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.
