Godfather Of Lithium-Ion Battery Says He’s Found A New Battery Breakthrough


How about ultimate battery pack for electric cars?

John Goodenough, famous for co-inventing the lithium-ion battery and currently 94-year-old professor in the Cockrell School of Engineering at The University of Texas at Austin, is leading a new breakthrough project in all-solid-state technology.

New solid-state battery developed by a team of engineers in Austin turns to have at least three times as much energy density as today’s lithium-ion batteries.

“Goodenough’s latest breakthrough, completed with Cockrell School senior research fellow Maria Helena Braga, is a low-cost all-solid-state battery that is noncombustible and has a long cycle life (battery life) with a high volumetric energy density and fast rates of charge and discharge. The engineers describe their new technology in a recent paper published in the journal Energy & Environmental Science.”

If that doesn’t sound good enough, there are also other advantages, making us wonder how fast someone will introduce these on the market:

  • low-cost
  • safer, noncombustible
  • faster-charging
  • longer-lasting (demonstrated more than 1,200 cycles with low cell resistance)
  • could perform well in subzero degree weather, first all-solid-state battery cell that can operate under 60 degree Celsius
  • cells can be made from earth-friendly materials

University of Texas at Austin issued a statement on the discovery:

John Goodenough

“Cost, safety, energy density, rates of charge and discharge and cycle life are critical for battery-driven cars to be more widely adopted. We believe our discovery solves many of the problems that are inherent in today’s batteries,” Goodenough said.

The researchers demonstrated that their new battery cells have at least three times as much energy density as today’s lithium-ion batteries. A battery cell’s energy density gives an electric vehicle its driving range, so a higher energy density means that a car can drive more miles between charges. The UT Austin battery formulation also allows for a greater number of charging and discharging cycles, which equates to longer-lasting batteries, as well as a faster rate of recharge (minutes rather than hours).

Today’s lithium-ion batteries use liquid electrolytes to transport the lithium ions between the anode (the negative side of the battery) and the cathode (the positive side of the battery). If a battery cell is charged too quickly, it can cause dendrites or “metal whiskers” to form and cross through the liquid electrolytes, causing a short circuit that can lead to explosions and fires. Instead of liquid electrolytes, the researchers rely on glass electrolytes that enable the use of an alkali-metal anode without the formation of dendrites.

The use of an alkali-metal anode (lithium, sodium or potassium) — which isn’t possible with conventional batteries — increases the energy density of a cathode and delivers a long cycle life. In experiments, the researchers’ cells have demonstrated more than 1,200 cycles with low cell resistance.

Additionally, because the solid-glass electrolytes can operate, or have high conductivity, at -20 degrees Celsius, this type of battery in a car could perform well in subzero degree weather. This is the first all-solid-state battery cell that can operate under 60 degree Celsius.

Braga began developing solid-glass electrolytes with colleagues while she was at the University of Porto in Portugal. About two years ago, she began collaborating with Goodenough and researcher Andrew J. Murchison at UT Austin. Braga said that Goodenough brought an understanding of the composition and properties of the solid-glass electrolytes that resulted in a new version of the electrolytes that is now patented through the UT Austin Office of Technology Commercialization.

The engineers’ glass electrolytes allow them to plate and strip alkali metals on both the cathode and the anode side without dendrites, which simplifies battery cell fabrication.

Another advantage is that the battery cells can be made from earth-friendly materials.

“The glass electrolytes allow for the substitution of low-cost sodium for lithium. Sodium is extracted from seawater that is widely available,” Braga said.

Goodenough and Braga are continuing to advance their battery-related research and are working on several patents. In the short term, they hope to work with battery makers to develop and test their new materials in electric vehicles and energy storage devices.”

Category: Battery Tech

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78 responses to "Godfather Of Lithium-Ion Battery Says He’s Found A New Battery Breakthrough"
  1. SparkEV says:

    Extraordinary claims require 98 year old geezer. We shall see how this will pan out.

    1. anonymous says:

      I bet at 98 years age he is still much smarter than you as his research works prove :/

      And I don’t think he uses word “breakthrough” in his paper, the bubble is being blown by others.

