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Outbyte PC Repair FREEClear out junk files and repair common Windows errorsFree Scan →Outbyte Driver Updater FREEScan for outdated or missing drivers - takes under a minuteDriver Scan →Donut Lab says it has developed a production-ready all-solid-state battery rated at 400 Wh/kg, capable of a five-minute full charge and designed for up to 100,000 cycles. The battery is intended for Verge electric motorcycles, not Tesla cars. Those figures remain company claims, and public technical information is not sufficient to independently verify them.
The “almost double the charge” headline is also misleading. It refers to claimed gravimetric energy density—watt-hours stored per kilogram—not the total capacity of a Tesla or any complete vehicle battery pack.
What Donut Lab announced
On January 5, 2026, ahead of CES 2026, Donut Lab presented what it called the world’s first all-solid-state battery for production vehicles. The company said the battery was ready for OEM production and would first enter vehicles built by Verge Motorcycles. Donut Lab’s announcement is available at its CES battery announcement.
According to Donut Lab, the design claims:
- 400 Wh/kg energy density.
- A full charge in five minutes.
- Up to 100,000 cycles.
- Full-discharge capability.
- More than 99% capacity retention at temperatures from −30°C to above 100°C.
- No flammable liquid electrolyte.
- Lower cost than lithium-ion batteries.
These are specifications published by Donut Lab, not independently established industry measurements. The company has not publicly provided enough detail about its chemistry, materials, manufacturing process or test protocols to reproduce each result.
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What “almost double the charge” really means
Energy density and battery capacity are different measurements. A 400-Wh/kg battery could store more energy for a given mass, or deliver the same energy with less mass. It does not automatically mean a vehicle has twice the usable range or that its pack holds twice as many kilowatt-hours.
Range depends on the complete vehicle, including battery size, mass, aerodynamics, motor efficiency, tires, software, thermal management and driving conditions. A motorcycle can also achieve a given range with far less energy than a passenger car because it is smaller and lighter.
The original comparison cited approximately 125 Wh/kg for certain Model 3 batteries and 272–296 Wh/kg for Tesla 4680-type cells. Those figures were not established on a demonstrably identical cell, module or pack basis, so “almost double” is valid only as a comparison with the lower cited number—not as a universal statement about Tesla vehicles. See the original comparison at BGR.
The vehicle slated to use it
The initial application is the Verge TS Pro electric motorcycle, with the TS Ultra also identified in Donut Lab’s rollout. Verge’s current product page lists two TS Pro battery options and claimed charging and range figures:
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| TS Pro listing | Published figure |
|---|---|
| Standard battery | 20.2 kWh |
| Long-range battery | 33.3 kWh |
| Standard claimed range | Up to 217 miles |
| Long-range claimed range | Up to 370 miles |
| Charging | Up to 200 kW; Verge says 80% in less than 10 minutes |
| Warranty | Two years full coverage and five years on the power battery |
Those are Verge product claims, not proof that a 400-Wh/kg pack is installed in every listed configuration. The official product and ordering information is at Verge Motorcycles. The page reviewed did not display a current public price.
What the later pack test demonstrated
On March 16, 2026, Donut Lab published a charging test involving an 18-kWh Verge battery pack. The company reported more than 100 kW of peak power—about 5C—and these results:
- 10% to 50% in five minutes.
- 10% to 70% in slightly more than nine minutes.
- 10% to 80% in 12 minutes.
The battery began at approximately 20°C and was charged at a public fast charger. Donut Lab said the test used an earlier-generation motorcycle fitted with a newer-model battery pack. The full account is at Donut Lab’s battery-pack announcement.
This is useful pack-level evidence of a fast charge under stated conditions, but it does not independently verify 400 Wh/kg, 100,000-cycle life, the temperature-retention claim or the battery’s chemistry. It also differs materially from the earlier “empty to full in five minutes” statement: the published test covered 10–80% in 12 minutes.
