Toyota has come under plenty of criticism in recent years for not making the shift to electric powertrains as quickly as some of its competitors. However, the world’s largest car manufacturer continues to invest heavily in EV technologies, doubling down on its commitment to launch new models with all-solid-state batteries in 2027-2028.

Since 2021, Toyota has been working with Japanese mining company Sumitomo Metal Mining on the cathode materials needed for solid-state batteries. These batteries, primarily composed of a cathode, anode, and solid electrolyte, have long been considered the holy grail of electric vehicles.

Smaller, Lighter, Faster

Beyond improving range, solid-state batteries are expected to be smaller, lighter, and charge faster than today’s lithium-ion packs. The technology is also said to deliver higher output and longer life.

Toyota recently signed a new agreement with Sumitomo Metal Mining to accelerate the mass production of these cathode materials, taking another step toward commercializing the technology.

Read: Toyota Partners With Japanese Petroleum Giant To Develop Solid-State Batteries For EVs

Toyota and Sumitomo say that through the use of powder synthesis technology, they have been able to develop a “highly durable cathode material” that can be mass-produced for these batteries. The collaboration builds on Sumitomo’s experience supplying cathode materials for existing EVs, now adapted to the stricter requirements of solid-state production.

It’s not just its work with Sumitomo that will allow Toyota to commercialize solid-state batteries. Since 2013, it has also been working alongside Japanese oil product Idemitsu Kosan on the new technology.

Idemitsu Kosan is developing lithium sulfide for use in batteries and plans to build a large plant capable of producing 1,000 metric tons of the material annually. Mass production is expected to start in 2027.

A previous roadmap published by Toyota indicated that its first generation of solid-state batteries launching in 2027-2028 will allow for 1,000 km (621 miles) worth of range, all while having the ability to charge from 10-80 percent in just 10 minutes.

The second generation is projected to exceed 1,200 kilometers (745 miles), signaling a substantial leap in energy density and efficiency.

In a statement, Toyota and Sumitomo said they are currently focusing on improving the “performance, quality, and safety of cathode materials for all-solid-state batteries, as well as reducing costs for mass production.” They aim to “achieve the world’s first practical use of all-solid state batteries in BEVs.”

Global Race For Solid-State Supremacy

While Toyota hopes to lead the transition, several global automakers are pursuing the same goal. BMW, Honda, Stellantis and Mercedes are investing heavily in solid-state technology, with some already testing prototype vehicles. Recently, MG launched the second-generation MG4 with semi-solid-state batteries that use around five percent liquid electrolyte.

Note: For anyone wondering, the opening image shows a pear-shaped lab flask containing a sample of solid-state battery material. Toyota included the photo in a release about its all-solid-state battery program.

Despite online jokes about the shape, it’s actually a standard scientific container used for drying and storing chemical samples during testing and production. The powder inside is cathode or electrolyte material destined for Toyota’s next-generation solid-state EV batteries.

In a market where federal tax credits are no longer cushioning electric car prices, the upcoming 2027 Chevrolet Bolt arrives as GM’s latest attempt to keep affordable EVs within reach. Shown off quietly to existing owners, the 2027 model rolls in at $29,990 including destination fees, offering a handful of upgrades over its predecessor rather than any sweeping reinvention.

Read: 2027 Chevy Bolt Just Showed Up Completely Undisguised At A Tesla Station

This represents a modest price increase over the 2023 model that was discontinued two years ago, and although it remains the most affordable EV from an American brand, the new Bolt still sits several thousand dollars above the entry-level 2026 Nissan Leaf, which is due to arrive next spring starting at $25,360.

Production and Core Specs

At a recent event, Chevrolet confirmed that production of the 2027 Bolt will begin early next year at its Kansas City facility. As revealed in recent images, the electric hatch will include a standard NACS charging port, aligning it with the new industry standard.

It has also been confirmed to come standard with a new 65 kWh lithium-ion phosphate battery pack that will provide it with 255 miles (410 km) of driving range, according to GM’s own estimates. That represents a modest improvement over the outgoing model’s 247-mile figure.

Photos Chevrolet

Beyond boasting a better range than the outgoing Bolt, the new one’s DC charging speeds are no longer capped at 50 kW. Instead, it can charge at up to 150 kW, meaning the battery can be topped up from 10-80 percent in 26 minutes. That’s a big improvement over the old model and matches the charging speeds of the new Leaf.

Chevy has also equipped the Bolt with a new motor, borrowing the unit found in the Equinox EV and producing 210 hp. Performance times have yet to be announced, not that Bolt owners are the kinds of buyers that’ll be participating in traffic light races.

Pricing and Trims

The 2027 Bolt will debut first as a Launch Edition, starting at $29,990 with destination and delivery included. A slightly more affordable LT trim will follow next year priced from $28,995.

