China begins production of all solid state EV batteries, aiming to double range

Why this production line matters now

China has taken a decisive step in the race to transform electric vehicles. Guangzhou Automobile Group (GAC) has completed the country’s first production line for large, vehicle grade all solid state battery cells. The facility is already making 60 ampere hour (Ah) cells in small batches for testing, crossing a threshold that most labs and pilot projects had not reached. That capacity matters because it aligns with what mainstream electric cars require, bringing the technology out of the lab and into an industrial setting. The development signals a new phase for batteries that promise higher energy density, faster charging and improved safety.

GAC’s line targets cells above 60 Ah and reports an areal capacity of up to 7.7 milliamp hours per square centimeter (mAh/cm2). Many conventional liquid electrolyte lines operate near 5 mAh/cm2. Higher areal capacity supports thicker electrodes that store more energy in the same space. GAC says energy density is nearly double that of today’s lithium ion cells, a shift that could allow an EV with roughly 500 kilometers of range to exceed 1,000 kilometers on a full charge. The company plans to install these batteries in test vehicles in 2026 and to pursue mass production between 2027 and 2030, depending on validation and costs.

China already leads the global supply of conventional EV batteries through firms like CATL and BYD. With this line, GAC positions China to move early on a technology many automakers have pursued for a decade. The country has also launched a collaborative platform that brings together battery makers and car companies to speed commercialization of all solid state designs. If China can scale this technology with competitive costs and reliable performance, the next generation of EVs could travel farther per charge, charge faster, and do so with stronger safety margins.

What is an all solid state battery

All solid state batteries replace the liquid electrolyte found in conventional lithium ion cells with a solid material. The electrolyte is the medium that transports ions between the positive and negative electrodes during charge and discharge. Liquids are efficient but flammable and limit how tightly energy can be packed. Solid electrolytes enable denser stacking of materials and can offer better thermal stability. The shift to a solid electrolyte unlocks higher energy per unit of volume and weight, and it can cut fire risk if the cell is damaged.

Energy density and range

Energy density, the amount of energy a battery stores relative to its size or weight, is the quality that most directly affects driving range. GAC reports nearly double the energy density of conventional cells. If a current EV travels about 311 miles on a pack of a given size, a pack of the same dimensions built with these solid state cells could reach around 621 miles. Range figures in China often use the CLTC test cycle, which tends to be more generous than the EPA cycle used in the United States. A 1,000 kilometer claim on CLTC can translate to roughly 650 to 750 kilometers (about 400 to 465 miles) in real world or EPA comparable use, still a major gain.

Safety and heat tolerance

Solid electrolytes are less prone to leakage and ignition than liquid electrolytes, and they can tolerate higher temperatures. GAC cites stability in the 300 to 400 degrees Celsius range, compared with around 200 degrees for many conventional lithium ion cells. Greater heat tolerance can improve abuse resistance and thermal management under fast charging or heavy loads. The technology also aims to limit the formation of needle like lithium structures called dendrites that can damage cells. With the right materials and manufacturing, solid state designs can raise both performance and safety margins at the same time.

Inside GAC’s new line

GAC’s line focuses on large format 60 Ah cells, which is the class most relevant for full size EVs. The company highlights a dry anode process that combines several steps into one continuous operation. Traditional negative electrode manufacturing mixes active materials into a slurry, coats them onto a metal foil, and rolls the electrode to the proper thickness, with drying and solvent recovery between steps. By integrating slurry preparation, coating, and rolling into a single step, GAC says it reduces time and energy consumption. Cutting out solvent drying can also reduce emissions and cost at scale.

The line’s reported areal capacity of 7.7 mAh/cm2 matters because it shows the electrodes can be made thicker without failing. As electrodes get thicker, it can become harder for ions to move through the material. Manufacturers must balance thickness with conductivity, mechanical strength, and uniformity. Reaching high areal capacity is a key sign that a production process can support high energy density while meeting cycle life targets.

Why areal capacity matters

Areal capacity is the amount of charge a given area of electrode can hold, and it influences how much energy fits into a cell without making it physically larger. Higher numbers allow fewer cells per pack to hit a target energy level. That can simplify pack design, reduce wiring and connectors, and lower cost per kilowatt hour. For automakers, fewer parts can also cut weight and increase reliability, since there are fewer places for failures to occur.

When will drivers see these batteries in cars

GAC plans to fit the cells into test vehicles in 2026 to verify performance, durability, and safety under real driving conditions. If results match lab expectations, the firm expects a gradual ramp into mass production between 2027 and 2030. Early fits are likely to appear first in higher priced models or limited runs, then spread to broader lineups as cost falls and supply increases. This sequence mirrors how other battery advances have moved into the market.

