Advanced solid-state batteries have long been regarded as the holy grail for electric vehicles and Subaru has joined fellow Japanese brands Toyota and Nissan by working to implement these advanced new packs. However, rather than using them in any of its EVs, Subaru is instead utilizing solid-state batteries in robots which build engines and transmissions.

Read: Subaru Is Having Second Thoughts On EVs

The batteries in question come from Japanese electronics firm Maxell Ltd and have been primarily used as backup batteries in industrial equipment, designed to protect against computer memory loss. These solid state cells, like those set to be used by future EVs, have a ceramic-like electrolyte rather than a liquid one. This makes them more energy-dense and allow them to support fast charging than traditional lithium-ion cells.

Why Robots Come First

Maxell’s batteries are less than 1 kWh in capacity, and therefore far too small to use in a vehicle. However, they have been adapted for use with Subaru’s factory robots which usually need battery changes every one or two years. These new batteries can last for up to 10 years.

According to Auto News, Subaru has already introduced the batteries into nine robots at its Oizumi engine and transmission plant north of Tokyo.

“By installing all-solid-state batteries in the industrial robots used at our factory, Subaru aims to reduce both industrial waste and maintenance work for industrial robots by utilizing the long battery life,” the company said in a statement.

Subaru’s EV Balancing Act

A few short months ago, Subaru acknowledged that it was “re-evaluating” its electrification strategy, becoming just the latest in a slew of car manufacturers that have become increasingly concerned with the slowing growth of EV sales in certain markets. However, it recently revealed its second EV for North America, named the Uncharted.

This is the brand’s take on the new electric Toyota C-HR but has a slightly more rugged design. The flagship model has a pair of electric motors that combine to deliver 338 hp and enable it to hit 60 mph (96 km/h) in 5 seconds.

Compared with their predecessors from a decade ago, today’s EVs go further, charge faster and have far more charging stations to choose from, but some would-be buyers still cite range anxiety as a reason for not going electric. And the results of a new study investigating the real range of EVs currently on sale suggests those fears are entirely justifiable.

The Australian Automobile Association (AAA) picked five EVs from a mix of brands as part of its government-funded four-year test designed to arm the nation’s car buyers with honest data. After subjecting each of the electric cars to a real-world driving route it found one of models delivered 23 percent less range than its maker claims.

Related: After 100K Miles, VW’s EV Barely Lost Range Thanks To One Trick

That car, the BYD Atto 3, only achieved 229 miles (369 km) before needing a recharge, representing a 69-mile (111 km) shortfall on the Chinese automaker’s 298-mile (480 km) official figure. Tesla’s Model 3 didn’t tell quite so big a lie, but it also failed to live up to its official range figures by a fairly large margin considering the tests weren’t carried out in the Arctic. The 274 miles (441 km) it achieved was 14 percent lower than Tesla’s 319-mile (513 km) claim.

Inconsistent Accuracy

But the big takeaway from the investigation isn’t that all EV range claims are wildly inaccurate. All five cars delivered fewer miles than advertized, and the BYD was wildly off. But one of the cars very nearly matched its official range, falling just 5 percent short, and it’s this difference across the brands, and cross models within the same brand, that’s the real problem for consumers.

If they knew that every car over-promised by 20 percent, it would be easier to make buying decisions than it is when you’ve no idea which brands to believe. It’s for this reason that these kind of independent tests are so useful for buyers looking at spending tens of thousands of dollars on a new car.

Standout Performer

The AAA’s test champ was the Smart #3, whose 268-mile (432 km) true range was only 14 miles (23 km) out. Kia’s EV6 and the Tesla Model Y also performed relatively well, each returning 8 percent less range than claimed.

AAA

Amid ongoing pressure to shift away from imports, one of America’s largest automakers is taking a temporary detour. While President Donald Trump has been pushing US companies to rely less on foreign suppliers, General Motors is planning to import battery packs from Chinese manufacturer CATL.

The company says this decision is short-term, part of a broader strategy to eventually build its own battery packs domestically.

Read: GM’s EV Dream Plant Is Now A Gas Powerhouse In The Making

The move was initially reported by The Wall Street Journal, and later confirmed by the carmaker. CATL will supply GM with lithium-iron phosphate (LFP) batteries for the next-generation Bolt, which is expected to enter production later this year before arriving in dealerships in 2026.

GM says it plans to rely on CATL’s battery packs for around two years. After that, it expects its partnership with LG Energy Solution to support domestic production of more affordable battery systems.

“For several years, other U.S. automakers have depended on foreign suppliers for LFP battery sourcing and licensing,” a company spokesman confirmed. “To stay competitive, GM will temporarily source these packs from similar suppliers to power our most affordable EV model.”

