EV technology takes centre stage at US CES

: Battery materials
26/01/06

New EV platforms and solid state batteries were demonstrated at this year's Consumer Electronics Show (CES) in Las Vegas, showing that electrification is still high on the agenda in the US and progressing towards delivering the next generation of technology despite political scepticism.

This year's CES focused on interchangeable and easy-to-use EV platforms. Companies such as Ample demonstrated swappable battery platforms, targeting ride-sharing and high-use vehicles. CATL, the world's largest battery maker, used the show to again tout its own battery swap network, aiming to have up to 140 cities covered by its swap stations by the end of 2026.

Elsewhere, new EV platforms were demonstrated. Everatti and Aria displayed their joint EV platform, designed specifically for low-volume, heritage and specialist car brands. It is aimed at carmakers that do not operate large-scale production, but rather bespoke models, allowing these producers to electrify without having to transition entire production facilities.

"This is about removing the structural barriers that have made low-volume electrification slow, expensive and risky," Everrati chief executive Justin Lunny said.

Solid State shifts from theory to delivery

Several firms demonstrated commercially viable solid state batteries this week, with Finnish company Donut Lab demonstrating a working solid state battery that it claims is designed for up to 100,000 charging cycles, much longer than standard lithium-ion batteries.

"Solid-state batteries have always been described as ‘just a few years away,'" Donut Lab chief executive Marko Lehtimaki said. "Our answer is different. They're ready today. Not later."

Verge Motorcycles also showed how solid-state batteries are beginning to leave the lab and enter actual products, unveiling an updated version of its TS Pro electric superbike equipped with all-solid-state battery technology developed in collaboration with Donut Lab.

The new Verge TS Pro, among the first motorcycles with solid-state cells on the road, boasts dramatic improvements in range, with variants offering up to roughly 370 miles (595km) on a single charge and rapid charging in minutes, highlighting how advanced cell chemistry can enhance real-world vehicle performance.

This represents one of the most tangible consumer-facing applications of solid-state tech yet seen at CES, and a milestone in shifting industry narratives from theoretical breakthroughs to deployable, high-performance EV batteries.

