CATL has scaled its all-solid-state battery samples up to 20 Ah, a step towards the small-batch production it’s targeting for 2027. The world’s biggest battery maker plans large-scale manufacturing around 2030, yet plenty of hard questions remain unanswered.
What did CATL tell investors?
CATL shared the update in reply to investor questions on Hudongyi, the Shenzhen Stock Exchange’s investor platform. In those replies, the company said its work has moved from a 10 Ah-class validation platform to 20 Ah sample trials.
In simple terms, amp-hours (Ah) describe how much charge a single cell can hold. Doubling that figure suggests the team is building larger solid-state battery cells. Even so, these are still samples on a development path.
CATL also said its solid-state development team now numbers more than 1,000 people. Meanwhile, its timeline points to small-batch production in 2027, followed by large-scale manufacturing around 2030.
What does the 500 Wh/kg figure actually mean?
The programme targets an energy density of about 500 Wh/kg. However, that’s a development goal set by CATL itself. Nobody has independently verified it, so readers should treat it as a manufacturer estimate.
Crucially, CATL hasn’t confirmed the figure as a specification for production cells. It also hasn’t disclosed expected trial output or automotive customers. Likewise, there’s no launch date for any vehicle using these cells.
Besides, energy density is only one measure of a good battery. Durability, manufacturing yield, cost and safety are just as important. Performance under real operating conditions will also decide whether the cells suit production cars.
For context, chairman Robin Zeng previously rated CATL’s solid-state technology at Level 4 on a nine-level readiness scale. That rating hints at how much work remains. Still, the bigger test is whether CATL can make reliable cells at a commercially viable cost.
Why are sulfide cells so hard to build?
CATL has been working on sulfide electrolytes, which conduct lithium ions well. The trouble lies in keeping solid parts in steady contact. Electrodes swell and shrink as a battery charges and discharges. That movement can disrupt the interfaces between layers. As a result, designers must manage contact pressure and interface resistance carefully.
Moisture is another headache. Sulfide materials can react with water and release hydrogen sulfide, a toxic gas. Consequently, material handling and factory conditions remain key concerns for commercial production.
The 500 Wh/kg goal also raises questions about the anode. Reaching such high energy density can involve lithium-metal or anode-less designs. Samsung SDI, for example, has described an anode-less approach for its own all-solid-state batteries. CATL, however, hasn’t said which anode layout its latest cells use.
How does CATL’s timeline compare with Toyota and Samsung SDI?
CATL isn’t alone in chasing 2027. Toyota and Idemitsu aim to commercialise sulfide-based all-solid-state batteries for electric cars between 2027 and 2028. Samsung SDI, meanwhile, has targeted mass production in the second half of 2027.
That said, these milestones aren’t directly comparable. Samsung SDI has flagged humanoid robots as a possible early use for its technology. At the same time, it keeps developing the cells for electric vehicles. Similar dates don’t mean similar volumes or performance. Nor do they guarantee products will reach the market together.
What separates all-solid-state from semi-solid batteries?
All-solid-state batteries use a solid electrolyte throughout the cell. Semi-solid and hybrid designs keep some liquid electrolyte, although terminology varies between manufacturers.
This distinction is important when reading battery headlines. Progress with semi-solid cells doesn’t prove a company has solved the interface, durability and manufacturing problems of a fully solid design. For CATL, the central task is turning development samples into repeatable, cost-competitive production.
When might drivers see these cells?
For now, there’s no firm answer. CATL hasn’t linked these cells to any model or launch date. Small-batch output in 2027 would be an early step towards wider use. Large-scale supply looks more realistic around 2030, if the plan holds.
Therefore, anyone waiting for solid-state packs in showroom cars should expect several more years of patience. In the meantime, the 20 Ah samples show CATL is moving forward, one cell size at a time.