2027 Chevrolet Bolt teasers

The Cost of Going Global

Of the 13 electric vehicles GM currently sells in the U.S., twelve are equipped with battery packs made domestically. The only exception is the Cadillac Celestiq, which uses a foreign-sourced pack.

By importing battery packs from China, GM will have to deal with duties of approximately 80 percent, according to Nunzio De Filippies from CargoTrans, a major logistics management firm. However, the automaker knows it needs to cut costs with its entry-level EV, and if it has to use Chinese batteries, then that’s what it’ll do.

Limited details are known about the next-generation Chevrolet Bolt, but GM has said it’ll cost slightly more than the old model, which started at $28,795 in 2023. It will be built at GM’s Fairfax Assembly plant in Kansas.

Electric cars tend to follow the familiar auto industry rhythm, each generation sticking around for six to ten years. But in China, where the EV market is evolving at breakneck speed, that timeline gets compressed. Just three years after the MG4 first hit the streets, it’s already getting a second-generation update. And this isn’t just a mild refresh.

The latest version brings a full redesign, a new platform, an overhauled interior, and most importantly, a semi-solid-state battery offering. Perhaps even more surprising of all, it starts at just 73,800 yuan, or just under $10,300.

Read: MG Storms Goodwood With Two New EVs And A Sexy Roadster

It’s been almost five months since the first photos of the new MG4 surfaced, but only now have sales started and technical specifications been confirmed. The biggest headline is the battery. Among the available options is a semi-solid-state unit developed by QingTao Energy, which marks the first time a mass-produced EV features a battery pack of this kind.

A New Type of Battery Tech

While not a true solid-state battery, which uses no liquid electrolyte, the unit powering the second-gen MG4 contains just 5 percent liquid electrolyte, less than the semi-solid-state batteries found in the Nio ET5 and IM L6 Max Lightyear. Its energy density isn’t particularly impressive at 180 Wh/kg, but the 70 kWh pack is reportedly enough to give the electric hatchback a range of up to 334 miles (537 km).

This battery will not be standard, and the pricing for it has not been announced. What we do know is that the cheaper versions will be offered with 42.8 kWh and 53.9 kWh battery packs, offering 271 miles (437 km) and 329 miles (530 km) of range, respectively.

The base 73,800 yuan ($10,300) version is known as the Comfort, while sitting above it in the range is the Ease, priced from 81,800 yuan, or around $11,400. The flagship version of the 42.8 kWh-equipped model is known as the Freedom, starting at 90,800 yuan or $12,600. The 53.9 kWh Smart version starts at 105,800 yuan or $14,700.

The updated MG4 has grown slightly in size compared to its predecessor. It now measures 4,395 mm (173.1 inches) in length, 1,842 mm (72.5 inches) in width, and 1,551 mm (61.1 inches) in height, with a wheelbase stretching to 2,750 mm (108.3 inches).

Better Looks, Better Cabin

Visually, the new MG4 adopts a far softer and more curvaceous design than the model it replaces. The cabin also looks impressively well-equipped and includes a 15.6-inch infotainment display, a small digital instrument cluster, a wireless phone charger, and a floating transmission tunnel. In typical EV fashion, it’s quite minimalist, but appears quite premium, particularly given the car’s price tag.

Elsewhere, the MG4 includes heated and ventilated front seats, a large panoramic glass roof with an electric sunshade, and rear seat backs that can recline up to 27 degrees. Synthetic leather is also found throughout, and there’s even a heated steering wheel.

While pre-sales of the new MG4 have just opened, MG hasn’t said when the first customer deliveries will begin. The timeline for international launches is not yet known, but we expect the small MG to arrive eventually in key markets like Europe and Australia.

As electric vehicles gain traction around the world, Chinese automakers are pushing harder than ever to stand out – and not just with their designs and tech, but also by trying to prove their safety credentials in dramatic fashion.

One recent example comes from Li Auto, which introduced the i8, a three-row electric SUV packed with promising specs. Yet it wasn’t the vehicle’s feature list that stole the spotlight during its unveiling. It was a video of the i8 crashing head-on into a heavy truck.

More: See What Happens When Two Cars Hit A Chinese EV At 60KM/H In Triple Crash Test

The footage showed a direct collision between the Li Auto and a Chenglong truck. The electric SUV, weighing between 2,580 and 2,610 kg (5,690–5,750 pounds), hit the truck at a speed of 60 km/h (37 mph). The truck, with a significantly greater mass of 8 tons (16,000 pounds), was traveling at 40 km/h (25 mph) at the time of impact.