From a visual standpoint, the alterations made to the Bolt are less significant than many had expected. Indeed, it mostly looks like a facelifted version of the outgoing model. Key changes made include the fitment of new headlights, different taillights, and a unique tailgate with a redesigned bumper.

The interior is also very similar. However, Chevy has added a larger digital instrument cluster and moved away from gear selector buttons on the transmission tunnel, instead opting for an electronic column shifter.

A particularly welcome addition is a set of large physical dials for temperature and fan speed, providing straightforward control without touchscreen fuss. Two new storage compartments now sit within the dashboard, directly in front of the passenger, adding extra practicality to the cabin.

Long charging times have long been considered one of the biggest disadvantages of electric vehicles, particularly when compared to how quickly you can refuel an ICE-powered car. However, Chinese automaker Zeekr has just unveiled an updated version of the 001 shooting brake, turning it into one that appears to be the fastest-charging EV on the planet.

Now, when we say the 001 charges as quickly as it takes to refuel a combustion-powered car, don’t rush to take a stopwatch to verify it, but it’s close enough to be quite impressive.

Lightning-Quick Refill

Thanks to the implementation of a new 900-volt electric architecture and Zeekr’s ‘Golden Brick’ battery, one version of the 001 can be charged from 10-80 percent in just 7 minutes.

Read: Zeekr 007 EV Can Get 80% Charge In Just Ten Minutes

That figure is particularly remarkable given that this model has a reasonably sizeable 95 kWh battery pack, rather than a small one that can charge quickly.

Zeekr claims the new and improved 001 supports charging speeds of up to 1,140 kW. In the US, only Tesla’s Megachargers, developed for the Semi, can deliver those kinds of speeds, but in China, Zeekr has already started rolling out 1,300 kW stations.

Power To Match The Speed

Zekr will sell the new 001 with the 95 kWh pack exclusively in all-wheel drive guise. This version features dual electric motors that combine to deliver 912 hp, allowing for a 0-62 mph (0-100 km/h) sprint in a dazzling 2.83 seconds.

The 95 kWh model has a claimed CLTC range of 441 miles (710 km), which is more than adequate even under China’s rather optimistic standards.

A version with a 103 kWh pack, using CATL’s Qilin battery tech, will also be available, boosting range to 437 miles (762 km), but not quite matching the charging speeds of the Golden Brick battery. That’s not to say models with the 103 kWh pack don’t charge quickly. In fact, they can go from 10-80 percent in just 10 minutes.

Plenty of other upgrades have been made to the Zeekr 001. For example, it comes with a panoramic glass roof embedded with individual LEDs that’s designed to mimic the Starlight headliner you’ll find in a Rolls-Royce.

The new model also includes a large infotainment display, a 39.3-inch head-up display, a 13-inch instrument cluster, and an 8-inch display at the rear.

Final pricing details have yet to be announced, but Zeekr has announced that customer deliveries will start in the coming days.

The Dacia Spring proved that EVs can be seriously affordable, so long as you can afford the time. The original versions were shockingly slow, but Dacia has replaced both the 46 and 65 models with two new versions that are on a different performance planet, and still shouldn’t cost the earth.

Until now, the Spring has come in a couple of trims and with two different motor options, the 45 and 65. Those numbers referred to the metric horsepower output, which equates to just 44 hp (33 kW) and 64 hp (48 kW).

Clearly, we’re not talking about Tesla-grade go here. The 65 took 13.7 seconds to reach 62 mph (100 km/h), and the 45 required 19.1 seconds, the kind of performance last seen on mainstream cars over 40 years ago.

Related: You Can Buy A New Dacia EV For Just $4,600 In Italy, But It’s Not For Everyone

Dacia hasn’t revealed a zero to 62 mph (100 km/h) time for the new 69 hp (70 PS / 52 kW) Spring 70, but it did provide some in-gear acceleration data to prove what a massive difference the extra muscle makes.

Where the 45 and 65 needed 26.2 and 14 seconds, respectively, to amble from 50-75 mph (80-120 kmh), the 70 can do the job in 10.3 seconds. And the 99 hp (100 PS / 74 kW) Spring 100 cuts it to just 6.9 seconds, while also getting to 62 mph in 9.6 seconds, which is hardly hot hatch performance, but it will certainly feel like one in this company.

Smarter Under The Skin

Helping keep that newfound punch in check is an anti-roll bar, which makes an appearance on the tech sheet for the first time, along with a new 24.3 kWh lithium-ion phosphate (LFP) battery. The electric driving range is unchanged at 140 miles (225 km), but the previously 30 kW on-board charger is upgraded to 40 kW.

That change looks laughable in the context of the latest 400 kW EVs, but the Spring’s battery is tiny, so a 20-80 percent fill takes a bearable 29 minutes when hooked up to a DC charger, and a 20-100 percent fill via a 7kW wallbox is done in 3h 20 minutes.

