As of October 13, 2026, the cited evidence does not establish that customers can buy a series-produced passenger car equipped with an all-solid-state battery. The International Energy Agency (IEA) places almost-solid-state and all-solid-state vehicle batteries at the prototype stage. Automakers have demonstrated test vehicles, started road validation and announced future targets, but those milestones are not the same as an orderable, delivered production model.
The answer changes if “solid-state” is being used loosely. Semi-solid batteries are already commercial, according to the IEA, but they are a different category from an all-solid-state cell. Before treating any vehicle announcement as proof of availability, identify the battery type, the development stage, the market and whether customers can actually place an order.
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What “available in a production car” means
A battery can be described as automotive-ready long before a customer can buy a car using it. For this question, a production car means a series-built passenger vehicle offered for customer sale, not a laboratory cell, pilot line, engineering mule, validation vehicle or announced future program.
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There are four separate questions to ask:
- What battery is it? Semi-solid, almost-solid-state and all-solid-state designs are not interchangeable labels.
- What stage has been reached? A cell test, pilot production, vehicle demonstrator and road-validation program each prove something different.
- Where is it sold? A claimed launch may be limited to a country, a trim or a small fleet.
- Can a customer order and receive it? A target year or public-road test does not establish retail availability.
The IEA’s 2026 electric-vehicle battery overview is the clearest current distinction: semi-solid batteries are commercial, while almost-solid-state and all-solid-state designs remain at the prototype stage.
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- SEMI-SOLID-STATE SAFETY, BUILT FOR TRAVEL: Semi-solid-state cells hold a fraction of the flammable liquid in ordinary lithium-ion and resist thermal failure. In internal testing, the cells were puncture, cut and drill tested with no fire. The aluminum housing is highly thermally conductive, helping draw heat away from the cells and dissipate it during charging. Under 100Wh, it's airline carry-on ready.
- ALL-DAY POWER, STILL POCKETABLE: A full 10,000mAh gives a typical iPhone roughly 1.5 to 2 charges - plenty for long travel days, events and back-to-back workdays without chasing an outlet. The dense semi-solid state design (a paired 5,000mAh + 5,000mAh layout) keeps the pack slim enough to slip into a jacket pocket or bag. The built-in lanyard doubles as a USB-C cable, so a charging cord is always attached - nothing extra to pack or lose.
- QI2-CERTIFIED 15W MAGNETIC CHARGING: A strong, precisely aligned magnet snaps onto iPhone 17, 16, 15, 14, 13 and 12 with precise alignment and a strong hold, so you can keep using your phone while it charges. As a Qi2-certified, MagSafe-compatible charger, the magnetic connection keeps the charger aligned while you scroll, text, or move.
- DUAL USB-C, UP TO 30W OUTPUT: Two USB-C ports let you charge several devices at once and deliver up to 30W of fast wired power for phones, earbuds and tablets. The same port also refills the 10K itself quickly, so it's ready for the next day. (Large tablets and laptops draw more and may only charge partially.)
- FULL-COLOR LCD DISPLAY: A crisp color screen shows exact battery percentage plus live input and output wattage, so you always know how much power is left and how fast each device is charging - no blinking LEDs to decode. It stays easy to read at a glance, whether you're commuting, at an event, on a shoot or working late.
Semi-solid is not the same as all-solid-state
The broad term “solid-state battery” covers several designs that use a solid electrolyte to some degree. That umbrella creates much of the confusion in vehicle headlines.
Semi-solid batteries
The IEA reports that semi-solid batteries are already commercial. They use a solid polymer electrolyte that operates at elevated temperatures, but they are not fully rigid solid-electrolyte systems. A car advertised with a semi-solid pack therefore demonstrates commercialization of that category, not proof that an all-solid-state battery has entered ordinary new-car production.
Almost-solid-state batteries
Almost-solid-state designs use a mechanically rigid solid electrolyte during operation but may retain a small amount of liquid electrolyte at the cathode. They are closer to a fully solid architecture, yet the IEA still classifies them with all-solid-state designs as being at the prototype stage.
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An all-solid-state cell uses a mechanically rigid solid electrolyte during operation without the liquid component used in semi-solid or almost-solid designs. The safety and energy-density benefits often associated with “solid-state” headlines apply most directly to almost-solid-state and all-solid-state concepts, but those benefits do not by themselves prove durability, manufacturability or customer availability.
When reading a specification sheet, look for the manufacturer’s exact wording. If it only says “solid-state,” ask whether the pack is semi-solid, almost-solid-state or all-solid-state, and whether the statement describes a production trim or a development vehicle.