A Closer Look at the Collision

Despite the imbalance in weight and size, the i8’s structural integrity held up well. . The short front overhang absorbed much of the force, and the pillars remained intact with no visible deformation. In the aftermath, the doors automatically unlocked and the handles extended outward, allowing testers to easily access the interior.

Furthermore, all nine airbags deployed, and the emergency call system was activated. Impressively, the floor-mounted battery pack didn’t produce any fire or smoke, even after sustaining deep scratches from a metal pole prior to impact.

Truck Frame Behavior Raises Questions

What caught many viewers off guard was the impact on the much larger truck. The force of the collision caused its cabin to tilt dramatically forward, nearly detaching from the chassis, with all wheels momentarily lifting off the ground. That unexpected outcome prompted a swift response from Dongfeng Liuzhou Motor, parent company of the Chenglong brand. On August 1, the company issued a public statement expressing concern about the test.

According to a report by QQ News, Dongfeng Liuzhou Motor accused Li Auto of “serious infringement.” The company questioned the credibility of the video, claiming it painted a misleading picture and did not reflect real-world driving conditions. Internal analysis, they said, showed that the test setup differed significantly from what would typically occur on the road.

Li Auto

Li Auto Defends Itself

Li Auto responded on August 3rd through an official Weibo post, stating that the crash test was conducted by China Automotive Engineering Research Institute (CAERI), a third-party state-owned company.

The automaker clarified that the video “was not intended to evaluate the product quality of any other brand, and the test results should not be interpreted as indicative of the quality of other brands’ products”.

Instead, they said the truck used in the test was purchased in the secondhand market and served only as a “mobile barrier.” The company noted, “It was unintentional that the testing process caused the Dongfeng Chenglong brand to be embroiled in public controversy.”

More: CATL’s New EV Chassis Can Withstand 75 MPH Impact Without Catching Fire Or Exploding

In a follow-up, Li Auto added, “As a benchmark brand in China’s trucking industry, Dongfeng Chenglong’s quality and safety have always been trusted by truck drivers. To this end, we would like to clarify that there is no direct competition between Li Auto and Dongfeng Liuzhou Motor.”

Independent Testing Body Confirms Details

The China Automotive Engineering Research Institute has confirmed Li Auto’s claims in a separate statement. They described the crash test as a “non-standard vehicle-to-vehicle collision test” that simulated a traffic accident scenario, adding that it “does not involve the safety performance evaluation of other brands of vehicles”.

The institute further explained that the only criteria used when selecting the truck was its curb weight. No performance modifications were made beyond repainting it from red to white, adding autonomous driving gear, and loading it to reach the 8-ton target weight.

Do you think Li Auto’s crash test was a genuine show of EV strength or a carefully staged stunt at a rival’s expense? Share your take in the comments below.

Li Auto

Long before electric vehicles became a common sight on roads, there was a time when resourceful hobbyists took matters into their own hands. Back then, converting gas-powered cars into EVs was a niche pursuit, often tackled with simple electric powertrains and a lot of trial and error.

Among the few small companies that specialized in these conversions was an American outfit called Jet Industries. Now, one of its creations is heading to auction.

Read: Dodge’s New Charger Coming To Europe And The Middle East In 2025

From the outside, this 1980 Dodge Omni 024 looks just like any other. But beneath its ordinary exterior, the original engine has been replaced by a compact 23-horsepower electric motor. That’s a laughable figure by modern EV standards, but this was the 1970s and 1980s, when the idea of an electric car was still closer to a science project than a production model.

Vintage Tech Under the Hatch

Pop the trunk and you’ll find a dedicated compartment that holds the battery pack. It’s unclear how many Dodge Omni 024s were converted by the Texas-based firm, but it’s certainly quite rare.

There’s also no word on how far it could travel on a single charge. What we do know is that rather than using a lithium-ion pack like most current EVs, this special Omni simply had a bunch of 12-volt lead-acid batteries in the rear, reportedly weighing upwards of 1,000 lbs.

Photos Mecum

Curiously, all of the batteries have been removed from the trunk of this Dodge, so it no longer runs. Mecum Auctions is handling the sale of the EV, but has not provided any photos of its underside. Chances are, there’s plenty of rust there, judging from the photos of the trunk.

A Rare Find, If Not a Valuable One

While the car’s uniqueness is undeniable, its value is likely modest. Given its condition and limited appeal beyond collectors of obscure automotive history, a sale price in the low thousands wouldn’t be surprising.

It may not run, and it’s definitely not fast, but if you’ve got a soft spot for oddball EVs and a high tolerance for rust, this relic might be calling your name. Check out the listing here, just don’t forget your trickle charger and a tetanus shot.