Range claims above 1,000 kilometers will draw attention. Drivers should keep test cycle differences in mind. The practical step change is the main story. Doubling energy density means automakers can choose between bigger range in the same pack size or similar range with a smaller, lighter, and cheaper pack. Either path can improve the total cost and convenience of electric driving.

China’s push to industrialize solid state tech

Chinese authorities have signaled support for rapid development of all solid state batteries. A national collaborative innovation platform has been formed to align materials suppliers, battery makers, and automakers on technical routes, safety standards, and manufacturing equipment. Analysts in China see a fast expanding market for the tools that build solid state cells, with equipment sales projected to reach about 2.5 billion yuan by 2027 and to grow to more than 27 billion yuan by 2030 if commercialization proceeds as planned. Policy backing, coordinated research, and a domestic supply base have given China a head start in past battery cycles, and the same ingredients are being applied here.

Who else is in the race

The milestone belongs to GAC, yet several Chinese companies are advancing in parallel. BYD is running real world trials of a first generation solid state pack reported at around 400 watt hours per kilogram, with a goal to begin pilot output by 2027 and broader integration around 2030. SAIC and its partner Qingtao have completed core production lines for an all solid state plant in Shanghai. Gotion High Tech has a pilot line and road tests underway for high density solid state cells. NIO has deployed a 150 kilowatt hour semi solid pack through a partner, an interim step that helps build experience with high energy cell integration.

Outside China, Toyota and Nissan are building prototype lines for laminated all solid state cells with plans targeting the late 2020s. Samsung SDI and LG Energy Solution are investing in solid state R&D and pilot facilities. US based Solid Power is scaling sulfide electrolyte production for partners. Timelines across these programs cluster around 2027 to 2030 for initial automotive deployment, with significant volumes coming later as manufacturing yields improve and costs decline.

Challenges that still need solutions

Moving from a pilot line to millions of cells each year is hard. The solid electrolyte must deliver high ionic conductivity while staying stable against the electrodes across thousands of cycles. Interfaces between the solid electrolyte and the electrodes need to stay in close contact, and they cannot form resistive layers during operation. Some solid electrolytes, especially sulfide based ones, require tight moisture control during production. Manufacturing yield, which dictates how many good cells emerge from a line, must rise to industry levels to cut cost.

Supply chains will also be tested. Large volumes of solid electrolyte powder and lithium metal or silicon rich anodes will be needed. Production tools, from mixing to pressing to lamination, must hold tight tolerances at high speed. Recycling paths for new materials have to be built. These investments are significant, so automakers will likely concentrate early use in models where longer range or weight savings justify a higher battery cost.

GAC’s leadership has set clear targets for what the cells should achieve in vehicles. Qi Hongzhong, head of new energy power research and development at GAC’s advanced platform technology institute, described the gains the company is aiming to deliver.

Qi Hongzhong said the energy density of the new solid state cells is nearly double that of existing lithium ion batteries, and that vehicles which travel just over 500 kilometers today could reach more than 1,000 kilometers with these cells.

The quote captures the promise. The work ahead is to demonstrate those figures in production vehicles, across different climates, over years of use, and at a cost that broad buyer segments can afford.

What a 1,000 kilometer EV changes for drivers and grids

A practical 1,000 kilometer EV would reshape how people plan trips. Many drivers would charge only a few times a month. Long rural stretches that once strained planning fit more easily into a single leg. This range also allows automakers to shrink packs without hurting convenience. A smaller pack costs less, weighs less, and uses fewer raw materials. That path spreads the benefits of solid state cells into mainstream price points faster.

Charging networks will still matter. Even high density cells need fast charging to keep road trips convenient. China’s infrastructure is already moving toward faster sites, with new megawatt class systems entering service for next generation vehicles. Solid state designs that can accept higher charge rates with modest thermal management can shorten stops and reduce stress on packs. Better efficiency and stability at the cell level make those network upgrades more valuable.

The Bottom Line

• GAC has completed China’s first production line for large, vehicle grade all solid state EV cells above 60 Ah and is running small batch output.
• The line reports areal capacity up to 7.7 mAh/cm2 and targets nearly double the energy density of today’s lithium ion cells.
• Vehicle integration tests are planned for 2026, with a gradual mass production ramp targeted between 2027 and 2030.
• Range claims of 1,000 kilometers on CLTC equate to roughly 400 to 465 miles in more conservative real world terms.
• A dry anode manufacturing process merges multiple steps, cutting time and energy use and potentially lowering cost.
• China has formed a national collaborative platform to speed commercialization, and equipment sales for solid state lines are forecast to grow rapidly through 2030.
• BYD, SAIC, Gotion, and NIO are advancing programs in China, while Toyota, Nissan, Samsung SDI, LG Energy Solution, and Solid Power drive efforts abroad.
• Scaling requires breakthroughs in yield, stable interfaces, supply chains for solid electrolytes and anodes, and proven durability across diverse conditions.