      1. SparkEV says:

        Of course he’s smarter than me, and probably smarter than anyone else here (maybe except Bria in few years). Look what he invented. However, this “news” has been floating around for few days, and he hasn’t said anything to say it’s overblown.

        But you never know, that’s why I say “we shall see”.

        1. SJC says:

          He has made major contributions to humanity, the VAST majority of people do nothing meaningful their whole lives.

          1. SparkEV says:

            Raising kids to be a productive member of society is very meaningful. In fact, that’s the only meaningful thing to do in life. Minority like me lead a meaningless life (no kids).

            1. SJC says:

              With 8 billion people soon to be 9, we don’t need more.

              1. ijonjack says:

                Procreating Does Not Make one a Productive member of society. Rats, Mice & Many other Rodents Can Procreate!..It’s No Big Feat ! Most are only Creating more Problems in an already Problematic & over populated World…And How Do You Goodenough doesn’t have Kids ? He is a man To Be admired & Respected at the very least!..I’ve never seen so mush Disrespect in a long time ! Were you raised by Animals?

    2. ffbj says:

      94. Still a geezer though.

      1. J P DeCaen says:

        Let’s make the world a better place by giving a hard time to older people who insist on breaking stereotypes by refusing to give up on important research.

        1. Will Davis says:

          You obviously don’t know what a geezer is. It was a compliment, so why are you telling that guy off?

          1. Will Davis says:

            I researched it, turns out in the U.S. Geezer is a derogatory term. In the UK it refers to a man, generally one who is eccentric or cool.

  2. DonC says:

    John Goodenough is the real deal (as is Jeff Dahn). At 90 he’s likely smarter than most researchers are at 45. Super innovative thinker.

    Solid state is a likely winner. But there are plenty of other companies working on it, including Dyson. At some point you have to believe that someone will make the technology practical. Sooner is better than latter so let’s hope one (or more) of these solid state cells work out.

    1. Timmy says:

      Five big ones are

      Seeo (SF Bay Area, Shanghai)
      Amprius (former DOE head Steven Chu is involved),
      Ionic Materials (recently featured on Nova)

      Others (mentioned here https://yhoo.it/2mDYd7z,
      about a for-a-fee report):

      24m Technologies
      Blue Solutions
      Flashcharge Batteries
      Hitachi Zosen Corporation
      Ilika Technologies
      Johnson Battery Technologies
      Planar Energy Devices
      PolyPlus Battery Company
      Prieto Battery Inc
      Solid Power

  3. AlphaEdge says:

    Like every other battery “breakthrough”, when can I put this in my phone? Oh it’s not meant for that. When for cars? Soon. Any issues of any kind? Silence.

    1. Mint says:

      High energy density breakthroughs will *always* appear on phones first.

      Tens of millions of consumers will pay $2000/kWh to double the battery life of their phone without increasing volume. Volume EV makers won’t even pay a tenth of that.

      And before phones get them, medical device makers will pay $50,000+/kWh for such batteries, and yet they still aren’t available.

      My guess is 2030 before EVs get solid state batteries.

      1. TwoVolts says:

        2030??? I’m sorry – but that’s not good enough.

        1. ijonjack says:

          You Mean That’s Not “Goodenough” & I agree…l ol

      2. Gasbag says:

        Phones first is likely but medical devices first is unlikely. Most medical devices have more serious liability potential and more stringent approval processes adding years to deployment. An advanced technology is only going to appear in medical devices first if it is cost prohibitive for it to enter other markets. The other markets (Consumer electronics, Transportation, utility power storage) can all license the technology separately permitting each to deploy as soon as they are able.

        1. Mint says:

          You’re right about general medical implants, although even there the lithium iodide battery has powered pacemakers since 1972, so there are exceptions. But there are lots of medical devices which aren’t implanted, and upon failure won’t be dangerous, and they will pay much more for higher density than consumer electronics.

