SolidEnergy To Release Range-Doubling Electric Car Battery In 2017 (w/video)

FEB 8 2015 BY MARK KANE 32

SolidEnergy cells comparision

SolidEnergy cells comparision

SolidEnergy is moving foward with development of next generation batteries, which will store more energy.

Next year, the MIT spin-off targets production of 2 Ah cells for the smartphone and wearable market.

But the most important date is 2017, when SolidEnergy expects to deliver 20 Ah cells that will be good for electric cars, giving them twice the range compared to today’s lithium-ion batteries.

The secret of SolidEnergy is in the new solid electrolyte – Solid Polymer Ionic Liquid (SPIL) and ultra-thin lithium metal anode.

For now, the only number that we saw is 1337 Wh/L, which indicates that the battery will be smaller in size. No word on Wh/kg to determine the weight of the pack or price, but it looks like we’ll find all that out in less than two years.

Source: Green Car Congress

Categories: Battery Tech


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32 Comments on "SolidEnergy To Release Range-Doubling Electric Car Battery In 2017 (w/video)"

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When they only give you one number it is because the other numbers are bad.

Solid energy promised gravimetric densities in the 700Wh/kg range.

The question surrounding solid state batteries is generally the power output. Can they get enough power out of the cell due to low electron mobility.

EEStor made similar promises…

That’s an awful analogy. It’s apples and oranges. Or, rather, apples and a made-up fruit that no one serious believed ever existed in the first place.

Heh. Tell that to ZENN, DOE, Lockheed, and the US Navy. 😉

Robb Stark said:

“When they only give you one number it is because the other numbers are bad.”

Exactly. Optimizing cells to produce one outstanding characteristic at the expense of all the others is a publicity stunt, not an indication that a company can make better batteries than anybody else.

Elon Musk said it best:

“My top advice really for anyone who says they’ve got some breakthrough battery technologies, please send us a sample cell, okay, don’t send us PowerPoint. Just send us one cell that works with all appropriate caveats; that would be great. That… sorts out the nonsense and the claims that aren’t actually true. Talk is super cheap; the battery industry has to have more B.S. in it than any industry I’ve ever encountered. It’s insane.”

1337 Wh/L? You gotta love those MIT guys, never to old to implement their LEET-sign…


I think this every time I see it.
Also makes me think its fake because of that 😉

That will increase car range to the point of making gas vehicles obsolete, but it will also allow the true start for electric airplanes.

Think of what Russia will do with this in that they will have no oil spending money to go start wars with. Not to mention all the feelings that will be hurt among OPEC’s rich.

I’ll believe all this junk when I can buy a larger battery for a EV like I can upgrade a old computer’s memory by going to the store to swap out the old hard drive for a larger one.

We all I know that the i-miev is the number one EV begging for something like this.

One of the reasons I have bought an imiev is, that the batteries are easily accessible (no liquid cooling and I can swap failed cells myself. If I continue with my driving pattern, I will have 30.000mi in less then 2 years. I wish they would have a scaled-down version of a DC-charger, the 3kW AC-charger forces me sometimes in the evening to run errands with our ICE.

This almost exists today.

ElectricMotorWerks has an open-source charger with CHAdeMO controller. It’s expensive, and it’s “some assembly required” .. but it’s an option that didn’t exist until recently.

First you need an AC to DC charger. EMW makes a 25 kW charger that operates off of 240V AC. You want the higher-voltage version for your MiEV. $2500

Next you need the CHAdeMO controller. This is what handles the CHAdeMO protocol and safety interlocks. $700

Finally, you need a CHAdeMO cableset to plug into your EV. These are absurdly expensive; EMW has a non-UL listed cableset with a 3D-printed plug for $900.

So for right around $4k plus some elbow grease you could charge your i-MiEV in about 30 minutes at home. Most people would be better served to wait for a productized, UL-listed version.. but it’s nice that this option exists.

Volumetric density is important, but price is more important.

Bingo! While measures of energy and power per unit of volume and weight are clearly important, price performance is just as critical. I don’t care if someone invents a 1,000 mile battery if it’s not affordable.

If that is its only flaw then yes, we do care, very much so. The price will come down.

If you are an EV maker who chooses to use batteries that cost, let’s say, 5x as much per kWh as your competitor, then you are going to lose, even if your battery pack is smaller. You won’t be able to -afford- to put as many kWh in your car, so your competitor’s EV is going to have a lot more range at the same price.

Right now, cost is by far the most important characteristic in PEV batteries. Not size or weight, or the ability to charge without needing a liquid cooling system, or even the ability to charge faster. Cost is -the- #1 limit constraining auto makers building and selling compelling PEVs.

I’m very glad that EV makers are competing with their batteries. Competition is driving much faster innovation and cost-cutting than would be happening without such intense competition. We don’t yet have batteries cheap enough to make a PEV that can truly compete with a best-selling gas guzzler, but we’re getting closer every year.

