Chinese automaker Chery has unveiled a solid-state battery prototype claiming 600 watt-hours per kilogram of energy density—nearly double current lithium-ion technology—that could enable electric vehicles to travel up to 808 miles on a single charge. The announcement positions China’s leading auto exporter ahead of Western rivals in the race to commercialize next-generation battery technology by 2027.

If realized in mass production, Chery’s battery would represent a quantum leap beyond today’s best EV packs, which typically deliver 250-300 Wh/kg. The technology could eliminate range anxiety entirely while cementing China’s dominance in the most critical component of electric vehicle manufacturing—just as Western automakers struggle to catch up with Chinese competitors’ rapid development cycles and cost advantages.

Technical Specifications and Safety Performance

Chery’s Solid-State Battery Research Institute developed the prototype using an in-situ polymerized solid electrolyte system paired with a lithium-rich manganese cathode. The automaker unveiled the technology at its Global Innovation Conference on October 18 in Wuhu, China.

The company claims vehicles equipped with this battery could theoretically exceed 932 miles (1,500 km) per charge, with real-world driving ranges expected to reach 808 miles (1,300 km). That’s more than double the range of most current long-range EVs, which typically deliver 300-400 miles.

Safety testing demonstrated impressive resilience. Chery reported the cells maintained power delivery even after extreme abuse tests including nail penetration and power-drill damage, without catching fire or producing smoke. This addresses one of the primary concerns with current lithium-ion batteries, which use flammable liquid electrolytes.

Aggressive Production Timeline Targets 2027 Launch

Chery has reaffirmed plans for pilot production in 2026 and mass rollout in 2027. If the automaker hits this timeline, it would position Chery ahead of domestic rivals BYD and CATL, both targeting small-scale solid-state production during the same period.

The announcement comes as Chery rides a wave of commercial success. The company shipped 137,624 vehicles overseas in September, up 26.2% year-over-year, marking the fifth consecutive month with exports exceeding 100,000 units. In the first half of 2025, Chery’s revenue reached $19.5 billion, up 26.3% from the previous year.

Following its major Hong Kong IPO earlier this year—the largest Chinese automaker listing of 2025—Chery allocated 35% of funds to vehicle R&D and 25% to next-generation technologies. This underscores the strategic importance the company places on solid-state battery development as it competes globally.

Global Race Intensifies as Western Rivals Play Catch-Up

Chery’s announcement enters a crowded field of automakers pursuing solid-state technology, but with a critical difference: energy density. While Chery claims 600 Wh/kg, Western competitors are targeting lower figures with longer timelines.

Mercedes-Benz achieved 749 miles (1,205 km) in a September 2025 real-world test using a modified EQS equipped with solid-state batteries from U.S. supplier Factorial Energy. However, Mercedes hasn’t disclosed the energy density of those cells, and series production isn’t planned until the end of the decade.

Toyota has partnered with Sumitomo Metal Mining to mass-produce cathode materials for solid-state batteries, targeting a 2027-2028 production launch. The Japanese automaker has long promised solid-state technology but has repeatedly delayed commercialization.

Stellantis and Factorial Energy validated 375 Wh/kg semi-solid-state cells in April 2025, with plans for a demonstration fleet by 2026. That energy density, while impressive, represents just 62% of Chery’s claimed achievement.

Cost and Infrastructure Challenges Remain

Despite the technological breakthrough, significant hurdles remain before solid-state batteries reach mainstream EVs. Current solid-state batteries cost approximately 2.8 times more than conventional lithium-ion packs due to expensive sulfide materials and low production yields.

Chery Chairman Yin Tongyue hasn’t disclosed pricing targets, but the company’s aggressive timeline suggests confidence in cost reduction through volume manufacturing. China’s dominance in battery supply chains and raw material processing could provide Chery with advantages Western competitors lack.

Infrastructure poses another challenge. Even if EVs achieve 808-mile range, charging them efficiently requires compatible networks. Most current vehicles can’t handle 600-kilowatt charging speeds. Without matching progress on charging hardware and grid capacity, many range and speed benefits could remain theoretical rather than practical.

According to EVTank projections, worldwide solid-state battery shipments could reach 614 gigawatt-hours by 2030, representing more than 10% of total battery production and a market exceeding $34 billion.

EVXL’s Take

Chery’s 600 Wh/kg claim sounds almost too good to be true—and maybe it is. We’ve seen plenty of prototype batteries promise revolutionary performance that never materializes at scale. Stellantis and Factorial announced 375 Wh/kg cells back in April, and Mercedes partnered with Factorial for 450 Wh/kg targets over a year ago. Everyone’s chasing the solid-state dream, but production timelines keep slipping.

But here’s what makes this announcement different: Chery isn’t a startup burning through venture capital. It’s China’s number-one auto exporter with $19.5 billion in revenue, massive R&D budgets, and a proven track record of rapid commercialization. When Chery says 2027, they’ve got the manufacturing muscle and supply chain control to potentially make it happen.

The real story isn’t just the energy density—it’s the acceleration gap. While Mercedes partners with American battery startups and Toyota promises technology it’s been teasing for a decade, Chery is developing everything in-house. That vertical integration and rapid iteration capability is exactly what EVXL has been documenting in our coverage of Chinese automakers outpacing Western rivals—Chery slashed development cycles to 18 months while Western competitors still need five years or more.

Western automakers are facing an uncomfortable reality: by the time they bring 375-450 Wh/kg batteries to market in the late 2020s, Chinese competitors may already be mass-producing 600 Wh/kg cells. Premium badges won’t overcome a 200-mile range disadvantage.

The infrastructure concern is legitimate, though. An 808-mile battery doesn’t help if charging stations can’t deliver power fast enough to utilize that capacity. But betting against China’s ability to build infrastructure at scale seems like a losing wager.

What do you think? Share your thoughts in the comments below.