China starts producing all-solid-state EV battery cells: what it means for UK buyers

China has started producing all-solid-state battery cells that meet its new national standard, a milestone in the race for the next generation of EV batteries. The cells, made by Guangzhou Greater Bay Technology, rolled off the production line in Guangzhou on 13 October 2026, according to China Daily. They have an energy density of 260 to 480 Wh/kg, a cycle life comparable to conventional batteries and support stable fast charging.

Solid-state batteries are often described as the breakthrough that will give EVs much longer range, faster charging and lower fire risk. This news is real progress. But the first uses are motorcycles, aircraft and storage, not family cars, and the world’s biggest battery maker says true mass production in cars is at least five years away. Here is what has happened and what it means if you are buying an EV in the UK. Our solid-state battery timeline for UK buyers has the longer view.

What exactly has started production?

Greater Bay Technology’s all-solid-state cells are the first in China to pass testing by the China Automotive Battery Research Institute against a new national standard for solid-state batteries, introduced in August, and then begin mass production.

Key details:

• Energy density: 260 to 480 Wh/kg. For comparison, many current EV battery cells sit in the range of roughly 160 to 300 Wh/kg depending on chemistry.
• Cycle life: comparable to conventional batteries.
• Charging: supports stable fast charging.
• Cost: described as “controllable”.

At the production ceremony, the company signed agreements to use the cells in high-end electric motorcycles, the “low-altitude economy” (drones and small aircraft), computing centres and high-end energy storage. Cars were not on that first list.

What is an all-solid-state battery?

A conventional lithium-ion battery uses a liquid electrolyte to carry lithium ions between the electrodes. An all-solid-state battery replaces that liquid with a solid material.

In theory, that brings several benefits, as Gulf News explains:

Potential benefit	Why it matters for EVs
Higher energy density	More range from the same weight, or a lighter car
Faster charging	Shorter stops
Longer service life	Batteries that last longer
Lower fire risk	No flammable liquid electrolyte

The difficulties are real too. China’s own plan lists the bottlenecks: ionic conductivity, cycle stability, keeping good contact between electrodes and the solid electrolyte, and manufacturing at scale.

What is China’s plan?

Seven government bodies, led by the Ministry of Industry and Information Technology, have issued a 2026 to 2030 plan setting 2030 as the target for the “initial large-scale deployment” of all-solid-state batteries, according to China Daily. It calls 2026 to 2030 a “strategic window” and covers not only cars but ships, aircraft, robots, machinery, power grids and data centres.

Investment is already pouring in. China announced about 60 new solid-state battery projects in 2025, with 189GWh of planned capacity and about 67.7bn yuan ($10.1bn) of investment, and more than 40 projects worth over 50bn yuan in the first half of 2026 alone.

When will solid-state batteries be in cars?

Battery makers are more cautious than car makers. Here is where the main players say they are:

Company	Stated timeline
CATL	Small-scale production around 2027; manufacturing chief says true mass production needs at least five more years
BYD	Initial vehicle demonstrations in 2027, wider use around 2030
Gotion High-Tech	Cells of about 400 Wh/kg; developing a 2GWh line
Toyota (with Idemitsu Kosan)	Commercialisation in 2027 to 2028
Nissan	Pilot line in Yokohama; commercialisation in its 2028 financial year
Honda	Pilot line in Tochigi; cars in the late 2020s

CATL’s chief manufacturing officer, Ni Jun, said in September that all-solid-state batteries are still at stage 4 on a nine-stage maturity scale, laboratory samples and small prototypes, and need “at least another five years” for true mass production, as reported by Takumi Tanaka. Ouyang Minggao of the Chinese Academy of Sciences said that even if the first cars arrive in 2027, it will take “another 5 to 10 years from there to reach 1% market share”.

What about semi-solid-state batteries?

They are already here, in China at least. Semi-solid-state batteries use a gel or partly solid electrolyte, a halfway step that brings some of the benefits with fewer manufacturing hurdles. While attention has focused on all-solid-state, semi-solid cells have quietly gone on sale in some Chinese cars.

Some brands coming to the UK may use semi-solid cells in future models, so watch for the term in spec sheets. It is a genuine improvement, but it is not the same as all-solid-state.

Do EVs need solid-state batteries?