Price Still Matters

Dacia hasn’t revealed prices for the upgraded Springs, but hopefully, they won’t stray too far from where the outgoing cars were positioned. At just £14,995 ($20,200), the base 45 was one of the cheapest EVs available in the UK.

Dacia

While there’s little doubt that Chinese car manufacturers and battery companies are pushing EV technologies to a new level, that doesn’t mean legacy brands aren’t also looking for how they, too, can make electric vehicles better. Stellantis is one of them and thanks to a partnership with Saft, a subsidiary of energy giant TotalEnergies, it’s unveiled a promising new tech.

Read: Stellantis Gives China’s Leapmotor A Way To Dodge Europe’s Painful EV Tariffs

This prototype, based on the Peugeot E-3008, has been fitted with a new kind of battery spawned from IBIS, the collaborative initiative launched by Stellantis six years ago. Unlike most EVs, it embeds the inverter and charger functionalities directly into the battery. It supports AC and DC charging while also supplying the vehicle’s 12-volt architecture and auxiliary systems.

Power With Less Weight

The claimed gains are significant. Stellantis reports a 10 percent improvement in energy efficiency compared with a conventional pack of the same size. Peak power rises from 201 hp (150 kW) to 231 hp (172 kW), while the system sheds 88 lbs (40 kg) and frees up 17 liters of space.

Charging performance also benefits, with times reduced by as much as 15 percent. On a standard 7 kW AC charger, for example, a full recharge drops from 7 hours to around 6.

Still On Trial

Although the figures are promising, development is still in its early stages. Testing of the IBIS system is expanding to include on-road trials, and if progress stays on track, Stellantis suggests the system could appear in production vehicles before the decade closes.

As chief engineering and technology officer Ned Curic explains, the thinking is straightforward. “This project reflects our belief that simplification is innovation. By rethinking and simplifying the electric powertrain architecture, we are making it lighter, more efficient, and more cost-effective. These are the kinds of innovations that help us deliver better, more affordable EVs to our customers.”

EV fires, notoriously difficult to extinguish once they start, remain one of the toughest challenges for carmakers. Engineers continue racing to design battery packs resilient enough to survive crashes without igniting. In China, however, a very different approach has been showcased: a high-speed ejection system that literally launches the pack away like a projectile from the vehicle during an emergency.

If that sounds less like a safety breakthrough and more like and accident waiting to happen, you’re getting the idea. And yes, it really is that stupid.

Battery Launcher

The unusual demonstration was captured in a video that went viral on Chinese social media. The clip shows a large battery module violently shooting out of the side of an SUV before smoke appears. Safety workers quickly smothered the pack with a special blanket after it landed in a designated area with pillows.

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

According to Chinese reports, the system works in much the same way as an airbag. If sensors detect a thermal event in the pack, the system can trigger an ejection in less than a second, flinging the battery between 3–6 meters (10–20 feet) away from the vehicle. The idea is to protect occupants from a potential fire or even an explosion.

Good Luck Everyone Else

Of course, as many commenters pointed out, “somewhere else” could just mean straight into another moving car, onto pedestrians, or across live traffic. A battery pack that weighs hundreds of kilos is about as far from harmless as a projectile can get. And in the kind of heavy crash where fires are most likely, the car’s structure could crumple enough to jam the system anyway, leaving you with both the fire and the deadweight still on board.

Who Staged the Demo?

Here’s where it gets interesting. While we couldn’t find official information, markers on the SUV suggest the test was organized by the China Automotive Collision Repair & Technology Research Center. Stage graphics show it took place during the “Power Battery Launch Technology Demonstration and Exchange Meeting” on September 19, 2025.

More: Chinese Government’s Hunt For Online Car Slander Has Begun

The prototype appears to be based on the iCar 03T, though the automaker quickly distanced itself from the experiment. Posting on its Chinese social media accounts, the Chery-owned brand stated: “This has nothing to do with iCAR, please be rational.” Reports also claimed that Joyson Group may have collaborated on the project, but the company has since denied involvement, according to Epoch Times.

For all the spectacle, the so-called missile-style ejection system is a dead end. Lobbing a half-ton battery into traffic is not a safety feature, it’s a liability with wings. And in the real-world crashes where it might matter, the mechanism itself would likely be wrecked before it ever fired.

Screenshots Weibo

Electric motorcycles have so far failed to take-off quite like electric cars, but this doesn’t mean development has stagnated. In fact, the VW Group is testing innovative solid-state battery cells in a specially-equipped Ducati superbike, presented at Munich’s IAA Mobility event. These innovative battery cells don’t just have the potential to shake up the motorcycling industry, but the wider automotive world.