Photos Mecum

Electric vehicles have made impressive strides in recent years, but several key design challenges remain. One of the most pressing is how to improve battery packs in a way that enhances both safety and long-term sustainability.

Also: Washington Fire Crews Use Special Blankets To Extinguish EV Fires

We’ve all seen images and videos of EVs being incinerated when their battery packs have caught fire. So if someone tried to tell you that they’d come up with a revolutionary new battery housing that’s made out of wood, well, you’d naturally think they’d inhaled too many combusting lithium cell vapors. But boffins are adamant that, when it comes to EV battery cases, wood is good both for the planet and for safety.

A study carried out at the Technical University of Graz in Austria compared the performance of a conventional underfloor battery housing built with aluminium beams with three different wood-steel hybrid versions. The team wanted to see if it could build a housing that was more environmentally friendly, but required no strength compromises.

Lighter Footprint, Solid Performance

The hybrid beams use sustainable birch, poplar or paulownia cores covered in thin, lightweight steel, giving them a much smaller environmental footprint than those made from aluminium, which is incredibly energy intensive to produce. That much they knew before they’d got to the lab. But it’s the other results that provided the real surprises.

In a critical pile crash test where a vehicle or component is driven into a round steel obstacle at high speed the hybrid Bio!Lib battery housings returned almost exactly the same intrusion values as the aluminum housing of a Tesla Model S. The reason is the wood’s porous cell structure helps it absorb great amounts of energy.

The poplar and birch steel hybrids delivered up to 98 percent more energy absorption than ductile aluminum and 76 percent more than high-strength aluminium under large deformations. All three wood-based versions also showed strong resistance to bending.

Organic fire-resistant material

And with the addition of cork – another renewable material – the study group led by TU Graz’s Florian Feist, was also able to make the housing usefully fire-resistant, returning temperatures on the off-fire side of the unit 100 degrees C (212 F) lower than on a Tesla housing.

“When cork is exposed to very high temperatures, it charses,” explains Florian Feist, who led the study. “The carbonization leads to a sharp drop in the already relatively low thermal conductivity, which protects the structures behind it.”

As electric vehicles become more common, it’s becoming clearer that their environmental impact goes beyond the absence of tailpipe emissions. While a wood-based battery case might seem unlikely, research like this highlights how smarter material choices could help EVs better deliver on their clean energy potential.

In the past three years, David Blenkle has driven his Ford Mustang Mach-E more than 250,000 miles (403,000 km). And, while there are still plenty of EV detractors out there who proudly proclaim that EVs cannot stand the test of time quite like ICE models, Blenkle’s electric Ford proves otherwise.

Read: Ford Warns Buyers Time Is Running Out For America’s Best EV Deals

Blenkle operates a private car service in Santa Cruz, California, and on a typical day, spends 12 hours behind the wheel of his black Mustang Mach-E Premium. Not only does he offer paid rides, but he also offers complimentary rides for military veterans and their families to appointments or national cemeteries. Through it all, his Mach-E has continued to chug along without any serious issues.

A Battery That Keeps Going

Ford’s own internal testing indicates that the Mustang Mach-E’s battery pack is designed to last at least 10 years and retain 90 percent of its capacity at 100,000 miles (160,000 km). Despite Blenkle’s Mustang still using the original battery, he can get up to 290 miles (467 km) per charge.

Most of the time, he plugs in at home overnight to take advantage of lower electricity rates. On longer days, he sometimes supplements with a quick top-up at a DC public fast charger.

Minimal Maintenance, Maximum Use

Any car driven these kinds of distances will need maintenance, and the Mustang Mach-E is no different. However, like other EVs, it can be far easier and cheaper to keep in service than an ICE alternative. Blenkle’s maintenance schedule primarily consists of tire rotations, multipoint inspections, and new cabin filters. He makes good use of the Ford’s regenerative braking system, and as such, his Ford still uses the original brake pads.

“The biggest misconception I encounter is about battery life and range, and then I show them my odometer!” Blenkle said in a recent interview with Ford.

To help preserve the battery’s long-term health, he regularly limits charging to 90 percent, a practice recommended by many manufacturers for daily use. It’s a small habit that, combined with his consistent charging schedule, has helped keep the Mach-E running smoothly despite its demanding workload.

For many drivers curious about switching to electric vehicles, battery longevity remains one of the most common sticking points. Despite new EVs all coming with long battery warranties, concerns about range degradation still put some potential buyers off. A recent long-term study involving a Volkswagen EV, however, suggests those fears may be less grounded than expected.

