Volkswagen has offered a glimpse of what could be the next big leap in battery technology, unveiling a Ducati motorcycle powered by solid-state cells at the IAA Mobility show in Munich. The demonstration, featuring a modified MotoE racer, marked the first time QuantumScape’s lithium-metal batteries have been shown working in a real vehicle.

The cells, branded QSE-5, were developed by Volkswagen-backed QuantumScape and produced using its proprietary Cobra process. Engineered into a bespoke system by Audi specialists – the brand that governs Ducati – the pack delivered an energy density of 844 Wh/L and could charge from 10% to 80% in just over 12 minutes. The model shown is a test bed, not a preview of a production motorbike.

Cracking under stress?

Executives explained the system’s durability was equally significant: in the V21L, the battery forms part of the chassis and is subjected to punishing forces. If the brittle ceramic electrolytes survive such treatment, it could help solve one of solid-state’s most significant hurdles — cracking under stress.

“Today we’ve crossed the threshold from possibility to reality,” said Siva Sivaram, QuantumScape’s chief executive, hailing the showcase as proof the technology is edging closer to commercialisation.

Frank Blome, head of Volkswagen’s battery unit PowerCo, called the demonstration “historic” and predicted solid-state batteries would “redefine what’s possible for high-performance vehicles”.

By 2030

Volkswagen has been testing QuantumScape cells for years and now holds a non-exclusive licence to manufacture them. The German group intends to integrate the technology into its Unified Cell architecture, a prismatic format designed to underpin 80% of its future electric models. That would allow solid-state packs to be slotted into existing platforms with minimal re-engineering. The target is to have road-ready cells by 2030.

But Volkswagen is unlikely to be the first to market. Several Chinese carmakers are already deploying semi-solid-state batteries (an intermediate step towards genuine solid-state batteries), using a gel-like electrolyte.

Nio offers a 150 kWh semi-solid pack in its ET7 sedan, available through a battery-swap programme, while SAIC’s luxury brand IM Motors sells the L6 with a 133 kWh system capable of more than 1,000 km on a charge. MG, also owned by SAIC, is preparing to launch the MG4 as the first affordable mass-market EV with semi-solid technology.

Western rivals are also moving. Stellantis will begin testing semi-solid packs from US start-up Factorial Energy in Dodge Charger prototypes next year. Mercedes-Benz has shown an EQS demonstrator with Factorial cells promising 25% greater range than today’s model.

Forever a niche?

Progress on fully solid-state batteries remains slow, but Japanese automakers are pushing hardest. Toyota has earmarked 2027–28 for its first commercial applications, likely in hybrids, with claims of packs capable of more than 1,000 km and charging times under 10 minutes.

Honda is working independently on its own chemistry, saying it could halve the size and weight of current batteries while cutting costs by a quarter, with a rollout also planned before 2030. 

However, one of the chief developers at Honda, Tatsuo Ogawa, cooled on the hype, claiming that solid-state would remain a niche for a long time coming. The higher cost will be difficult to offset by developments in the lithium-ion research field, according to the engineer. 

Nissan, developing sulphur-based electrolytes to eliminate cobalt, has targeted the same timeframe. BMW has begun testing an i7 prototype with cells from Solid Power, while Hyundai-Kia is taking a more cautious approach, saying it does not expect to offer the technology until the next decade.

BYD, China’s largest EV maker and a battery developer in its own right, has promised demonstrations in 2027 but does not foresee mass production before 2030.

Innovative housing

Rimac Group, the Croatian company best known for its electric hypercars and owner of Bugatti, is also entering the race. At IAA Mobility, it presented a next-generation solid-state system developed with Taiwan’s ProLogium and Mitsubishi Chemical Group. 

Combining ProLogium’s cells with Mitsubishi’s materials expertise and an innovative housing designed by Rimac, the pack is pitched as lighter, safer, and more energy-dense than today’s lithium-ion units.

Technical details remain under wraps, but Rimac is positioning the platform as a potential breakthrough, too. Mind that the brand is predominantly active in selling niche sports cars.

The holy grail

Nonetheless, the rush reflects the industry’s belief that solid-state batteries are the “holy grail” of energy storage. By replacing liquid electrolytes with solid materials, they promise higher energy density, faster charging, and greater safety, all in a smaller footprint.

The challenge has always been durability and cost at scale. BloombergNEF predicts that solid-state batteries will account for just 10% of global EV and storage demand by 2035. Yet with manufacturers under pressure to extend range, reduce weight, and drive down charging times, the incentive to crack the code is far from weakening.

“The EV revolution is the biggest transformation the automotive industry has ever seen,” Blome told the Munich audience. “Today’s demonstration is just the beginning.”