Read: This BMW Might Just Be The Coolest Electric Bike You’ll Never Own

Ducati, which is owned by the VW Group, is the sole supplier of bikes for the MotoE World Championship, which places it at the forefront of the industry. However, its racing bike still cannot match the weight of one of its ICE-powered racing bikes, nor does it offer an adequate amount of range. That’s where solid-state battery cells come in.

A Prototype With A Purpose

An overhauled version of Ducati’s V21L prototype was presented in Germany, now equipped with 980 QSE-5 cells from QuantumScape. These cells use a lithium metal anode and ceramic separator, promising significant improvements in energy density, fast charging capability, safety, and lifecycle over traditional lithium-ion batteries.

Solid-State For Motorcycles And Cars

The Italian bike manufacturer didn’t reveal how much the solid-state battery of the special V21L prototype weighs, nor what kind of range it gives the bike. However, if the setup can be perfected, it could eventually find its way into a road-legal production motorcycle. In the coming months, the solid-state technology will continue to be tested and the bike will hit the track.

“At Ducati, we have a long history of pushing the boundaries of technology to improve the riding experience both on the road and on the racetrack,” said chief executive Claudio Domenicali. “Our pursuit of innovation has allowed us to achieve incredible results, including the record of six consecutive MotoGP Constructors’ titles. The high energy density achieved with solid state technology is a perfect fit for a high-performance vehicle like a sport motorcycle.”

The link with QuantumScape is not new. VW has spent more than a decade working alongside the Californian battery specialist, with the same goal of bringing solid-state cells into road-going cars. The Ducati testbed, then, is not just about motorcycles. It is also a rolling laboratory for the broader push toward next-generation electric mobility.

Hyundai has used their investor event to unveil a future product roadmap and a “2030 Vision.” It calls for an assortment of new models including range-extended electric vehicles.

Starting stateside, Hyundai announced plans to launch its first body-on-frame mid-size truck in North America by 2030. It will challenge the Chevrolet Colorado, GMC Canyon, Ford Ranger, Nissan Frontier, Toyota Tacoma, and the reborn Ram Dakota.

More: Americans Love Trucks, Except Ones From Hyundai

The company has high hopes for the pickup as they noted it targets “one of the largest segments in the industry.” Hyundai added they have “gained valuable experience and brand presence” since launching the compact unibody Santa Cruz in 2021. CEO Jose Munoz even hinted that a rugged, off-road SUV could join the lineup built on the same platform.

More N Models And Hybrids

Hyundai’s N lineup will expand to more than seven models by 2030, including the all-new Ioniq 6 N. The company believes the move will increase global N sales to over 100,000 units annually.

Hyundai will also expand its hybrid lineup to include more than 18 models by 2030. They’ll also embrace commercial vehicles in North America by offering a large electrified van as well as the XCIENT fuel cell truck and Translead trailers.

Lots Of New EVs

Baldauf / Carscoops

Hyundai bet big on EVs and even more are on the horizon, including an entry-level Ioniq 3 for Europe. The model was recently previewed by a concept and will be a mass-market vehicle with a next-generation infotainment system.

Sticking with international markets, India will get its first locally designed EV, while China gets a new C-segment electric sedan. The latter will be joined by the recently unveiled Elexio SUV.

The automaker is also gearing up to launch its first range-extended electric vehicles in 2027. They’ll offer more than 600 miles (966 km) of combined range as well as high-performance batteries that were developed in-house. Hyundai said they’ll have “full EV power performance with less than half the battery capacity, improving accessibility while maintaining exceptional range and performance, and eliminating range anxiety.”

Speaking of EVs, Hyundai noted a cloud-based battery management system is coming in 2026. It promises to “collect data from diverse vehicle environments, applying proprietary advanced modeling for faster, more precise diagnostics.”

We can also expect next-generation batteries that will arrive by 2027. These are said to be 30% cheaper despite having a 15% higher energy density. Charging times will also drop by 15%, making ownership more convenient.

Hyundai is also developing next-generation fuel cell systems for commercial vehicles. These promise to have “high efficiency, durability and power output to meet the demands of future mobility.”

Genesis Gets Some Love

On the luxury side of the equation, the Genesis lineup will expand to include hybrid, electric, and range-extended vehicles. The first hybrid will arrive next year and the company said their next-generation platform will support multi-energy configurations.

Genesis is aiming to increase annual sales to 350,000 units by 2030, and they’ll achieve this by expanding their presence in the United States, Europe, Korea, China, the Middle East, and emerging markets. Speaking of Europe, the brand is planning to be in up to 20 European markets in the coming years.

In the United States, Genesis is planning to strengthen its market presence through local production and the introduction of range-extended EVs. The company also mentioned “ultra-bespoke vehicles,” hinting at possible ultra-luxury ambitions.