What the current evidence shows
| Company or source | Evidence | What it establishes | What it does not establish |
|---|---|---|---|
| IEA, 2026 | Almost-solid-state and all-solid-state designs classified at prototype stage | Current industry-level status in the cited overview | A globally exhaustive proof that no individual vehicle exists |
| Toyota, October 2025 | Targeting a BEV market launch with all-solid-state batteries in 2027–28 | A stated future target | A currently orderable or delivered model |
| Mercedes-Benz, 2025 | Lightly modified EQS demonstrator completed a 1,205-kilometre Stuttgart-to-Malmö drive without recharging | Vehicle-level technology validation | An EQS with this battery for customer sale |
| Stellantis and Factorial, June 2026 | FEST cells integrated into a Dodge Charger Daytona development vehicle for road testing and calibration | A development and industrialization milestone | Retail production, pricing or deliveries |
The IEA, Mercedes-Benz and Stellantis announcements therefore point to prototypes and development programs. No named global sales figure for customer production cars with all-solid-state batteries is established in the cited material.
Rank #2
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- Smart Display, Low-Current Mode & TORRASCare Support: The digital display shows remaining battery at a glance before you head out. Low-current mode supports earbuds, AirPods, and other small devices, while 18-month TORRASCare support gives you added confidence for daily use and travel.
Toyota’s 2027–28 target is a roadmap, not a current sale
Toyota and Idemitsu’s October 2023 announcement described cooperation on sulfide solid electrolytes, pilot-facility work and a supply chain for future all-solid-state batteries. The companies said they would work toward commercialization in 2027–28 followed by full-scale mass production. Because the announcement focused on pilot production and future manufacturing, it was a roadmap rather than evidence of a vehicle then available to buy. Toyota and Idemitsu announcement
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In October 2025, Toyota and Sumitomo Metal Mining announced a joint development agreement covering mass production of cathode materials for all-solid-state batteries. Toyota said it was aiming for a market launch of battery-electric vehicles using these batteries in 2027–28. That wording supports calling 2027–28 Toyota’s stated target; it is not a completed launch or a guarantee that a model will be delivered on that schedule. Toyota’s October 2025 announcement
A target can move because cell yields, supplier capacity, validation results, regulations or vehicle integration take longer than planned. Until Toyota publishes a specific production model, market, ordering process and technical specification, the target should be treated as forward-looking.
Mercedes-Benz has a test EQS, not a solid-state EQS for sale
Mercedes-Benz reported that a lightly modified EQS test vehicle used lithium-metal solid-state cells supplied by Factorial and drove 1,205 kilometres from Stuttgart, Germany, to Malmö, Sweden, without a charging stop at the end of August 2025. The company says the drive formed part of a validation program using public roads and test facilities. The vehicle was a demonstrator, and the release does not say customers can order an EQS with this pack. Mercedes-Benz solid-state EQS test program
Mercedes-Benz reported 137 kilometres of remaining range on arrival in Malmö. It also reported 25% higher usable energy content while keeping the test battery’s weight and size comparable with the standard EQS battery. Those are company-reported characteristics of the test system, not an independently certified specification for a production car.
The pack uses pneumatic actuators to maintain contact pressure as cells change volume during charging and discharging. That detail illustrates why a promising cell still requires substantial vehicle engineering: the battery enclosure, pressure system, controls and safety validation all have to work together in a road car.
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- WORLD'S THINNEST SEMI-SOLID-STATE 5,000MAH: At just 6.8mm at its thinnest point, the Air is the slimmest semi-solid-state Qi2 power bank you can buy — the semi-solid-state design supports this slim form factor while helping the cells stay stable and reducing fire risk. It sits flush against your iPhone and slips into a pocket, slim bag or clutch. TechRadar Pro CES 2026 Picks Award Winner.
- SEMI-SOLID-STATE SAFETY, BUILT FOR TRAVEL: Unlike conventional lithium-ion banks with a flammable liquid electrolyte, SolidSafe Air's semi-solid-state cells sharply cut the liquid component — lowering risk at the cell level and staying stable under heat, stress and impact. It's not a circuit-only fix but a fundamental change in chemistry. At 18.5Wh, it's airline carry-on ready.
- 15W QI2 MAGNETIC + 20W USB-C: Qi2-certified, MagSafe-compatible magnetic charging snaps onto iPhone 17, 16, 15, 14, 13 and 12 with precise, secure alignment, while the USB-C port delivers up to 20W when you're in a hurry. The 5,000mAh cell gives a modern iPhone roughly one full top-up, and you can charge wired and wireless at the same time.
- TITANIUM SHELL, BUILT TO LAST: A titanium-reinforced shell resists dents and drops, and titanium's high thermal conductivity helps draw heat away from the cells and dissipate it at the surface during charging. It's premium protection that keeps the Air tough and travel-ready in a remarkably slim form.
- CCC CERTIFIED FOR TRAVEL: CCC certified for battery compliance and travel in China, with FCC, CE and UKCA listings for other regions. Built-in circuit safeguards cover overcharge, over-discharge, overcurrent and short circuits. Magnetic charging suits MagSafe iPhones or a thin compatible case; for Pixel and other Android phones, use a magnetic case or the 20W USB-C port.
Markus Schäfer, Member of the Board of Management of Mercedes-Benz Group AG and Chief Technology Officer, Development & Procurement, said on September 9, 2025: “Our goal is to bring innovations like this into series production by the end of the decade and offer our customers a new level of range and comfort.” Mercedes-Benz statement A goal for series production by the end of the decade is not a current sales listing or delivery commitment.