More: EV Batteries May Last Up To 40% Longer Than Expected

In test carried out by the ADAC, Germany’s equivalent to America’s AAA and the UK’s AA, a VW ID.3’s electric range had hardly changed after four years and 107,000 miles (172,000 km). The Golf-sized hatchback lost just eight miles (13 km) of range over the course of the experiment.

Real-World Battery Health After 100K+ Miles

At the outset of the test the ID.3 Pro S Tour’s 77 kWh battery delivered 272 miles (438 km) of real-world range against a claimed 326 WLTP miles (525 km). Four years laterm it was still capable of travelling 264 true miles (425 km) before needing to stop at a charging station.

And it’s not like the ADAC team treated it with kid gloves. Against automaker advice, which suggests never charging to 100 percent unless necessary so as to help prolong the battery’s lifespan, the drivers almost always charged it to full, and often left the car parked with the battery fully charged, another supposed no-no.

Independent battery checks carried out through the course of the test showed that the battery was at 96 percent after 13,500 miles (21,800 km) when the first measurement was taken, had dropped to 94 percent at 52,400 miles (84,300 km), and was still holding on to 91 percent of its capacity at 105,500 miles (169,700 km). VW’s warranty only kicks in if the battery health falls below 70 percent.

A Software Update With Real Benefits

And best of all, the EV’s efficiency actually improved over that time. At the outset it was returning 3.11 mi/kWh (20 kWh per 100 km), but by the end of the test it could achieve 3.4 mi/kWh (18.3 kWh per 100 km). The secret behind those gains was a software update the ID.3 received, which helped makes the reduction in range far less severe than it would have been otherwise for the same amount of battery degradation.

“The result shows the impressive quality of our ID. models even after covering many kilometres,” said Martin Sander, Member of the Volkswagen Board of Management for Sales, Marketing, and After Sales. “A high battery capacity of over 90 per cent after 172,000 kilometres confirms that our ID. models are also very attractive as used cars and continue to meet the requirements of our customers.”

Another big win related to charging speed. Before the update ADAC’s ID.3 charged at 125 kW, but after it was inhaling 160 kW, cutting two minutes from the 10-80 percent charge time. The message is clear: don’t put off EV software updates the way you do phone ones, and don’t stress over buying a used VW EV.

Nowhere is Tesla facing tougher EV competition than in China, a market that has rapidly evolved into a hotbed of electric innovation. While the company maintains a commanding lead in the US, it finds itself contending with a far more crowded and fast-moving landscape in China.

Dozens of EV-only brands are racing to roll out new models at remarkable speed, constantly pushing the envelope in design, technology, and value. To stay competitive, Tesla is preparing to introduce a new version of the Model 3 in China, known as the Model 3+.

Read: Tesla Model Y And 3 Get Surprising Speed And Range Upgrade In China

Details first emerged when Tesla filed for a local sales license for this upcoming variant. The name might suggest something more performance-focused than the current Model 3 Performance, but that’s not quite the case.

Instead, this new version is expected to offer the longest driving range of any Model 3 to date. Further insight came through China’s Ministry of Industry and Information Technology (MIIT), which recently released data shedding light on what to expect from the Model 3+.

Rear-Wheel Drive, Upgraded Battery

For starters, the new model will be sold exclusively in rear-wheel drive guise. However, whereas the current entry-level RWD model in China has a small 62.5 kWh lithium-iron phosphate (LFP) battery from CATL, the Model 3+ uses a more expensive NMC battery from LG.

Tesla already sells an NMC-powered Model 3 in the country, the Long Range version, but that model is only available with all-wheel drive. It’s equipped with a 78.4 kWh battery pack and delivers a CLTC-rated range of 468 miles (753 km). By combining the energy density of an NMC pack with the efficiency of a single-motor, rear-drive setup, the Model 3+ is expected to stretch its range even further.

It remains to be seen whether the Model 3+ will use the exact same 78.4 kWh battery as the Long Range AWD version, but it’s likely. Notably, Tesla already offers a Long Range Rear-Wheel Drive Model 3 in the US fitted with a slightly larger 79.7 kWh NMC pack, which adds weight to the possibility.

It’s understood that the Model 3+ will offer up as much as 497 miles (800 km) of range on the generous CLTC cycle, matching the longest range version of the Xiaomi SU7. We expect to see it released in the coming months and for more details to be provided then.

Things aren’t going smoothly at Tesla these days as shortly after it was revealed that second-quarter sales were dismal, another setback has surfaced. Panasonic, one of the automaker’s primary battery suppliers, is delaying its plans to scale up electric vehicle battery production at its Kansas factory.

Read: Tesla Sales Crash Deepens As Rivals Eat Into Market Share

Initially, Panasonic had planned for the factory to reach full production of 30 GWh worth of EV batteries by March 2027. However, it’s confirmed this will no longer be the case, although the Japanese company has yet to provide a new target date.