Company Eyes Increased Sales And More US Production

Overall, Hyundai is targeting global sales of 5.55 million vehicles by 2030. They’re banking on “significant growth” in North America, Europe, and Korea to achieve this.

Getting back to the United States, the Hyundai Metaplant in Georgia is set to increase its annual production capacity to 500,000 vehicles by 2028. The plant currently builds the Ioniq 5 and Ioniq 9, but it will eventually make hybrids as well.

Hyundai said the expansion will create 3,000 direct and indirect jobs, and involve a $2.7 billion investment over three years. The company also aims to produce more than 80% of vehicles sold in the United States domestically by 2030, with supply chain content increasing from 60% to 80%.

The all-new Nissan Leaf arrives with the weight of expectation on its shoulders. For Nissan, this car is meant to mark a return to prominence in the electric vehicle space, yet its launch has stumbled out of the gate. Production is set to be cut back from September through November as the company grapples with delays in securing enough battery packs to keep assembly lines moving.

Read: Nissan Takes A Leaf From The Z For Its Mass Market EV

Nissan is currently building the new Leaf at its Japanese plant in the Tochigi prefecture but particularly steep reductions are being made next month and throughout October, with thousands fewer examples now expected to be built.

Battery Bottleneck

According to a report from Nikkei Asia, the Leaf’s batteries are supplied by AESC, but production yields haven’t ramped up as quickly as anticipated. The result is a shortfall that could begin to limit availability in showrooms if it continues. For a car expected to carry so much significance, that’s an awkward complication at the very start of its life.

Underpinning the Leaf is the same CMF-EV platform as the larger Ariya. The entry-level version confirmed for the American market uses a 52 kWh battery pack driving a single electric motor at the front wheels with 174 hp and 254 lb-ft (345 Nm) of torque.

Nissan will also sell the Leaf with a larger 75 kWh pack that’s paired to an electric motor delivering 214 hp and 262 lb-ft (355 Nm). Nissan says the 75 kWh version has a driving range of 303 miles or 488 km.

Pricing and Availability

In addition to selling the new Leaf in the US, it’s been confirmed for launches in Japan and Europe, with other markets expected to follow. Likely the single most important determining factor about whether or not it will be a success will be its starting price.

Nissan recently confirmed that prices for the 2026 Leaf will start at $29,990, making it the cheapest EV on sale in the country, and only representing a small price hike over the decade-old model it replaces. Perhaps even more interesting is the fact that an even cheaper version is in the works, although prices for it have yet to be revealed.

Finding fresh roles for used car batteries is becoming a growing focus in the auto industry, and Stellantis has found a particularly human-centered application. Instead of letting end-of-life EV packs sit idle, the company is repurposing them for mobility solutions outside traditional cars.

More: Stellantis Is Quietly Building A Tri-Motor EV Setup That Can Power Itself

One of the most intriguing examples comes through a collaboration with startup Avathor, which has developed a compact EV tailored for wheelchair users and people with reduced mobility. Adding another interesting twist in this story is that the vehicle itself was penned by Italdesign, part of the Volkswagen Group.

This indirect and somewhat unusual collaboration between Stellantis and the VW Group likely stems from the fact that both Avathor and Italdesign are based in Turin. The Italian city is also a key hub for Stellantis, home to the Mirafiori facilities and the company’s main European headquarters.

From Road To Renewal

The process begins with Stellantis brands gathering batteries from retired EVs. These packs make their way to Turin, where SUSTAINera, Stellantis’ circular economy branch, focuses on extending their usefulness and cutting down on waste. A local partner, Intent S.r.l., then disassembles the 15 kWh modules, repackaging them for fresh duties.

For the Avathor One, the modules are reconfigured in 1.4 kWh short-range or 2.8 kWh long-range batteries, offering up to 50 km (31 mph) between charges with a top speed limited to 10 km/h (6 mph).

Avathor / Italdesign

What Is The Avathor One?

The Avathor One was launched earlier this year as the production model derived from the futuristic 2019 WheeM-i concept by Italdesign. It has a rear ramp for wheelchair access, a pull-out bench, and joystick controls.

Measuring just 1,486 mm (58.5 inches) in length, the EV comes fitted with car-like features such as LED headlights, a rearview camera, and collision-avoidance sensors that recognize both obstacles and pedestrians. It can handle gradients of up to 20 percent and climb steps up to 8 cm (3 inches) high.

According to the company, the goal is to launch the Avathor in Italy later this year, followed by Spain in 2026 and other markets in 2027.

Beyond Mobility Aids

Beyond the Avathor project, Stellantis SUSTAINera is also working with utility providers and battery integrators. One notable example is the ENEL X Pioneer system, which stores renewable energy at Rome’s Fiumicino Airport and is projected to cut CO2 emissions by 16,000 tons over ten years.