      3. wavelet says:

        There’s no real battery-life issue with current phones. Assuming you own a phone from one of the popular but still user-swappable models (e.g., most Samsung S models), you can buy a larger (2x or 3x) battery + replacement backfor the device, for $20-$35 or so.

        The added volume is negligible, as is the added weight.

        There’s no advantage to today’s ultra-thin phones — they’re just more difficult to hold, and leave no space for physical buttons. It’s just a silly marketing fad, like ultra-thin laptops.

        1. Mint says:

          From that point of view, there’s no need to get any phone with newer tech than we had years ago.

          High end phones are a luxury, and longer battery life adds to that luxury. Before the smartphone age, we used to have batteries lasting a week, and people didn’t buy slim phones if they had low battery life. The appealing RAZR only appeared when it could be achieved with 2-3 day life, and people still complained about shorter life than other phones.

          I would easily pay $70 for a 20Wh battery to increase the run time and enjoyment of my $500 phone (and perhaps more importantly, reduce the headache of forgetting to charge) if it doesn’t become twice as thick. Not everyone would, but tens of millions of people share my desire.

  4. Pushmi-Pullyu says:

    One segment in the very watchable episode of PBS’s “Nova”, “Search for the Super Battery”, showed li-ion battery cells with a solid plastic electrolyte. Not only don’t they overheat when damaged or cut, the plastic is flame-retardant!

    It’s still in the development stage. Can they figure out how to mass produce it cheaply?

    The race is on!


    1. J P DeCaen says:

      The Bollore Bluecar, used by ride sharing services such as BlueIndy in Indianapolis, very definitely uses a lithium metal polymer battery. It’s been in production for a few years.

      1. Pushmi-Pullyu says:

        Lithium polymer batteries have been around for several years now. They don’t use a solid electrolyte, nor are they immune to overheating. Those are not the same thing at all.

      2. Timmy says:

        Lots of issues with the “Bollore battery”. I believe it has to be kept *very hot* and will discharge within a day or two if not. Probably not the best formula for high efficiency.

  5. (⌐■_■) Trollnonymous says:

    Here’s to hoping this comes to fruition!

    And hoping the OPEC scum don’t buy out the patents.

  6. (⌐■_■) Trollnonymous says:

    Even if it only slightly improves over the performance of lithium, it should be “Goodenough”…….lol

    1. ffbj says:

      “It is a capitalist plot”.
      –Russian counter-part, Boris Badenov.

      1. Timmy says:

        “Can’t wait for it to make its way to limousines”, said Badenov’s chauffeur Picov Andropov.

        (Hat-tip to Cartalk)

  7. Mike says:

    The point of solid state requiring 60 Celsius is interesting. I don’t ever remember anyone mentioning this temperature limitation. That would certainly explain why there aren’t commercially available solid state EV batteries yet.

    1. (⌐■_■) Trollnonymous says:

      We know it’s possible/capable cold threshold.
      I wonder what the Heat threshold is.

    2. BernieTx says:

      60o celsius is 140 farenheit! Wow, if this is correct at least you don’t need to worry about the batteries over heating in the hot summer. But you will need heavy duty insulation and continuous TMS heating.

      1. ffbj says:

        That is the maximum operating temperature. They can work down to around freezing, not at optimum efficiency, that was just error.

        1. ffbj says:

          That was for earlier attempts at solid state, which did not operate at very low temperatures under 10*F. So this one is much better on the low end.

  8. Murrysville EV says:

    Time to retool the Gigafactory? No.

    1. Dav8or says:

      This is why Tesla’s Gigafactory is still risky business. If a new battery technology similar to this one becomes a reality and they decide to start their own company, or license it to someone other than Tesla, or Panasonic, Tesla could be stuck with the world’s biggest white elephant.

      1. Gasbag says:

        >This is why Tesla’s Gigafactory is still risky business. If a new battery technology similar to this one becomes a reality and they decide to start their own company, or license it to someone other than Tesla, or Panasonic, Tesla could be stuck with the world’s biggest white elephant.