Investment Slows as Demand Plateaus

Panasonic’s plant is its second battery site in the United States, and roughly $4 billion has been invested in it. Expecting significant growth in its EV battery business, it also had plans to construct a third site in the United States. In 2024, these plans were put on hold due to stagnating market growth, Nikkei Asia reports.

Tesla is likely partly to blame. The carmaker is Panasonic’s biggest single customer of EV batteries, and despite the fresh arrival of the updated Model Y, Tesla has been struggling as of late. Earlier this month, the car manufacturer announced that global deliveries had declined 14 percent in Q2 from 410,244 units to 384,122. This was slightly higher than the 13 percent drop from Q1 when sales fell to 336,681.

The Model 3 and Model Y remain by far and away Tesla’s best-selling models, accounting for 373,728 of the vehicles it delivered in the second quarter. By comparison, the Model S, Model X, and Cybertruck accounted for just 10,394 combined sales.

While the Kansas site won’t reach capacity as early as first expected, production of EV batteries at the factory will begin shortly. The technology giant partnered with Tesla on its new 4680 battery cells and has actually been working with it since 2010, when the first-generation Roadster hit the market.

Last month, General Motors announced Fairfax Assembly would begin building the redesigned Chevrolet Bolt by the end of the year. That was expected, but the company also teased future investments for their “next-generation of affordable EVs.”

GM is now doubling down on affordable electric vehicles as their Ultium Cells plant in Spring Hill, Tennessee will be upgraded to produce “low-cost” lithium iron phosphate batteries. Work will begin later this year and production is scheduled to start in late 2027.

More: All-New Chevy Bolt EV Is Coming In 2025

The automaker isn’t saying much, but they’re “targeting significant battery pack cost savings” by embracing lithium iron phosphate technology. They noted the move also increases consumer choice as the company will continue to offer batteries with a nickel cobalt manganese aluminum chemistry.

GM’s vice president of batteries, propulsion, and sustainability said, “This upgrade at Spring Hill will enable us to scale production of lower-cost LFP cell technologies in the U.S., complementing our high-nickel and future lithium manganese rich solutions and further diversifying our growing EV portfolio.”

There’s no word on which vehicles will be equipped with lithium iron phosphate batteries, but nearby Spring Hill Manufacturing makes the Cadillac Lyriq and Vistiq. However, the batteries are likely destined for affordable EVs and not luxury models.

GM Still Focused On LMR Batteries

While GM is excited about LFP batteries, President Mark Reuss focused on their recently announced lithium manganese rich (LMR) chemistry. He noted construction at the Ancker-Johnson Battery Cell Development Center in Michigan hit a milestone last month when the final steel beam was hoisted into place.

Once the facility opens, its first task is to “advance LMR batteries into production before anyone else.” Reuss added the center will “help reduce development times for new batteries by as much as a year.”

The BMW CE 04 has always been an electric scooter unlike any other. For decades, almost all scooters looked merely utilitarian, but when launched in 2021, the CE 04 represented something radical as it looked more like a movie prop than a typical scooter. Now, it has been updated for 2025, and thankfully, the bold design has remained largely unchanged, but some upgrades have been made.

For starters, the CE 04 is now available in three grades: Basic, Avantgarde, and Exclusive. This first is sold exclusively in Lightwhite with a black-grey seat and a clear windshield, whereas the Avantgarde is painted in Gravity Blue metallic matte with Sao Paulo yellow contrasts. Adding to its bold looks are a yellow-tinted windshield, a black and grey seat with yellow and white accents, and a laser-engraved rear wheel.

Read: BMW Unveiled Something Wild On Two Wheels

Then there’s the Exclusive. It is painted in Space Silver metallic and has a more elegant look, complete with a much larger windshield. The Exclusive also comes standard with heated grips and seats, as well as distinctive upholstery.

Mechanically, the 2025 CE 04 is identical to the original. That means it still sports an 8.9 kWh battery driving a single electric motor with 42 hp. A lower-powered version that tops out at 31 hp is also available. BMW says it can travel up to 130 km (81 miles) on a single charge and hit 50 km/h (32 mph) in 2.6 seconds, which is very respectable for a two-wheeler that’s not a sports bike.

Owners using a normal household socket will need to wait 4 hours and 20 minutes to charge the CE 04 fully. Those with access to a 6.9 kW charger can reduce the charging time to 1 hour and 40 minutes for a full charge or 45 minutes to get from 20 to 80 percent.

All CE 04 models can be optioned with BMW Motorrad’s automatic stability control and dynamic traction control systems. There are also three riding modes, ABS brakes, LED lights, and a 10.25-inch display.  