Of course, Stellantis isn’t the only automaker that is active in the circular economy with second-life batteries. Other brands such as Nissan, Renault, BMW, Kia, Geely, Jaguar, Toyota, Honda, Skoda, and Audi have all been involved in similar projects.

Stellantis

Before batteries lose power, fail suddenly, or burst into flames, they tend to produce faint sounds over time that provide a signature of the degradation processes going on within their structure. But until now, nobody had figured out how to interpret exactly what those sounds meant, and how to distinguish between ordinary background noise and significant signs of possible trouble.

Now, a team of researchers at MIT’s Department of Chemical Engineering have done a detailed analysis of the sounds emanating from lithium ion batteries, and has been able to correlate particular sound patterns with specific degradation processes taking place inside the cells. The new findings could provide the basis for relatively simple, totally passive and nondestructive devices that could continuously monitor the health of battery systems, for example in electric vehicles or grid-scale storage facilities, to provide ways of predicting useful operating lifetimes and forecasting failures before they occur.

The findings were reported Sept. 5 in the journal Joule, in a paper by MIT graduate students Yash Samantaray and Alexander Cohen, former MIT research scientist Daniel Cogswell PhD ’10, and Chevron Professor of Chemical Engineering and professor of mathematics Martin Z. Bazant.

“In this study, through some careful scientific work, our team has managed to decode the acoustic emissions,” Bazant says. “We were able to classify them as coming from gas bubbles that are generated by side reactions, or by fractures from the expansion and contraction of the active material, and to find signatures of those signals even in noisy data.”

Samantaray explains that, “I think the core of this work is to look at a way to investigate internal battery mechanisms while they’re still charging and discharging, and to do this nondestructively.” He adds, “Out there in the world now, there are a few methods that exist, but most are very expensive and not really conducive to batteries in their normal format.”

To carry out their analysis, the team coupled electrochemical testing with recording of the acoustic emissions, under real-world charging and discharging conditions, using detailed signal processing to correlate the electrical and acoustic data. By doing so, he says, “we were able to come up with a very cost-effective and efficient method of actually understanding gas generation and fracture of materials.”

Gas generation and fracturing are two primary mechanisms of degradation and failure in batteries, so being able to detect and distinguish those processes, just by monitoring the sounds produced by the batteries, could be a significant tool for those managing battery systems.

Previous approaches have simply monitored the sounds and recorded times when the overall sound level exceeded some threshold. But in this work, by simultaneously monitoring the voltage and current as well as the sound characteristics, Bazant says, “We know that [sound] emissions happen at a certain potential [voltage], and that helps us identify what the process might be that is causing that emission.”

After these tests, they would then take the batteries apart and study them under an electron microscope to detect fracturing of the materials.

In addition, they took a wavelet transform — essentially, a way of encoding the frequency and duration of each signal that is captured, providing distinct signatures that can then be more easily extracted from background noise. “No one had done that before,” Bazant says, “so that was another breakthrough.”

Acoustic emissions are widely used in engineering, he points out, for example to monitor structures such as bridges for signs of incipient failure. “It’s a great way to monitor a system,” he says, “because those emissions are happening whether you’re listening to them or not,” so by listening, you can learn something about internal processes that would otherwise be invisible.

With batteries, he says, “we often have a hard time interpreting the voltage and current information as precisely as we’d like, to know what’s happening inside a cell. And so this offers another window into the cell’s state of health, including its remaining useful life, and safety, too.” In a related paper with Oak Ridge National Laboratory researchers, the team has shown that acoustic emissions can provide an early warning of thermal runaway, a situation that can lead to fires if not caught. The new study suggests that these sounds can be used to detect gas generation prior to combustion, “like seeing the first tiny bubbles in a pot of heated water, long before it boils,” says Bazant.

The next step will be to take this new knowledge of how certain sounds relate to specific conditions, and develop a practical, inexpensive monitoring system based on this understanding. “Now, we know what to look for, and how to correlate that with lifetime and health and safety,” Bazant says.

One possible application of this new understanding, Samantaray says, is “as a lab tool for groups that are trying to develop new materials or test new environments, so they can actually determine gas generation or active material fracturing without having to open up the battery.”

Bazant adds that the system could also be useful for quality control in battery manufacturing. “The most expensive and rate-limiting process in battery production is often the formation cycling,” he says. This is the process where batteries are cycled through charging and discharging to break them in, and part of that process involves chemical reactions that release some gas. The new system would allow detection of these gas formation signatures, he says, “and by sensing them, it may be easier to isolate well-formed cells from poorly formed cells very early, even before the useful life of the battery, when it’s being made,” he says.

The work was supported by the Toyota Research Institute, the Center for Battery Sustainability, the National Science Foundation, and the Department of Defense, and made use of the facilities of MIT.nano.