Not to work well. The think tank RethinkX argues that existing technologies, particularly lithium iron phosphate (LFP) and emerging sodium-ion batteries, are already good enough to drive rapid EV adoption through lower cost and long life. LFP avoids cobalt and nickel, is generally safer and lasts a long time, which is why many affordable EVs, including several BYD models, use it.

Fast charging is also improving without solid-state. BYD’s Atto 8 claims 10% to 97% in nine minutes on its Flash Charging network using LFP cells, as we report in our BYD Atto 8 story.

What does it mean for UK buyers?

In the short term, nothing. No car on sale in the UK uses an all-solid-state battery, and the first ones are likely to be expensive, low-volume models later this decade. Today’s EVs already offer:

• Range of 250 to 400 miles or more on many models.
• Battery warranties typically of eight years.
• Fast charging that keeps improving, especially on 800-volt cars.

If you are waiting for solid-state batteries before you buy an EV, you could be waiting a long time while paying more to run a petrol or diesel car. With diesel near £2 a litre, that is a costly wait. Our cost per mile analysis shows the gap.

In the longer term, solid-state batteries should make EVs lighter, longer-range and possibly cheaper. They may also help used EVs, as better batteries filter into second-generation models.

What is energy density and why does it matter?

Energy density, measured in watt-hours per kilogram (Wh/kg), is how much energy a battery stores for its weight. Higher energy density means either more range from the same weight of battery, or the same range from a lighter, smaller battery.

Greater Bay Technology’s cells span 260 to 480 Wh/kg. The upper end of that range would be a big step up on many current EV cells, which could allow a car to go much further, or to use a smaller, cheaper pack. Gotion High-Tech has disclosed all-solid-state cells of around 400 Wh/kg. But energy density is only one measure. Cost, lifespan, charging speed, safety and how well cells work in cold weather all matter just as much in a car.

What are the main battery types today?

Battery type	Strengths	Weaknesses	Typical use
NMC lithium-ion	High energy density, good range	Uses nickel and cobalt, more expensive	Many premium and long-range EVs
LFP lithium-ion	Cheaper, long-lasting, stable, happy to charge to 100%	Lower energy density	Affordable EVs, many BYD models, entry versions
Sodium-ion	Very cheap materials, good in cold	Lower energy density still	Emerging, small cars and storage
Semi-solid-state	Some solid-state benefits, easier to make	Still partly liquid or gel	On sale in some Chinese cars
All-solid-state	Potentially higher density, safety and life	Hard and costly to make at scale	Early production, not yet in mainstream cars

Most EVs on sale in the UK today use NMC or LFP. Volkswagen, for example, now offers both in its ID. Cross, with LFP in the cheaper version, as we report in our VW ID. Cross story.

Why is China so focused on batteries?

China already dominates global lithium-ion battery production, and its plan aims to extend that lead into the next generation. Beyond cars, the plan covers grid storage, ships, aviation, low-altitude aircraft, robots, heavy machinery, power grids, industrial parks and data centres. Nan Cewen of the Chinese Academy of Sciences described it as the first time China had systematically mapped out the emerging battery industry in a national five-year plan, shifting competition “from expanding production capacity toward broader rivalry over product value”.

The plan is also frank about weaknesses, including “insufficient original and disruptive innovation”, overcapacity, “disorderly competition” and gaps in standards and intellectual property.

What does this mean for Europe and the UK?

Battery supply is a strategic issue for European car makers. China’s lead in conventional batteries is one reason Chinese brands can sell EVs so competitively. If China also leads in solid-state, that advantage could last into the 2030s.

Japanese firms are strong too: Panasonic and Toyota rank first and second in the world for all-solid-state battery patents, according to the Japan Patent Office, and Japanese companies hold 14 of the top 20 places. Europe has less of a head start, which is why the EU’s Made in Europe plans include rules on battery sourcing, and why car makers such as Xpeng say finding European battery suppliers that meet their needs is difficult.

Our view

Greater Bay Technology’s production start is a genuine milestone, and China’s national plan shows how seriously it is taking the next battery generation. But the most credible voices, including CATL, say mainstream solid-state cars are still years away. For anyone buying an EV now, today’s LFP and lithium-ion batteries are proven, improving and covered by long warranties. Solid-state is worth watching, not waiting for.