        This technology is most likely years away from being production ready. GF1 is in operation and generating revenues and profits today. More importantly GF1 gives TSLA a cost advantage as well as the ability to scale production to the levels required to achieve parity with ICEVs. When the time comes to license this technology the biggest players will be in the best position to negotiate and TSLA is likely to be the 800 pound gorilla of the battery world by then.

        1. Someone out there says:

          Tesla isn’t the only one building battery factories. By 2020 the Gigafactory will “only” produce about 20% of the world market.

      2. Someone out there says:

        Yes indeed, if someone like GM managed to get a monopoly on these it wouldn’t be too great for Tesla.
        On the other hand Tesla sells/manufacture a lot of batteries so if you want to make money Tesla would be a good partner to have.

      3. Pushmi-Pullyu says:

        I see our new serial Tesla basher, Dav8or, is regurgitating FUD again.

        If a better battery tech comes alone, Tesla will be “stuck” with still being one of only two EV makers (along with BYD) that has sufficient battery production capacity to sell a high volume of 200+ mile BEVs.

        We should note that LG Chem is offering a significantly lower cost for its batteries. Has that put all other li-ion battery makers out of business? Has that forced every maker of cell phones, laptops, consumer electronics, and plug-in EVs to switch to LG’s batteries?

        Of course not. Even a significant improvement in cost isn’t putting other battery makers out of business, at least in part because LG can’t possibly supply all of the market, or even a large segment of it… at least, not yet.

        Similarly, if some company puts solid state batteries into production, then Tesla will have some years to decide whether they want to license the new tech, or license a competing tech from some other company… or stick with what they know is working.

  9. Alan says:

    This was always on the cards, simply a matter of time.

    The scaling & commercialisation of them is the acid test though.

  10. Warren says:

    Solid state batteries will finally make EVs a viable replacement for ICE cars. Current batteries are just good enough for environmentalists, and tech nerds to make the switch. A decade from now there will be no debate. Too bad we didn’t make battery development a national priority decades ago, when we knew we needed them.

  11. David Murray says:

    How is this different than the other 100 “battery breakthroughs” we’ve read about over the last 5 years? Especially those claiming to use solid state electrolyte?

    1. Roy_H says:

      Only 3x better? As you say there have been many announced “breakthroughs” and since I am interested, I read as many as possible. Most are non-starters as the performance gain is in one area only, i.e. power, energy density, long life. But some like this one:
      looks like it hit on everything, low cost, non-polluting, 10x energy density, over 1000 cycles. But I have not heard anything since about it. What happened?

    2. DonC says:

      The electrolyte made from glass, which is then plated. That’s a completely new approach.

    3. Doggydogworld says:

      This is different because it’s John Goodenough. Unlike most battery researchers, he doesn’t need to make inflated claims to get attention and funding.

    4. Pushmi-Pullyu says:

      “How is this different than the other 100 ‘battery breakthroughs’ we’ve read about over the last 5 years?”

      I’d say that the odds are it’s no different at all. There must be hundreds of companies, large and small, as well as university and college research teams, all trying very hard to commercialize the next battery breakthrough.

      Claims in this field are nearly always overblown, and sometimes outright fraudulent. Because of the very high level of noise to signal in the field of new battery tech (or to put it more bluntly, the percentage of B.S. in claims), we won’t know which one of them will succeed in commercializing their tech until they start actually selling the batteries.

      This isn’t at all to denigrate John Goodenough. But lightning, and the inventive spark that leads to a commercially successful product, rarely strike twice in the same place. When it does, it rarely comes from someone this advanced in age. (Note I didn’t say never; Robert Bussard and the Polywell come to mind!)

      1. Damocles Axe says:

        Your view is un-justifibly negative. Many smart, honest people have insights as to how batteries COULD be improved dramatically – and make announcements in order to get funded to conduct the research and development.

        It’s just the nature of product development that most ideas don’t work out due to economics, or un-expected side-effects that can’t be effectively worked around. Look at how long it has taken to develop Lithium batters to the point they are at now!

        In most technologies, and in batteries in particular, progress tends to occur at 5% per year rather than in ‘big jumps’.