Stellantis and Factorial have begun road testing a development vehicle
On June 11, 2026, Stellantis and Factorial announced that FEST solid-state cells had been integrated into a Dodge Charger Daytona development vehicle and that road testing and calibration had begun. The stated purpose is to verify performance, safety and reliability under real-world conditions as part of development and industrialization for automotive use. That is a meaningful engineering step, but it remains a development program rather than customer availability. Stellantis and Factorial road-testing announcement
The same announcement attributes several results to 2025 cell tests:
- Energy density of 375 Wh/kg.
- Charging from 15% to 90% in 18 minutes.
- Testing across temperatures from −30 °C to 45 °C.
These are cell-test figures reported by Stellantis and Factorial. They are not a production-car range rating, charging guarantee or customer specification. Cell-level performance can change when cells are assembled into modules and packs with cooling, structural protection, electronics and safety systems.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Why all-solid-state cars have not reached ordinary production
Manufacturing is more demanding
The IEA says all-solid-state manufacturing is more complex and costly than lithium-ion production. All-solid-state cells are being produced at small scale for testing, but scaling those processes while maintaining consistent quality remains a central challenge.
Pack integration requires mechanical control
The IEA says integrating all-solid-state cells into an electric-vehicle pack is complicated by stricter mechanical requirements, including higher operating pressure. The Mercedes-Benz test pack’s pneumatic actuators are a concrete example of the additional systems that may be needed to keep cells operating correctly as they expand and contract.
Rank #4
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- [Solid-State Battery - Smart Protection]: Our solid-state battery eliminates electrolyte leakage at the material level, going beyond basic safety standards. our power bank has passed the industry's most stringent needle penetration test, it won't catch fire, explode, or produce sparks. You can confidently carry it in a backpack or suitcase without worrying about damage or safety risks during long trips.
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Early costs are likely to be high
Even if a cell performs well, a production pack must include casing, pressure management, thermal controls, sensors, wiring, crash protection and software. The IEA expects solid-state batteries to remain limited to premium vehicle segments until the first half of the 2030s. That is the IEA’s outlook, not a guaranteed schedule for every automaker.
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Lab and cell numbers do not equal vehicle results
Energy density measured at cell level does not directly predict a vehicle’s usable pack energy, range, charging time or winter performance. A customer car must meet durability, abuse, crash, warranty and regulatory requirements across its operating life. Demonstration trips and controlled cell tests are useful evidence of progress, but they answer narrower questions than “Can I buy this car?”
How to check whether a claimed solid-state car is really on sale
- Find the exact model and market. A press release may describe a prototype without naming a retail vehicle, country or trim.
- Read the technical specification. Confirm whether the battery is identified as semi-solid, almost-solid-state or all-solid-state. Treat an unqualified “solid-state” label as incomplete.
- Check the order path. Look for a current configurator, customer order process, final price and stated delivery information rather than a concept announcement.
- Separate test data from ratings. A manufacturer demonstration distance or cell-test charging time is not automatically an official vehicle range or charging specification.
- Look for production language. “Target,” “aim,” “development vehicle,” “demonstrator,” “pilot,” “validation” and “road testing” describe future or experimental work. They do not mean series production.
- Verify the date. Battery programs change quickly. Use the latest model page and technical documentation for the region where you intend to buy.
Should you buy an electric car now or wait?
If you need a car now
Choose among currently orderable electric vehicles based on their published range, charging network access, warranty, price and practicality. Do not pay a premium on the assumption that a prototype’s range or energy density will appear unchanged in a future production pack.
If you are waiting specifically for all-solid-state technology
Use the announced dates as planning signals, not promises. Toyota’s stated target is 2027–28, while Mercedes-Benz describes a goal of series production by the end of the decade. Neither announcement identifies a currently orderable customer model with an all-solid-state pack. A wait may be sensible if the technology itself is your priority, but the eventual vehicle, market, price and production volume are not established by these announcements.
If a dealer uses “solid-state” in a sales claim
Ask for the battery chemistry and electrolyte description in writing. Confirm whether the vehicle is a semi-solid commercial model or an all-solid-state design, and ask for the manufacturer’s official production specification. If the answer points to a test drive, concept, pilot line or future target, it is not evidence of a customer production car.
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The cited current evidence supports a precise answer: semi-solid batteries are commercial, but it does not establish an all-solid-state battery car that customers can buy as a series-produced passenger vehicle. Mercedes-Benz has demonstrated a test EQS, Stellantis and Factorial are road-testing a development vehicle, and Toyota has announced a 2027–28 market-launch target. Those are important steps toward commercialization, not proof that an all-solid-state production car is available today.
Because no globally exhaustive registration or dealer-inventory audit is established here, the conclusion is deliberately evidence-based rather than absolute: before buying, check the specific model’s current order page and technical specification, confirm the battery category and verify that the vehicle is described as series production for your market.
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