By Thomas Kavanagh

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26/01/07

Produção de EVs no Brasil deve saltar em 2026

Sao Paulo, 7 January (Argus) — A produção de veículos elétricos (EVs, na sigla em inglês) no Brasil vai disparar em 2026, à medida que mais montadoras chinesas abrem plantas de montagem no país, e fabricantes de outras nacionalidades começam a responder com seus próprios modelos eletrificados, uma mudança que deve desacelerar o crescimento de importações de EVs. O mercado brasileiro de EVs vem sendo sustentado por importações desde o primeiro boom de carros elétricos chineses no Brasil, em 2023, quando BYD e GWM importaram cerca de 30.000 unidades, de acordo com dados da associação brasileira de veículos elétricos (ABVE). Espera-se que isso mude em 2026, com o escalonamento — ou início — de produção das linhas de montagem de pelo menos seis marcas chinesas, além do lançamento de diversos novos veículos eletrificados fabricados localmente por montadoras tradicionais. Geely , MG Motor e Omoda/Jaecoo — uma marca do grupo Chery — têm planos de começar a montar EVs no Brasil em 2026. BYD, GWM e Chevrolet, esta por meio de uma joint-venture com as chinesas SAIC e Wuling, iniciaram a montagem de carros elétricos no país já em 2025. A Chery fabrica carros tanto eletrificados, quanto à combustão no Brasil desde 2017. As fabricantes chinesas vêm, nos últimos três anos, intensificando sua presença no mercado latino-americano — e seus veículos têm tido uma alta taxa de aceitação na região. Marcas da China foram responsáveis por cerca de 10pc dos veículos de passeio vendidos no Brasil em 2025, segundo dados da consultoria especializada Bright Consulting. Diversas montadoras chinesas já veem o Brasil como um polo industrial capaz de montar veículos localmente e vendê-los tanto no mercado brasileiro quanto em outros países da América Latina. A Bright projeta que as vendas de veículos elétricos no Brasil mais que dobrem em 2026, passando de 275 mil para 600 mil unidades, alcançando 22,9pc do total das vendas esperadas no país para este ano. Os carros chineses devem representar pouco menos da metade das vendas de EVs no país em 2026, com 270.000 unidades, um aumento de 61pc em comparação com o ano anterior. Desse total, 170.000 automóveis devem ser importados da China. Em 2025, montadoras chinesas importaram cerca de 140.000 unidades prontas para serem vendidas, segundo a Bright. Os outros 100.000 veículos elétricos que as montadoras chinesas pretendem vender no Brasil neste ano serão montados em território nacional, de acordo com a Bright. Esse movimento vai, efetivamente, limitar o crescimento das importações de EVs, dado que a oferta doméstica reduzirá a necessidade de trazer carros prontos da China. BYD, GWM e Chevrolet montaram um total de 25.000 carros elétricos no Brasil em 2025, segundo estimativas da Argus com base em dados publicados pelas montadoras. Marcas chinesas e montadoras tradicionais vão fabricar algo entre 250.000-300.000 EVs no Brasil em 2026, fazendo deste o primeiro ano em que o país terá uma produção relevante de carros elétricos. A contraofensiva das montadoras tradicionais Marcas tradicionais com produção de carros à combustão já estabelecida no Brasil devem intensificar o desenvolvimento e a produção de veículos elétricos em 2026 para disputar a preferência dos consumidores brasileiros com as montadoras chinesas, disse a Bright. A receptividade dos consumidores brasileiros a marcas chinesas — e EVs no geral — aumentou depois da pandemia da Covid-19, época em que as montadoras tradicionais subiram os preços e fabricantes da China entraram no mercado com carros relativamente mais acessíveis equipados com mais tecnologia e designs mais modernos. Carros elétricos estão se tornando cada vez mais populares entre os consumidores brasileiros e já conquistaram mercado mesmo fora das grandes cidades. Motoristas que percorrem longas distâncias diariamente podem economizar até R$ 2.500 por mês devido à diferença entre os custos da eletricidade e dos combustíveis, segundo a gestora de pontos de recarga Tupi. Marcas como Stellantis, Volkswagen e Toyota têm planos de fabricar novos modelos híbridos em 2026. A maioria desses lançamentos será de modelos híbridos leves (MHEV), um veículo à combustão equipado com uma pequena bateria não plug-in de 12V ou 48V que auxilia o motor — geralmente flex — e melhora sua eficiência. MHEVs são legalmente considerados EVs no Brasil, sendo elegíveis a isenções de IPVA em alguns estados, além de outros benefícios oferecidos a carros elétricos plenos. Híbridos leves são, geralmente, mais baratos do que híbridos plenos (HEV) e costumam ser vendidos por marcas mais conhecidas pelo consumidor brasileiro, fazendo deles uma opção mais atraente para um comprador que procura um EV mais barato ou uma marca mais estabelecida. A Bright espera que 200.000 MHEVs sejam vendidos no Brasil em 2026, sendo a maioria fabricada localmente. A Caoa Chery, outra marca do grupo Chery, é a única chinesa que produz MHEVs no Brasil. Suas compatriotas vendem apenas EVs plenos, incluindo HEVs e carros 100pc elétricos. A Toyota é a única montadora não chinesa que produz HEVs no país. A Bright projeta que um total de 2,62 milhões de veículos sejam vendidos no Brasil em 2026, um aumento de 2,3pc em relação às 2,56 milhões de unidades comercializadas em 2025. Por Pedro Consoli Envie comentários e solicite mais informações em feedback@argusmedia.com Copyright © 2026. Argus Media group . Todos os direitos reservados.