        I think people have un-realistic expectations expectations from watching TV and movies where the technicians invariable whip out something new within a couple days that works perfectly the first time! That’s not real life 🙁

      2. Doggydogworld says:

        The “inventive spark” obviously came from Maria Helena Braga. Battery R&D is one of those 1% inspiration/99% perspiration fields. Even if you have a good idea you won’t get far without access to a top lab, lots of smart colleagues, funding, industry contacts, etc. She chose to work with Goodenough because he has all that. He chose to work with her because, with his decades of experience, he could see she was onto something.

        This is a long way from commercialization, but it’s a lot more meaningful than your typical “battery breakthrough of the week” announcement.

  12. CDAVIS says:

    I’m highly skeptical of battery advancement claims including this one. But if this claim as stated proves to indeed have John Goodenough’s full backing (and if he is fully lucid at 94)…well then that would be something very interesting indeed. If only half of the energy density improvement stated here are duplicable in a real-world production environment that would be massively disruptive.

  13. Ron M says:

    I wonder how long it will be before these batteries begin to be produced?

  14. Lou Grinzo says:

    I am 100% convinced that we will have dramatically cheaper EV batteries in the next 5 to 10 years. And by “dramatically cheaper” I mean at least a 50% reduction over today’s costs. Whether that comes from several marginal changes plus economies of scale, i.e. brute force economics, or one immense step-change in costs due to a Big Battery Breakthrough is still to be seen.

    We are at the knee in the curve/tipping point for battery tech and EVs. And once we get there, and people can buy a middle-of-the-road car or small SUV, meaning not a tricked-out luxury vehicle, for $25,000 with a 250 to 300 mile charge range, then the transportation landscape will change fast enough to give people whiplash. (As I like to point out, look at the ICE cars you can buy today for $25,000 to $30,000. Subtract from their build cost every part that’s not in an EV: engine, transmission, fuel tank, emissions controls, muffler, catalytic converter, etc. Now add the cost of EV-specific parts: motor, battery, regen braking system. It won’t be much longer before the parts you’re subtracting cost more than the parts you’re adding for a well over 200 mile EV.)

    So while I’m always happy to see reports about advances in solid state batteries or liquid batteries or whatever, the bottom line is I don’t much care about any one of them. There are many individuals and institutions and businesses chasing this problem, and one or more of them will get us there. And that means we’ll have the option of a Bolt 2.0 or Leaf 3.0 or M3 2.0 at a price/performance ratio we can only dream of right now.

    1. Gasbag says:

      @lou G

      Why are you so pessimistic about battery costs? The rate of price performance improvement over the last 2 years have seen 16% per year and 14% /yr for the 5 years prior to that. If the current pace stagnates then you’re looking at over 50% improvement in 4 years and over 75% in 8 years.

    2. ItsNotAboutTheMoney says:

      For now we just need cheaper batteries, but we need better batteries if we really want total transformation.

      1. Pushmi-Pullyu says:


        If we want plug-in EVs to be fully competitive with gasmobiles, then we need battery cells (and packs) which can be recharged in no more than 10 minutes, at a maximum. And 5 minutes would be better.

        That means we need batteries with much lower internal resistance to charging and discharging, allowing much faster charging without overheating. That won’t come from incremental improvements in li-ion chemistry.

        We need a genuine breakthrough in battery tech, and one which can be made and sold at a competitive price.

        1. Yves says:

          recharge in 5 minutes
          Wow, I would like to see 100KWh dump in 5 minutes, you would need big wires to carry that sort of current (or step up the voltage so you do not need as much current),maybe they can use the whole body of the car as a conductor

  15. ffbj says:

    This is the first all-solid-state battery cell that can operate under 60 degree Celsius.”

    No, I don’t think that is correct. Usually that is given as a maximum temperature. 140*F.
    So if it only 120*F it would not operate?

  16. Larry says:

    I just hope they’re available in 8-10 years in the aftermarket when I need to replace the cells in my ’17 Volt!

    1. Malevolence says:

      Why do you think you’ll need to replace the cells in your volt in 8-10 years? My 6-year old Volt with about 40k electric-only (60k total) miles shows zero degradation so far. There are many reports out there with significantly more electric miles with no degradation to user performance.