Unless your daily commute involves chasing down a Cannonball Run record, chances are you’re not rolling around with a 70-gallon (265-liter) fuel cell in your car. Most of us don’t need to knock out 1,860 miles (3,000 km) in one uninterrupted stretch. But according to Huawei , that kind of range might soon be possible in an electric vehicle.

The Chinese tech giant claims its new battery technology could enable a future mid-size EV to cover that distance on a single charge.

Related: BYD’s New 1,000 kW EVs Fill Up As Fast As Gas Cars

Like Toyota, VW, BMW, Stellantis and other big players in the tech and automotive space, Huawei has spent the last few years working on solid state batteries, which most experts agree will bring a step-change in EV usability. And this month Huawei filed a Chinese patent for solid-state battery chemistry that comes with some bold claims.

The cells, whose sulfide electrodes are doped with nitrogen to reduce lifespan-shortening side reactions, have an energy density of 400-500 Wh/kg, the filing says, or triple the figure for current conventional cells. Huawei reckons that would allow a typical midsize sedan to cover 1,860 miles on a single charge. Oh, and that charge – to full, not 80 percent – would  take just five minutes.

The 1,860-mile figure would be based on China’s hopelessly optimistic CLTC calculations, so would probably translate to a 1,300-mile (2,090 km) EPA number. Slightly less spectacular, sure, but still around three times what the rangiest 2025 EVs can deliver on a single charge.

It all sounds incredible, but I have some reservations about it actually happening, and not because I doubt Huawei’s tech. No one buying an EV is going to need to travel that far between charges, especially if that EV can be charged in less than five minutes (being able to do that depends on having the infrastructure, but there’s no doubt that will come). And automakers won’t want to build one, anyway, since associated costs will be, at least at first, quite high.

Even in a future where we can sleep while our car does the driving, we’re still going to need bathroom breaks and to stretch our legs with a quick stroll to keep the DVT at bay. And making an EV with an unnecessarily long range means making an unnecessarily heavy and expensive EV because batteries are heavy and expensive, though Huawei expects prices and weights to fall. As TG notes, even with the clever cells, an 1,860-mile EV would still need a battery pack that weighed as much as a Mitsubishi Mirage.

What’s far more likely is that automakers will use the tech to put smaller, cheaper batteries in their cars that still deliver plenty of range – say 600 miles (1,000 km) – but make those cars lighter, and so more efficient, and also less expensive to build and buy. When automakers can deliver an EV that costs less than a gas car, goes further in one hit and refuels faster, electric cars will really take off, infrastructure willing.

Toyota has already talked of its future EVs having a 750-mile (1,200 km) range and that sounds like more than enough to us. What do you think the optimum range is for a family-sized electric car?

Source: Car News China

Solid-state batteries have been the big promise in the EV world for years now. Enthusiasts and experts alike have predicted they would render current battery chemistries like LFP and NMC practically obsolete by this point. So far, though, we’re still waiting for that promised breakthrough.

Still, the world’s largest carmakers aren’t ready to give up on them just yet. Companies like BMW, Mercedes-Benz, and Stellantis continue to pour resources into solid-state tech, lured by the possibility of EVs that could travel over 1,000 km (621 miles) on a single charge.

BMW recently started testing a specially-equipped i7 prototype in Munich with large-format solid-state cells from US company Solid Power. These cells use sulfide-based electrolytes and will be used in future Neue Klasse models from the automaker. But it won’t be until the 2030s that mass production of these cars begins.

Read: Mercedes EQS Solid State Prototype Hits The Street With 621 Miles Of Range

Cross-town rival Mercedes-Benz is also working on solid-state EVs of its own. It started real-world testing of a retrofitted EQS in February, using a battery from Factorial Energy, a company Mercedes has been working with for several years.

According to Auto News, this new battery will have 25% higher energy than current packs. It’ll also be lighter and more compact. This will also impact the designs of future Mercedes models with solid-state packs, according to the company’s head of battery development, Uwe Keller.

“[These benefits] not only lead to longer vehicle ranges but also affect the vehicle design, for example the architecture,” he revealed. “Solid state cells are also less prone to overheating.”

Stellantis is also making moves to bring solid-state batteries to the market. Like Mercedes, it’s working with Factorial Energy on the project and will start tests in 2026. According to the senior vice president of tech research at Stellantis, Anne Laliron, “Solid state is the North Star in battery chemistry,” allowing car brands to choose between “more range or fewer materials – both reduce cost and carbon footprint.”