Viewpoint: Asia energy storage to accelerate in 2026

26/01/07

Viewpoint: Asia energy storage to accelerate in 2026

Singapore, 7 January (Argus) — Stronger government signals and new industry initiatives to support energy storage systems (ESS) in Asia-Pacific are set to accelerate deployments, creating ripple effects across the battery and lithium market in 2026 as participants eye a new growth engine. ESS deployment remains uneven across Asia-Pacific. China accounts for 88pc of the region's 85GW capacity in 2024, according to industry group Energy Institute. The remainder is concentrated mainly in Australia and South Korea. These countries aim to scale up ESS buildout further. China is targeting 180GW of capacity by 2027, while South Korea plans to reach 2.22GW capacity by 2029. Australia has committed A$500mn ($337.75mn) to expanding local battery manufacturing. Other Asian nations are also picking up pace. Vietnam is targeting up to 16.3GW of ESS by 2030, while Malaysia launched its first 400MW auction this year. Governments are increasingly supporting integrated renewables and battery projects. India and the Philippines awarded such projects this year; Australia is auctioning dispatchable clean power contracts , and Malaysia intends to do this year, according to lawmakers. "In Asia-Pacific, while spot markets exist in some jurisdictions, most markets still lack mature price signals and ancillary service frameworks needed for merchant energy storage investment," nonprofit EnergyTag's Asia Pacific head Shailesh Telang told Argus . ESS deployment is still primarily backed by tenders, subsidies, regulated tariffs, or state-supported procurement, Telang noted. "Over time, market forces can take over, but today policy remains the primary driver," he said. Industry initiatives could further support growth. Regional advocacy group Fessia launched in September and will initially focus on smoothing policy for ESS deployment and bankability in Vietnam and the Philippines. Corporate standard-setter Greenhouse Gas Protocol is also consulting on switching from annual to hourly matching of clean power purchases . The requirement could spur demand for nighttime clean energy — and, in turn, batteries. But the clause is hotly debated and could feature leeway for smaller industries and emerging economies. Meanwhile, the South Korean government's first ESS central contract market auction in 2025 drew intense interest, selecting eight operators out of 51 proposals for 563MW of ESS capacity — largely concentrated on the mainland. A second auction round followed later. South Korea's ESS momentum, driven by its 2029 capacity target, aligns with domestic battery makers' pivot from electric vehicles. Top battery maker LG Energy Solution's (LGES) plans to produce lithium-iron-phosphate (LFP) ESS batteries domestically, citing the domestic energy ecosystem, starting with 1GWh. South Korean battery makers' ESS focus will likely intensify as the US EV market slows. Leading firms such as Samsung SDI, LGES, and SK On have all redirected resources to tap the ESS market, particularly in the US, given the data centre and renewable energy build-out. Their once EV-dedicated lines are increasingly repurposed to produce ESS as EV market uncertainty lingers. LFP reality sets in Chinese-dominated LFP chemistry continues to see surging adoption in South Korea , which has firmly stepped into the space and closed multiple LFP ESS supply deals in 2025. But China's dominant position in LFP still appears immovable, thanks partly to the scale of its domestic ESS and EV markets. The Chinese government is on track to more than double its new energy storage capacity to 180GW by the end of 2027 from 2024, it said in an action plan . Strong growth persists among Chinese domestic energy storage firms such as Eve Energy, Cornex, Envision, Great Power Energy and Technology, and Hithium, commented a Chinese battery recycler — though the sector remains overshadowed by industry giant CATL. Anticipation of robust ESS growth in China for 2026 — where Argus heard estimates between 30-100pc across multiple analysts and market participants — reflects varying degrees of optimism. Yet, one consensus stands out among market participants: ESS growth is confirmed and is dominating lithium market discussions near the end of 2025, supporting lithium prices and injecting fresh hope for market expansion. By Joseph Ho and Liang Lei Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

