What is the current progress on solid state battery for ev by toyota
Executive summary
Toyota has moved from decades of research to concrete, government‑certified plans to begin producing next‑generation and solid‑state battery cells starting in 2026, with pilot introductions in niche models and broader commercialization pushed toward the late 2020s and possible mass volumes around 2030 [1] [2] [3]. Progress includes technical partnerships and new material supply arrangements, but timelines have slipped repeatedly, and experts warn that raw‑material, manufacturing and scaling challenges mean commercial, high‑volume solid‑state EVs remain a multi‑year prospect [4] [5].
1. METI certification and an official roadmap: from R&D to production planning
Toyota’s development and production plan for next‑generation and all‑solid‑state batteries was formally certified by Japan’s Ministry of Economy, Trade and Industry (METI), a procedural milestone that covers R&D and planned production at Toyota’s battery units and signals government support for domestic manufacture [3] [1]. That METI sign‑off underpins Toyota’s public roadmap to “gradually implement” next‑gen cell production beginning in 2026, including the company’s advanced solid‑state designs [1].
2. Timelines: announced start dates, repeated slips, and realistic targets
Toyota’s public timeline has shifted several times — originally promising SSBs in 2020, then pushing targets to 2023, 2026 and now indicating first practical passenger applications in the 2027–2028 window with broader mass production later [6] [4] [5]. Reporting summarises the current official posture as starting production of advanced cells in 2026, pilot or limited fitments (likely in hybrids or premium models) by the late‑2020s, and mass commercial volumes not until the end of the decade or around 2030 [1] [2] [5].
3. Technical advances and claims — speed, range, longevity
Toyota and partners claim significant performance gains for solid‑state packs — faster charging measured in minutes, dramatic range increases (claims range from ~621 to 1,000+ miles for some next‑gen projections), and much longer calendar life in some reporting that suggests multi‑decade durability — all framed as potential outcomes of the solid electrolyte and new cathode materials [2] [7] [8]. These remain company and partner projections tied to lab and prototype work rather than widespread field validation in consumer cars to date [2] [9].
4. Partnerships and supply‑chain moves: securing materials and scale
Toyota is formalising supply‑chain moves to underpin SSB manufacturing, including a joint venture with Sumitomo Metal Mining to mass‑produce cathode materials and collaborations with Idemitsu Kosan on sulfide solid electrolytes and lithium sulfide, and broader investments in domestic battery capacity backed by government incentives [10] [5] [11] [2]. These deals address one major obstacle — materials scale — but independent reporting and analysts still flag raw‑material sourcing and production complexity as real, persistent constraints [5].
5. Where solid‑state is likely to appear first, and market strategy tensions
Multiple sources indicate Toyota will likely introduce solid‑state technology in hybrids or niche premium models before full‑BEV adoption, a pragmatic path that reduces battery pack size and cost exposure while proving the tech in the market [9] [2]. This fits Toyota’s broader, conservative electrification strategy — emphasising hybrids and staged BEV rollouts — which critics interpret as protecting margins and hedging regulatory/market risk even as Toyota touts “breakthroughs” [4] [1].
6. The gap between press claims and deployment risk: skepticism and remaining unknowns
While METI certification, supplier deals and public timelines show concrete progress, reporters and analysts repeatedly warn that Toyota’s lofty performance claims and shifting deadlines create credibility risk; manufacturing scale‑up, raw materials, cost reduction and real‑world durability remain unresolved and could delay mass SSB rollout [4] [5]. Reporting provides no single-source proof of high‑volume SSB vehicles in customers’ hands yet, so current progress is best described as advanced development validated by regulators and suppliers but not yet proven at commercial scale [3] [10].