© Photo: Alexander Cohen

For years, solid-state batteries have been viewed as the holy grail for battery-electric vehicles, promising better driving range, quicker charging, and improved safety. While it’s taken longer than many had predicted for solid-state battery packs to hit the market, Mercedes-Benz has demonstrated just how transformative the technology could be.

Read: Lucid Shatters World Record With A Drive So Long It Seems Impossible

The German automaker is testing solid-state packs in specially prepared EQS prototypes. One of these cars recently drove from Stuttgart, Germany, through Denmark, and into Malmo, Sweden, covering an impressive 748.8 miles (1,205 km) on a single charge, without stopping to plug in.

Solid-State Advantage

Compared to the battery in a standard EQS, Mercedes says its solid-state pack delivers 25 percent more energy while remaining similar in weight and size. The pack was developed in partnership with Mercedes-AMG High Performance Powertrains and the company’s F1 technology center in the UK, using lithium-metal cells supplied by U.S.-based Factorial Energy.

The 748.8 miles (1,205 km) driven in this EQS prototype exactly matches a recent Guinness World Record set by a Lucid Air Grand Touring, which covered the same 748.8 miles (1,205 km) on a single charge. What makes the feat notable is that Lucid’s car used a conventional 117 kWh lithium-ion battery, while Mercedes managed it with a solid-state pack that still had energy left over.

Range To Spare

Had Mercedes-Benz wanted to continue its journey with this EQS, it could have. They claim that at the end of the trip, the prototype had an estimated range of 85 miles (137 km) left. In theory, that means the electric sedan could have traveled up to 834 miles (1,342 km) without charging, well beyond anything currently on the market.

“The solid-state battery is a true gamechanger for electric mobility,” member of the board of management of Mercedes-Benz Group AG, Markus Schäfer, said. “With the successful long-distance drive of the EQS, we show that this technology delivers not only in the lab but also on the road. Our goal is to bring innovations like this into series production by the end of the decade and offer our customers a new level of range and comfort.”

Rimac Technology has used the Munich motor show to unveil e-axles and their next-generation solid state battery. These components will arrive in the coming years and be used by various automakers.

Starting with batteries, Rimac teamed up with ProLogium and Mitsubishi Chemical Group to create a solid-state power source that pushes the “boundaries of energy density and safety.” The company’s “Next-Gen” battery appears to have a 100 kWh capacity as well as an energy density of 260 Wh/kg. More interestingly, the battery will be able to go from a 10-80% charge in 6.5 minutes using a fast charger.

More: Rimac Goes Full Circle And Will Power BMW’s Next-Gen EVs

If everything works out, the battery should be available in the fourth quarter of 2027. There’s no word on who will use it, but Rimac has a number of automotive partners including BMW and Porsche.

Rimac also showcased an Evo battery, which is scheduled to arrive in mid-2026. It also has a 100 kWh capacity, but a lower energy density of 213 Wh/kg. Clients can also expect to wait over 16 minutes for the battery to go from 10-80% when using a fast charger.

Lastly, Rimac showed two hybrid batteries including a scalable unit that will arrive early next year. It appears to offer a capacity of between 1 and 17 kWh. The company also mentioned “interchangeable cell configurations” and an “integrated in cell-to-pack architecture with advanced safety and thermal management features.”

Besides batteries, Rimac introduced the Sinteg 300 and 550 e-axles. Designed for “performance-focused vehicles” ranging from hot hatches to SUVs, they produce between 201 hp (150 kW / 204 PS) and 483 hp (360 kW / 489 PS). The company added the 550 unit will go into production next year.

Rimac Technology COO Nurdin Pitarević remarked, “What we’re showcasing at IAA represents the convergence of breakthrough innovation and production readiness. These aren’t simply concept technologies; they’ve been developed to be production-ready solutions that will power hundreds of thousands of vehicles in the coming years.”

US immigration authorities have detained at least 450 people in a raid at Hyundai’s new EV plant in Georgia. Atlanta’s Bureau of Alcohol, Tobacco, Firearms and Explosives confirmed that it had apprehended hundreds of “unlawful aliens,” but South Korea has expressed concern over reports that 30 of the detained were its country’s nationals.

ATFA Atlanta said it had joined forces with various federal organizations including Immigration and Customs Enforcement (ICE), the FBI and Drug Enforcement Administration (DEA) to perform the operation on September 4. The search warrant executed cited allegations of “unlawful employment practices and other serious federal crimes,” the Department of Homeland Security said.

Related: A Simple Traffic Stop Can Now End With Deportation In Florida

“Today @ATFAtlanta joined HSI, FBI, DEA, ICE, GSP and other agencies in a major immigration enforcement operation at the Hyundai mega site battery plant in Bryan County, GA, leading to the apprehension of [around] 450 unlawful aliens, emphasizing our commitment to community safety,” ATFA Atlanta wrote on X.