If they really have a 1337 Wh/L battery, there is no way in hell that they’ll sell for less than $1000/kWh until they take over the entire CE market.

Just imagine an iPhone8 with a double-life battery option for $50 bucks. They easily sell 50M phones with the new battery, pay SolidEnergy or Sakti3 $30 per 20Wh battery (i.e. $1500/kWh), and they become a $1.5B/yr company. The rest of the CE market would probably buy another $5B/yr of such uber batteries.

There’s too much money in the CE market for high density battery companies to care about EVs and the <$200/kWh market for a long, long time.

The battery will have a higher percentage of Cobalt, so per pound I’d expect it to be more expensive. However per kwh it should be cheaper, but by how much? This really gets interesting when they figure out how to replace the very expensive Cobalt with dirt cheap sulfur.

Once you have industrialized a battery production, sophistication tends to decrease very rapidly in price. Therefore any advantage in materials usage or size reduction that positively feeds back on the economic forcing function tend to spread rapidly. This is even more the case if the improvements suddenly allow a big spread in market potential buyers or a new application that wasn’t possible before.

They are showing a lithium cobalt cathode. That’s too much cobalt for it to be cheap. The additional whammy is that the anode has lithium too. It looks like they are optimizing for physical size, not for specific energy or cost.

Hope it pans out. But I’ll remain skeptical. It could have problems with other metrics. It could be unsafe. It could be very expensive. It could be too hard to manufacture. Etc.

all workers there are chinese, this company is racist?.

Its nice that they are going to release a battery this year that is so Space-Efficient that it will have 160 miles of range or whatever.

(IF true, that would mean a 500 mile roadster is in my future – of course, it would be nice if they could also estimate the COST for such a battery).

If this battery also is more tolerant of temperature extremes, and also multiple deep-cycle recharges, then it will truly be a technological advance.

I can see why Tesla remains skeptical…

Oh, and as regard converted Lotus’s, I was talking today with the local Lotus franchise owner.

He says the only car to be allowed in the US is the Evora, which jibe’d with my info.

That means the Detroit Electric’s converted Exige would never be allowed in the states, which is a detail I find newsworthy.

There are several companies trying to replace the liquid electrolyte, which will give you a smaller, lighter, cheaper, and safer cell.

Several companies are working on the problem. One of them will make it work. It’s just hard to know which one that will be. I like Sakti3’s approach of starting with the production techniques and working backwards, but other approaches may end up being better.

This is all rather fun to watch…. Besides competing battery technologies, there is also the types of cars themselves. InsideEvs places a lot of copy on Hydrogen Offerings, which don’t seem to even expect as many as 1000 cars in the near future, whereas there are what? about 60,000 CNG natural gas vehicles currently which you hear almost nothing about, admittedly not as much as ev’s or phev’s of which there are what in the states? Around 200,000?. The local auto show here did have a 2015 chevy volt, and an eye-appealing I8, (but no I3) (the only 2 plug-ins amoungst hundreds of cars at the big show), and I did get plenty of apologies from Ford, and Nissan as to why they didn’t have any Energi’s or Leafs on display. But there was a CNG Chevy truck on display, and I did confirm that the Impala CNG is available to the public for individual sales. So, it looks as though the next few years will be a bit of a horse-race between alternative fueled vehicles, with CNG greatly increasing in popularity if ONE of the promised 3 (by Parker, Eaton, or GE/Whirlpool) reliable and cheap $500 retail home refulers… Read more »

Ok, hummm hundreds is overdoing it.. maybe 100 or thereabouts.

The reason I mention all this is that battery technologies simplyto improve to keep up with other upcoming alternative fuel vehicles, although PlugInAmerica has stated there is room in the marketplace for both Ev’s and CNG vehicles..

But the current CNG offerings by chevy are looking pretty impressive. The 2015 chevy impala cng goes 150 miles on CH4, then goes another 350 miles on gasoline, for 500 miles of range. But its that 150 mile figure that other ev’s must compete against, and there isn’t even an EV Impala to compete against it.

The silverado is even more impressive: 200 miles on CH4, and 450 on gasoline, for a range of 650 miles prior to refueling.

So, batteries just have to keep getting better if Ev’s are not to be eventually relegated to more of a ‘fringe’ market than it already currently is.

Marketing departments often draw the graphs first, the opposite of what should be done.

I went to their website. I couldn’t find anything about lifespan (number of charge cycles until capacity drops to 80%).

Nothing on “C-rate” (speed that energy can safely be drawn from the battery, or charged into the battery).

Manufacturing/pack costs were glossed over by saying they could be made in the same factory as current batteries.

The website seemed to be more about the three full years of media hype they’ve gotten from the press than it was about their actual product. It isn’t a good sign when they spend more time listing people that will tell you that their product is great, then they actually spend telling you about the product.