Viewpoint: ESS to jolt lithium higher in 2026

26/01/05

Viewpoint: ESS to jolt lithium higher in 2026

London, 5 January (Argus) — Lithium prices could rise faster than many expect in 2026 as grid scale energy storage systems (ESS) — modular, bankable and increasingly prevalent — add a new material pull on lithium salts. Argus-assessed prices for 99.5pc lithium carbonate were $11,600/t on 9 December — still roughly 80pc below late-2022 highs. Lepidolite project restarts and brine expansions weighed on prices in the first half of this year , and stocks were considered adequate. While many expect gains this year, conditions in recent months appear to have shifted more dramatically. Chinese battery makers have raised operating rates, and futures on the Guangzhou exchange climbed towards 100,000 yuan/t in November — prices not seen since early last year — signalling tighter spot availability and stronger downstream demand. Futures often lead physical prices when buyers anticipate structural demand growth. Why modular ESS matters now Energy storage systems are increasingly deployed in containerised blocks — most using lithium iron phosphate (LFP) — that can be installed at substations, paired with solar farms or added to peaking plants. This design bypasses some grid bottlenecks — projects can connect at distribution level rather than waiting years for high-voltage transmission upgrades. And construction times for large battery parks in China have been as short as 81 days from start to commissioning, compared with 5–7 years for new transmission corridors or gas plants. That speed is critical as grids face congestion and renewables curtailment. The data support this. Global ESS additions rose to an estimated 273GWh in 2025, according to Argus Consulting, and are forecast to hit 359GWh in 2026, with China alone adding 182GWh (see graph) . Procurement pipelines codified in auctions and grid connection queues are now converting into physical installations. The Italian government's Macse auction scheme and the UK's queue reform have locked in multi-GW storage capacity for delivery before 2030. In the UK, 34.5GW of battery projects have been prioritised for connection — around one-third of the UK's current installed capacity of 110GW, according to grid operator Neso. Europe-wide, annual installations are expected to rise from 10.1GW in 2023 to 17.6GW by 2030, driven by auctions specifying four-hour duration and co-location, according to LCP Delta, a consultancy. China's battery output underscores the shift. Production reached 1.29TWh in January–October, up from 843GWh a year earlier (see graph). LFP accounted for nearly 79pc of output, according to the China Automotive Industry Battery Alliance (Cabia). Power-battery installations hit almost 170GWh in October, with LFP near 80pc — evidence that storage demand is rising alongside transport electrification. And the chemistry matters — LFP typically uses 30–50pc more lithium per kWh than nickel-rich systems because its lower energy density requires more cells for the same duty cycle. This amplifies the lithium intensity of ESS growth. Grid flexibility becomes key Lithium demand from ESS is not just about shifting cheap midday power to evening peaks. Batteries earn their keep by providing frequency regulation, inertia and congestion relief — services that gas turbines cannot deliver as quickly or at zero emissions. These functions lock in multi-year revenue streams, making storage economical and accelerating lithium uptake. In France, battery projects initially earn most of their revenue from ancillary services such as primary and secondary reserves, which pay for real-time frequency stabilisation of the grid. The grid requires only 1–2GW of battery capacity before ancillary markets become saturated. Beyond that point, new projects will need to rely on wholesale opportunities — such as intra-day price arbitrage, where batteries charge and discharge within the same day — for more dependable revenue. The sharp rise in clearing prices underscores the premium on fast-response assets like batteries as operators try to manage volatility. Policy is reinforcing this trend. Policy makers in Europe warn of the cost of renewable generation curtailment, indicating demand for battery backup. In China, battery energy storage systems are increasingly co-located with solar installations to provide back-up power and load balancing. Solar-plus-storage systems accounted for 34pc of the 0.61GW of newly commissioned power-side installations in June, while wind-plus-solar-plus-storage accounted for 46pc. By Chris Welch China monthly power battery installations GWh Global ESS additions forecast GWh China monthly battery production GWh Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

Viewpoint: Will solid-state batteries upend the sector?

26/01/05

Viewpoint: Will solid-state batteries upend the sector?