      How can that be? Because GM designed it that way. They only let you use about 60-80% of the pack capacity by design (they were really conservative at first and have allowed more of the pack to be used over time). This has a dual benefit. First, it extends the life by not fully cycling the battery, which lithium ions like. And second, it means that some level of degradation will have no noticeable impact to the end user for a very long time after buying the car – if you only get to use 75% of the battery from day one, you’ll won’t notice when the battery drops to 80% of the original capacity, since you can still pull the same 75% out of it.

      Now if you want the really messy math that shows this, here it is. Based on some observant users, your 2017 allows you to use about 14.0kWh of the 18.4kWh pack, or about 75% to use round numbers. The “standard” (if there is such a thing) by which this chemistry is rated (when nice and temperature controlled like the Volt is) is to maintain 80% capacity after 2,000 cycles. Even if we ignore the huge benefit of never fully charging and discharging the cells (meaning that degradation will be less than calculated here), this still means that every 4 times you’ve “fully” charged you’ve only effectively cycled the batteries 3 times (0.75 x 4 = 3) and will get 2,666 cycles before degradation hits 80%. But since you’re being allowed to use only 75%, it still won’t be noticeable to you until you hit 75%, not 80%. This works out to be after about 3,333 cycles (assuming a linear relationship, which is actually being conservative, again). As a side note, if you drive at least 50 miles and fully charge almost every single day, it’s going to take about 10 years to achieve that – this is not most people’s use case.

      Now multiply 3,333 cycles by 50 miles (to be a little conservative) and you get over 166k electric miles before losses become noticeable. Lets say that 80% of your miles are electric, so your car has almost 210k miles on it at that point. If you start losing a mile or two of range on a car 210k miles (that has a perfectly good engine with less than 50k miles on it) are you going to start dumping money into the car at that point? I kind of doubt it. Heck, the labor alone to install the battery might cost as much as the car is worth at that point! You’ll live with a little less range and use that engine that’s finally broken in after 15 years (if you can still get gas cheap in 2032)!

      And this is also why OEM drop-in replacements aren’t going to happen for the Volt. I know that the conspiracy theory “they just want you to buy a new car” makes for better reading. Even if a rare failure occurs, or you really do put 100’s of thousands of miles on a car, there are plenty of low-mileage wrecked Volts to scavenge discount packs from. I doubt there will even be enough demand for someone to reverse engineer the aftermarket replacement you suggest might exist.

      I’ll concede that the math is a lot less favorable to the Leaf with its air-cooled batteries pushed much closer to the charge-discharge limits from day one. There might be aftermarket options to upgrade those cars, but the Volt’s probably never going to happen based on it’s design. You’ll want the new self-driving 500-mile-range Tesla by then anyway! 🙂

      Now with the Bolt, GM is surely letting you use more of the pack, but they also expect that you’ll very rarely use the full rated range, unlike the Volt which might happen daily for people who use the range extender for, say, a 60 mile round-trip commute. But the math is a lot different with a 238 mile rated pack – Even if the Bolt lets you use 100% of it’s capacity to achieve 238 miles, 80% capacity still leaves you with almost 200 miles of range. So hitting 2,000 full cycles equates to over 400k miles on the car. Very different situation! Same holds for a Model X or S.

      Contrary to the far-too-popular belief, most of these batteries have been designed to last at least as long as the engine and/or transmission in a traditional gas car and the expectation is that they’ll be scrapped for newer models by the time the battery needs to be replaced. For every battery replacement anecdote at sub-100k miles, I’m sure you can find 10 cases where an engine or transmission is completely replaced in a gas car.

      1. Nix says:


        “a grand total of zero Volt packs have been replaced because of “general capacity degradation”…”


      2. PHEVfan says:

        While your analysis is interesting, it is based on a false premise: That you won’t see degradation at 80% because you are only using 75% of the battery. Mathematically it may seem that way but in the real world that isn’t true. You are not using only 75% of the battery, you are using all of it at 75% use rate. That is different.