While it’s unclear when Stellantis will bring the tech to the road, both Toyota and Nissan believe they can commercialize solid-state batteries in the very near future. Toyota is targeting production in 2027, while Nissan says it can launch a solid-state battery by 2028. However, given the turmoil Nissan currently finds itself in, we wouldn’t be shocked to see that date get pushed back.

Nissan might be facing some financial hurdles, but that hasn’t stopped them from doubling down on solid-state batteries. In fact, the company’s first production EV featuring this next-gen technology is schedule for 2028, promising to deliver significant upgrades in range, charging speed, cost, and packaging, improvements that will have all EV makers, including Tesla, taking note.

More: This BMW Prototype Hides A Solid Secret

The Japanese automaker has been working on solid-state battery tech for years and is now reaffirming its commitment, with Christophe Amblard, Nissan’s Director of Product Planning in Europe, telling Auto Express, “Yes, we will be ready for solid-state batteries in 2028.”

Amblard was quick to point out, though, that Nissan won’t be rushing this new technology to market. According to him, “We can’t rush the process. We have to be sure that this technology is reliable, and ready to meet our customers’ expectations.” In other words, they’d rather take their time and get it right than risk another situation.

The Advantages of Solid-State Batteries

Solid-state batteries are expected to boost energy density by up to 30% compared to current lithium-ion packs, all while being cheaper to produce and compatible with ultra-fast charging. The magic happens by removing the liquid elements from the battery cells, which not only enhances temperature management but also enables more efficient packaging.

Nissan’s solid-state batteries could also find their way into the next-generation GT-R, which is rumored to launch later in the decade. In 2023, Nissan teased the Hyper Force Concept, which boasted a fully electric powertrain with an absurd 1,341 horsepower. Recent reports, however, suggest the car might be a hybrid instead. Either way, Nissan’s electrification plans seem to be moving full speed ahead.

More: Stellantis Takes Solid-State Batteries From Lab To Road In A Charger

Amblard also hinted that solid-state batteries could find a place in plug-in hybrid vehicles as well. “We are not sure where the technology could lead, but we are actively exploring all potential applications.” So, while Nissan isn’t entirely sure what the future holds, they’re definitely testing all the possibilities, which is about as non-committal as it gets.

Nissan Is Not Alone In The Race

Nissan’s goal of putting solid-state batteries into production aligns with rival automakers like Toyota, Stellantis, VW Group, BYD, and SAIC. Even the world’s largest battery maker, CATL, is set to begin small-series production of solid-state batteries by 2027.

It’s not just the legacy car manufacturers jumping on the solid-state bandwagon either. Tech giants Xiaomi and Huawei have both recently filed patents hinting at their own explorations into the technology.

Rising tariffs are doing more than sparking political arguments, as hey’re reshaping where, how, and even if some companies build their next-generation manufacturing hubs. While former President Trump’s trade policies have nudged a few automakers toward building more vehicles in the United States, they’ve also sent car prices climbing and stirred chaos in the global auto market.

One of the latest casualties? A $1.6 billion battery factory in South Carolina, where construction is on hold before production has even begun.

Read: EV Support In America Is Falling Faster Than Anyone Predicted

In 2023, Automotive Energy Supply Corp., better known as AESC, began constructing a battery plant in South Carolina to supply BMW with cells for its electric vehicles, including the upcoming production models based on the Neue Klasse Vision concepts, the iX3 SUV and i3 sedan..Work on the physical buildings at the site is almost complete, but efforts to install equipment and establish assembly lines have been halted.

In a memo addressed to employees that was seen by The Wall Street Journal, AESC’s chief executive for the US and Europe, Knudt Flor, said work was being paused because of “economic uncertainty arising from current federal policy and tax issues.” However, he added that “Our intent is to finish construction of the facility once stability and predictability have returned to the market.”

According to the WSJ, AESC would face a substantial tariff bill if it were to import the necessary machinery from China. Additionally, separate tariffs on steel and aluminum could hurt the battery giant.

AESC announced its South Carolina plant while Joe Biden was still President and the administration was providing huge subsidies to attract battery manufacturers to the United States. Through the Inflation Reduction Act, the Biden administration helped attract more than $130 billion in investments across the automotive sector, with many focusing on batteries for electric vehicles.

Now, many subsidies are in the firing line of Republicans. A new bill proposes ending EV battery production subsidies a year early and making them unavailable to companies with ties to certain countries, like China. Although AESC is headquartered in Japan, it is majority-owned by the Envision Group in China.

“AESC has invested over $1 billion into the Florence facility, and we anticipate being able to resume construction once circumstances stabilize,” the company told the news outlet in a statement. “AESC fully intends to meet our commitments to invest $1.6 billion and create 1,600 jobs in the coming years.”

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