Beijing, 5 January (Argus) — Development of the global solid-state battery sector underwent a marked acceleration in 2025, with particularly notable progress achieved in China thanks to technological breakthroughs, production line deployments and industrial collaboration. Multiple battery producers have achieved rapid advances in key materials and cell development over the past year, introducing a series of all-solid-state battery samples boasting energy densities ranging from 400–500 Wh/kg. In late November, major Chinese automaker Guangzhou Automobile Group (GAC) commissioned a pilot production line for all-solid-state batteries with energy density exceeding 400 Wh/kg, theoretically enabling a driving range beyond the 1,000km threshold. This line is scheduled to begin small-scale vehicle testing in 2026, with mass production scaling up from 2027 to 2030. Domestic competitor Chery unveiled its Rhino S all-solid-state battery module in early October, with an energy density of 600 Wh/kg supporting a range of over 1,200km. Chery plans to begin vehicle integration and validation for this battery by 2027. Other Chinese automakers such as BYD and Chang'an Auto have also accelerated development of all-solid-state batteries in recent years, targeting initial small-scale production around 2027. A significant step was taken in May when the China Society of Automotive Engineering released its Criteria for Judging All-Solid-State Batteries, providing the first clear industry definition for all-solid-state batteries and establishing a foundation for standardised testing and technological upgrades. Outside China, South Korean battery materials supplier Posco Future M and US solid state battery technology firm Factorial signed an agreement to develop solid-state batteries in early December . Japanese automaker Toyota and trading firm Sumitomo Metal Mining (SMM) agreed in October to jointly develop and produce cathode materials for all solid-state batteries used in battery electric vehicles (BEVs). In the long term, solid-state battery commercialisation is expected to reshape raw material demand . The new technology may create new opportunities for nickel suppliers, as ultra-high-nickel cathode materials can be adopted in solid-state systems to enhance performance. Such batteries are also likely to shift toward lithium metal anodes instead of conventional graphite to increase energy density. The ultimate goal for solid-state batteries is to adopt new cathode materials, such as lithium-rich manganese-based materials. Moreover, lithium consumption in sulphide-based solid electrolytes can be more than eight times that of conventional liquid lithium-ion batteries such as lithium iron phosphate (LFP), according to industry estimates. In the transition period before lithium metal anodes are widely adopted, battery manufacturers are expected to increase the use of silicon-carbon anode materials, which may gradually reduce demand for traditional graphite anodes. Beyond electric vehicles, solid-state batteries' high energy density and improved safety characteristics mean they have significant potential in applications such as drones, electric vertical take-off and landing aircraft (eVTOLs), grid energy storage, consumer electronics and humanoid robots. Challenges ahead The research and industrialisation of all-solid-state batteries remain largely at the pilot and validation stage, however, with mass production not anticipated before around 2030. Several key challenges need to be addressed before large-scale adoption becomes feasible. The foremost hurdle is cost reduction. Current estimates indicate that all-solid-state batteries remain 3–5 times more expensive than conventional lithium-ion batteries with liquid electrolytes. Key materials, including solid electrolytes — especially those that are sulphide-based — and compatible high-performance electrodes, remain substantially more costly. Moreover, manufacturing all-solid-state batteries often requires strictly controlled dry rooms that are immune to moisture and oxygen, necessitating specialised and costly equipment. And the absence of a mature supply chain inhibits economies of scale, keeping costs high. Further progress depends on how soon these critical technical bottlenecks can be overcome and production costs reduced. For the first few years, these batteries are likely to be limited to more expensive high-end vehicle models, as their premium cost can more easily be absorbed by buyers in that segment who are less sensitive to prices. Despite these challenges, solid-state batteries are not a gimmick but represent a viable direction for the future evolution of the battery industry — as well as being poised to stimulate demand for several key metals. Industry confidence remains strong and government support continues to materialise, but the timeline for large-scale commercialisation remains dependent on technical progress and cost trajectories, clouding the outlook for their widespread adoption. Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.