A High-Profile Target

The raid took place at the $7.6 billion, 3,000-acre EV site opened by Hyundai close to Savannah last year. Agents were focused on the construction zone for the new battery plant that’s scheduled to open in 2026, and Hyundai claims the operation didn’t impact the neighboring EV plant, which currently produces the Ioniq 5 and 9.

Though US authorities haven’t released names or details of the 450 people it detained at the site, Korean media reports that 30 are Korean nationals, something that has alarmed the country’s lawmakers.

Diplomatic Tension

“The economic activities of Korean investment companies and the rights and interests of Korean citizens must not be unfairly infringed upon during US law enforcement operations,” a spokesperson for the country’s foreign ministry said in a statement. South Korea sent diplomats to the site, BBC News reports.

President Trump pledged to deport undocumented migrants in the run-up to his 2024 election victory, but he has also said he welcomed foreign companies to set up manufacturing businesses inside the US, as Hyundai has done.

Atlanta ATF/Hyundai

Today, @ATFAtlanta joined HSI, FBI, DEA, ICE, GSP and other agencies in a major immigration enforcement operation at the Hyundai mega site battery plant in Bryan County, GA, leading to the apprehension of ~450 unlawful aliens, emphasizing our commitment to community safety. #ATF pic.twitter.com/su6raLrLu6

— ATF Atlanta (@ATFAtlanta) September 4, 2025

A new piece of research has sparked lively debate about how best to treat an EV battery, especially for those hoping to maximize its lifespan. With replacement costs still high, it’s no surprise that owners want clear answers on whether gentle driving or spirited use is better for long-term health.

Also: Breakthrough EV Battery Patent Could Charge In Minutes And Cross A Continent

EV batteries are still hugely expensive to replace, even if prices have fallen, so it’s only natural that anyone in for the ownership long-haul would want to look after theirs by driving and charging carefully. But a recent study published in the scientific journal Nature led some to believe that getting stuck into the right pedal on a regular basis and enjoying an EV’s performance could extend battery life.

The study, ‘Dynamic cycling enhances battery lifetime,’ compared the kind of discharge profiles achieved by a constant-current cycle in lab conditions with dynamic charging and discharging profiles from real-world EV use. It found that batteries subjected to the supposedly more gentle constant-current tests aged more rapidly than the more realistic ones.

Interpreting the Science

But before you head off to absolutely beast your EV down the highway, feeling like you’ve just been told a daily diet of Big Macs and beer will ensure you live to 120, it’s worth hearing what the battery diagnostic specialists from Aviloo have to say on the matter.

Aviloo’s own field tests of 402 identical EVs found that driving enthusiastically was a sure-fire way to shorten a battery’s lifespan, Auto Motor und Sport reports. The reason is that driving hard increases energy consumption and that means more charging cycles, more battery stresses and accelerated aging.

“If you drive efficiently, you save around ten percent of energy in the life cycle,” Aviloo’s Nikolaus Mayerhofer told AMS. “This means that 100,000 km (62,000 miles) with economical driving roughly corresponds to the battery load of 110,000 km (68,000 miles) with an aggressive driving style.”

Practical Advice for Owners

Aviloo isn’t suggesting the authors of the dynamic charging study got it wrong, only that other people misinterpreted their results. Its advice for anyone looking to maximize their EV’s battery life is unchanged: drive efficiently, and unless really necessary don’t fast-charge, charge over 80 percent or leave a car with a ton of juice in it for long periods.

But if that all sounds like too much work or just plain boring, all is not lost. In a recent German study a VW ID.3 lost only 8 miles (13 km) of range after four years and 107,000 miles (172,000 km), despite almost always being charged to full and often being left parked up fully charged.

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.

A German startup believes it has the recipe for electric vehicle battery cells that are cheaper, more energy dense, and less problematic for the environment than current lithium-ion cells. But commercialization seems a long way off. Theion announced Thursday in a press release that it is close to completing a 15 million euro (approximately $16.2...

Chinese researchers claim to have developed a process to recover nearly all of the lithium from used electric vehicle batteries for recycling. The Independent (via InsideEVs) reports on study results first published in the German academic journal Angewandte Chemie claiming recovery of 99.99% of lithium from a used battery, as well as 97% of nickel...

Deployment of 5-minute battery swaps could support hundreds of commercial EVs Ample says it's a straightforward retrofit, switching to its own battery packs Solution is less demanding on the grid than fast-charging stations California-based startup Ample is looking to deploy its battery-swapping tech with fleets of electric delivery trucks in...

Chinese battery firm CATL and automaker Nio are preparing to launch what the two companies claim will be the world's largest electric vehicle battery swapping network. CATL and Nio announced a technical partnership last year that included battery swapping, but on Tuesday they confirmed plans to start coordinating efforts as they build out battery...