production-ready. It will power Verge Motorcycles EVs starting this quarter. 

The specs it’s put forward are extraordinary: 400 watt-hours of energy density (roughly double today’s lithium-ion cells), a five-minute charge time, an operating range of -30C to 100C (-22F to 212F), a 100,000-cycle lifespan, and zero rare earth materials.

Photo by: Donut Lab

The announcement was met with deep skepticism from industry experts for making bold claims without providing any proof, patent disclosures, or live demonstrations. The company is now responding to the blowback by releasing independent test results from the VTT Technical Research Centre of Finland.

After demonstrating its fast-charging capabilities in a lab test last week, the company released a second independent test on Monday. This one showcases the cell’s apparent stability at temperatures as high as 80C and 100C (176F and 212F). 

At 80C (176F), the cell appeared to have delivered more energy than at 20C (68F), reaching 110.5% of its normal capacity. It basically suggests that the chemistry is possibly running more efficiently at elevated heat. After the high-temperature discharge, it recharged without any visible damage, indicating normal performance.

The battery was then pushed even harder. The agency raised the temperature of the testing chamber to 100C (212F), which is the boiling point of water. Again, the cell performed better than it did at room temperature, delivering 107% of its normal capacity. And it was able to charge up normally again thereafter.

That’s impressive because regular lithium-ion batteries don’t handle heat all that well. As temperatures climb, they lose efficiency. And if you push far enough, they can become unstable or sustain permanent damage. Studies suggest that the optimal operating range for lithium-ion batteries is between 25-40C (77-104F). The Donut Lab cell was able to survive in temperatures over twice of that.

However, there was one notable development after the 100C test: the Donut battery’s outer pouch lost its “vacuum.” Wachsman said the pouch issue was a potential red flag. The loss of vacuum, he explained, may indicate that the cell lost its “hermetic seal,” the barrier that keeps outside air away from the sensitive internal chemistry.

“Pouch cells will tend to expand due to internal pressure as they can give off gas during cycling,” Wachsman said. “It’s clear they experienced excessive swell after a few cycles,” he said after comparing the fast-charging images from last week’s test to this week’s high-temperature results.

Potential swelling on the Donut Lab solid-state EV battery cell after a discharge test at 100 degrees Celsius (212 degrees Fahrenheit)

Whether this is a major safety issue or something that’s expected on solid-state cells remains unclear. However, the broader consensus is consistent among experts. Neither test reveals meaningful pack-level performance over the thousands of cycles that actually matter for real-world use. 

“To be commercially relevant, the cells need to be stable with less than 10-20% of capacity fade for thousands of cycles,” Wachsman said. “Without that, the tests are essentially meaningless.”

Donut Lab says more independent results are coming in the weeks ahead. Energy density figures and battery chemistry disclosures remain the two things worth watching for. Until those surface, the jury is firmly still out.

Contact the author: suvrat.kothari@insideevs.com

Most people who drive EVs worry about a few things: how far the car can go on a full charge, how the battery works when it gets very cold outside, and how quickly it can recharge. A new research paper published in the journal Nature on February 25 shows that we might be close to solving two of those problems at once.

The research comes from a team led by Professor Zhao Qing and Academician Chen Jun at Nankai University, along with Li Yong from the Shanghai Institute of Space Power Sources. They found a way to make lithium batteries much more powerful. Specifically, they reached an energy density of 700 Wh/kg. The best batteries used in cars today usually top out around 250 Wh/kg to 255 Wh/kg, and solid-state batteries promise around 500 Wh/kg.

To understand why this matters, think of a battery like a fuel tank. If you have two tanks of the same weight, but one holds three times more energy, your car can drive much further without stopping. The new technology nearly triples the energy capacity compared to current standards. This means electric cars could eventually travel much longer distances without needing massive, heavy battery packs that weigh the vehicle down.

The new battery chemistry promises 700 Wh/kg density – source: Nature

The secret to this jump in power lies in the liquid inside the battery – the electrolyte. Batteries use a mix of lithium salts and carbonate solvents, which rely on oxygen atoms to help the lithium move around. This works pretty well, but it has big downsides. The liquid electrolytes are thick and do not spread easily. They also stop working well when the temperature drops, which is why many EVs lose range during winter.

The Chinese team decided to try something different. They created a new kind of liquid using fluorinated hydrocarbon solvents. Instead of using oxygen to move the lithium, they used fluorine. This change makes the liquid much “wetter,” so the battery needs less of it to function. Because the liquid is thinner and flows better, it can move energy much faster.

The new design performs incredibly well in the cold. Traditional batteries often give up when it gets freezing, but the new cells can still work at -58°F. Even at that extreme temperature, the battery keeps an energy density of nearly 400 Wh/kg. That is still higher than what most high-end EVs offer at room temperature today.

The new battery nearly triples energy density – source: ArenaEV

The team explained that they had to be very careful with how they created the new electrolyte – they had to balance the “space” inside the liquid so the lithium atoms could move freely. By switching from oxygen to fluorine, they removed the bottleneck that was holding the performance back, allowing the battery to be both lighter and stronger at the same time.

Many companies are racing to build solid-state batteries, which are often called the “holy grail” of the industry. But even those batteries usually only reach about 400 Wh/kg. The new discovery shows that “liquid” batteries can actually beat solid-state tech if the chemistry is right. If this goes from the lab to the factory, it could change how we build everything from delivery trucks to airplanes.

These batteries could power high-tech robots or even equipment used in space. For now, the 700 Wh/kg figure describes the battery cell itself, but even when these cells are packed into a full battery system, the improvement will be massive. This research proves that we haven’t reached the limit of what lithium batteries can do and throws a curveball at the solid-state promises.

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