Viewpoint: Brazil-made EVs to surge in 2026

25/12/30

Viewpoint: Brazil-made EVs to surge in 2026

Sao Paulo, 30 December (Argus) — Electric vehicle (EV) production in Brazil is set to surge in 2026 as more Chinese automakers open assembly plants in the country and non-Chinese players in the Brazilian market start responding with their own EV models, a shift that is expected to slow imports. Brazil's EV market has been largely import-driven since the first influx of Chinese electric vehicles in 2023, when BYD and Great Wall Motor (GWM) imported around 30,000 cars, according to data from Brazilian EV association ABVE. That is expected to change in 2026, following the ramp-up of at least six Chinese automakers' assembly plants in Brazil and a slew of new, locally-made electrified models from legacy brands. Geely , MG Motor, and Omoda/Jaecoo — a subsidiary of Chery Group — plan to begin local EV assembly in 2026. Meanwhile, BYD , GWM , and Chevrolet , the latter through a joint venture with China's SAIC and Wuling, started assembling EVs in Brazil in 2025. Chery has been producing vehicles in Brazil — both EVs and internal combustion engine (ICE) models — since 2017. Chinese brands have been actively exploring the Latin American market for the past three years and have seen high adoption rates for their vehicles. Chinese automakers accounted for 10pc of all passenger vehicles sold in Brazil in 2025, according to specialized consulting firm Bright. Several brands now see Brazil as a hub to locally build vehicles targeting both the Brazilian market and exports to neighboring countries. Bright expects overall EV sales in Brazil to rise to 275,000 units by year-end 2025, a 55pc increase compared to 2024 and by far the largest increase in Latin America. Sales could more than double year on year in 2026, rising to 600,000 units and capturing a 22.9pc market share, the consultancy said. Chinese automakers are expected to account for just under half of Brazil's 2026 EV sales at 270,000 units, representing a 61pc increase compared to 2025. Of that total, 170,000 units are expected to be imported from China. Chinese brands imported around 140,000 consumer-ready units in 2025, data from Bright shows. The remaining 100,000 EVs Chinese automakers plan to sell in Brazil are expected to be assembled locally starting in 2026, Bright said. This will effectively slow import growth as domestic supply will reduce the need for consumer-ready units built overseas, BYD, GWM and Chevrolet assembled 25,000 cars in the country in 2025, according to Argus' estimates, based on data from the automakers. Chinese and legacy automakers will manufacture between 250,000-300,000 EVs in Brazil in 2026, making it the first year in which the country will have a sizeable domestic EV production. Legacy carmakers strike back Legacy and ICE automakers with established production in Brazil are set to intensify EV development and production in 2026 to compete with Chinese automakers for Brazilian buyers' affections, according to Bright. Brazilian buyers became more receptive to Chinese brands — and EVs in general — after the Covid-19 pandemic, when legacy automakers raised prices and companies from China filled the gap with more affordable vehicles, better technology and fresh designs. EVs are popular among Brazilian consumers and have found a market even away from big cities. Drivers who cover long distances daily can save up to R2,500/month ($465/month) due to energy-versus-fuel costs, according to EV charging infrastructure manager Tupi. Brands such as Stellantis, Volkswagen, Renault and Toyota have plans to manufacture new hybrid models in Brazil starting in 2026. Most of those vehicles will be mild hybrids (MHEV), an ICE vehicle with a small 12V or 48V non-plug-in battery that assists the gas-powered engine and improves fuel efficiency. MHEVs are legally considered EVs in Brazil and are eligible for environmental tax exemptions and other benefits in line with traditional EVs. Mild hybrids are cheaper than regular hybrid electric vehicles (HEVs) and are also typically sold by more established carmakers, making them an attractive option for customers who want a cheaper EV or a big-name brand. Bright expects Brazilian consumers to buy 200,000 MHEVs in 2026, most of them manufactured locally. Caoa Chery, a subsidiary of Chery Group, is the only Chinese carmaker to locally manufacture MHEVs. Their competitors from China only market regular EVs, including fully electric vehicles (BEV) and HEVs. Toyota is the only non-Chinese automaker in Brazil to locally manufacture HEVs. Bright expects a total of 2.62mn vehicles to be sold in Brazil in 2026, up by 2.3pc from this year's 2.56mn units. By Pedro Consoli Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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