    2. Someone out there says:

      In 8-10 years you need to replace your Volt.

  17. Leszek Grzyl says:

    With those stats, if it comes to fruition, it would be breakthrough not for ev,but for air traffic and trucks.

    60 – 100 kwh Li-ion already on the market are more than enough. 100 kwh even when driven like idiot would return 2miles to kwh, 200 miles is what sports cars often dong get. At 4 mpkwh we get 400. Who needs more? Just bring cost down with time. We are already there guys, so great 😀

    1. Kdawg says:

      Batteries like this is what would bring the costs down. Not only because they are made with cheaper materials, but you need less thermal management hardware/protection. Also, with higher energy density, you make the car lighter, which then makes it more efficient, with feeds back into less battery needed. Wash & repeat. And with a smaller battery, you free up more room inside the car, which makes it more appealing, and makes it easier for the package designers.

      So I’d say this would have a big impact on creating affordable, appealing, electric vehicles.

  18. Filipe says:

    The question is, is it good enough? ?

    1. Kdawg says:

      As always, the Murch-is-on for a better battery, and they may have got there, but they just didn’t want to Braga ’bout it.

    2. J P DeCaen says:

      I wonder if having to tolerate the puns makes this battery worthwile. (I suppose so).

      1. ItsNotAboutTheMoney says:

        The Goodenough-Braga battery. Has a certain ring to it.

        We just need one of the lab breakthroughs to turn into a complete breakthrough.

    3. speculawyer says:

      Yeah, his name cracks me up. I wonder if it always forced him to strive harder and not just settle for “Goodenough”

      1. carcus says:

        I read somewhere he’s got a son, …. Sue Goodenough.

  19. Foo says:

    His motto:

    “These batteries just aren’t Goodenough”.

  20. offib says:

    Nice to hear some news that actually makes me want to anticipate the future.

    Anyways, this is more than Goodenough!!!

  21. Dave says:

    Hey,this reminds me: anyone remember (or know what happened to) eestor? They made some biiiig promises and then just kind of faded away… There was a blog about them that started out good but then got weird and ranty, if I remember correctly…

    1. Nix says:

      Do you mean this blog? The guy who ran it pulled the plug a could of years ago:


      1. Ambulator says:

        He probably meant theeestory.com, which was more popular. It was unceremoniously dumped when the plug was pulled. Same guy running it, though.

    2. Pushmi-Pullyu says:

      Most people lost interest in EEStor after its claims for breakthroughs were shown, by third-party testing, to have no foundation. This was a company whose principal claimed to have an ultracapacitor that had 10x the energy density of then-current li-ion batteries and would be made at about half the cost of then-current li-ion batteries.

      When the plug was finally pulled on TheEEStory forum, the company had been reduced to searching around trying to find some niche application for their tech that might make it commercially viable, despite the fact that in most ways it was inferior to off-the-shelf ultracapacitors.

      After spending all too many years and way, way too many hours reading and posting to TheEEStory forum (under the screen name “Lensman”), the most important thing I learned is this: If a company refuses to give a public demonstration of a prototype of their tech, then don’t believe a word they say.

      But hey, it wasn’t entirely a waste of time. At least now I know the difference between power and energy, and between kilowatts and kilowatt-hours. I also learned a lot about batteries and electric cars.

  22. Seuthès says:

    I have read that story about 3 days ago, and I ask a friend of mine. He is preparing is PhD in électric storage, and he told me that the goal for dry Li-ion is 2,5 times of now in 10-15 years.
    He expects 500Wh/kg and under $100 per kWh by 2025 with Li-ion or with an other technology.
    He said that Na-ion is 90Wh/kg, but at 125Wh/kg it could be a very good solution for stationnary batteries. And if dry Na-ion can reach 3 times the actual result, it could be a solution for cars.
    The other solution could be Li-Sulfur. 500Wh/l and 350Wh/kg is not unreachable by 2025.

  23. AwakeinLA says:

    Google Goodenough’s talks on Youtube. The guy is lucid and has wisdom of the ages wrapped up into one. He knows his stuff and then some.