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Why solid-state batteries matter
Solid-state designs replace a conventional flammable liquid electrolyte with a solid electrolyte. In principle, that can reduce some fire risks, enable lithium-metal or other high-capacity anodes, improve thermal stability and increase energy density. Higher density could mean a lighter pack or more range.
None of those benefits is automatic. Charging speed depends on electrode design, chemistry, temperature, charger output, pack architecture and degradation limits. A battery described as solid-state should not be assumed to be fireproof or incapable of failure.
Why the claims remain contested
Key specifications are not fully defined
Donut Lab has not publicly specified enough of the cell chemistry, separator, anode, cathode, manufacturing method or test protocol to establish whether the 400-Wh/kg figure applies to a cell, module or complete pack. A cell-level number cannot be compared directly with a pack-level Tesla number.
“100,000 cycles” lacks an end point
The cycle claim does not state the capacity remaining at the end of those cycles, the depth of discharge, charging rate, temperature, rest periods or whether the figure is modeled, projected or demonstrated. Cycle life is meaningful only when those conditions and an end-of-life capacity threshold are disclosed. Calendar aging also matters for a motorcycle that may be used intermittently.
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Five-minute charging has infrastructure consequences
Charging a 20.2-kWh pack from empty to full in five minutes would require very high input power, along with suitable DC equipment, cables, connectors, cooling and grid capacity. Home charging equipment would not deliver that result. The later test’s narrower 10–80% window and 12-minute duration is the more concrete public pack result.
Motorcycle production is not car-scale validation
A low-volume motorcycle program can demonstrate that a battery fits and operates in a vehicle. It does not establish the reliability, cost, crash performance, serviceability or manufacturing consistency required for millions of passenger cars.
IEEE Spectrum highlighted the limited public technical information and the difference between producing a small number of motorcycle batteries and validating automotive-scale manufacturing.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What later reporting says
Tom’s Hardware reported allegations that third-party analysis found evidence consistent with lithium-ion chemistry rather than an all-solid-state design, along with additional questions about Donut Lab’s development and partnership claims.
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TechRadar reported that industry figures questioned whether the published performance parameters were mutually compatible and that later charging results still left open questions.
Those reports are significant challenges, but they are not a peer-reviewed final adjudication. The underlying laboratory data, sample chain of custody and complete methods would need to be public before they could conclusively settle the chemistry dispute.
What this means for Tesla and EV buyers
There is no evidence that Tesla vehicles are receiving this battery, that a retrofit exists or that ordinary passenger EVs are about to gain 400-Wh/kg packs. Donut Lab’s initial deployment is a premium, niche electric motorcycle from a closely connected partner company, not an independent mass-market customer validation.
Consumers shopping today should evaluate available electric motorcycles or cars on verified range, charging access, warranty terms, service support and independently documented battery performance. An aftermarket solid-state replacement is not a realistic or safe DIY category: voltage, cooling, battery-management software, crash certification, charging standards and physical integration all have to match.
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What would prove the breakthrough
The claim would become substantially stronger with:
- A complete cell specification and an explicit cell, module and pack energy-density breakdown.
- Independent chemical analysis or a documented teardown.
- Pack-level gravimetric measurements by a recognized laboratory.
- Repeatable charging tests reporting starting state of charge, temperature, charger output, taper behavior and energy delivered.
- Long-duration cycle testing with depth of discharge, C-rate and end-of-life capacity defined.
- Evidence from customer deliveries, warranty data and sustained production at meaningful volume.
Bottom line
Donut Lab has made an important commercial-deployment claim: an all-solid-state battery in a Verge electric motorcycle, with headline specifications of 400 Wh/kg, five-minute charging and up to 100,000 cycles. Its published 18-kWh pack test provides more tangible charging evidence, reporting 10–80% in 12 minutes.
But the public record does not independently establish the headline energy density, cycle life or chemistry. The Tesla comparison concerns energy density rather than total charge, and the technology is not currently evidence of a Tesla breakthrough or a mass-market car battery.
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