Factorial Energy’s 106-Ah solid-state battery milestone was a development breakthrough, not a consumer product launch. In June 2024, the Massachusetts-based U.S. cell maker shipped its first announced automotive B-sample cells to Mercedes-Benz, moving its technology from A-sample development toward more demanding OEM design validation.
The cell used Factorial’s FEST platform, which the company describes as quasi-solid-state. Factorial calls its separate Solstice platform all-solid-state. Subsequent Dodge Charger Daytona and Mercedes-Benz EQS test-vehicle demonstrations, plus drone deployments, show meaningful progress—but as of August 12, 2026, manufacturing scale, cost, durability, safety, and production approval remained open questions.
What happened in June 2024
Factorial Energy shipped its first announced 106-Ah automotive B-sample cells to Mercedes-Benz in June 2024. The Massachusetts-based U.S. battery company had previously shown a 100-Ah-plus cell at CES 2023, begun shipping 100-Ah A-sample cells to automotive partners in October 2023, and delivered more than 1,000 A-sample cells to Mercedes-Benz alone.
That makes the shipment a meaningful engineering milestone, but not the debut of a production battery. A B-sample is still a validation-stage design. It must go through additional testing, pack and vehicle integration, manufacturing-process validation, safety and durability work, and OEM approval before it can support a consumer EV.
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The wording also needs a technical qualification. The 106-Ah cell was based on Factorial’s FEST platform, which the company describes as quasi-solid-state. Factorial separately describes its Solstice platform as all-solid-state. In other words, the milestone was progress for Factorial’s lithium-metal, quasi-solid-state FEST technology—not proof that its fully solid-state Solstice cells had entered production.
Why moving from A-sample to B-sample matters
Battery companies do not normally jump straight from a promising laboratory cell to a battery pack in a showroom vehicle. Automotive development uses successive sample generations to expose problems that may not appear in early laboratory work.
| Stage | What it generally demonstrates | What it does not prove |
|---|---|---|
| A-sample | A production-intent cell in a representative format and capacity, suitable for laboratory and sometimes real-world safety and performance testing. | That the design is final, economical to manufacture, or ready for vehicle production. |
| B-sample | Part-to-part design validation at the cell and module level, including optimization for pack and vehicle use. | That the cell has passed every automotive qualification or that a factory can make it consistently at high volume. |
| C- and D-sample | Later-stage production-process validation, quality consistency, and eventual production approval. | That every vehicle using the technology will have the same laboratory headline specifications. |
Factorial’s own commercialization explanation places production-scale process validation after B-sample development. That distinction is the key to interpreting the 106-Ah shipment: Mercedes-Benz and other automakers could begin testing a more mature, representative design, while Factorial still had to prove that the design could be manufactured repeatedly and integrated into a safe, durable, cost-effective vehicle.
Readers who want the underlying chemistry and manufacturing context may find a solid-state battery design reference useful. Springer lists Solid State Batteries: Design, Challenges and Market Demands, which covers solid electrolytes, electrodes, interfaces, and commercialization challenges. It is background reading, not a guide to Factorial’s proprietary cells and not evidence that the technology is ready for retail purchase.
What does 106 Ah actually tell us?
Ampere-hours measure electrical capacity, not the complete amount of energy a battery can store. The energy figure also depends on voltage, and the usable energy available to a vehicle depends on factors such as the permitted state-of-charge window, temperature, power limits, cooling, and pack design.
Consequently, a 106-Ah cell cannot by itself establish an EV’s range, charging time, pack size, or weight. It is best understood as evidence that Factorial had produced an automotive-format cell with a capacity relevant to vehicle development. Cell-level capacity is only one part of the engineering equation.
The more important part of the announcement was the sample stage and customer involvement. A B-sample lets an automaker evaluate not just a cell in a laboratory fixture, but how multiple cells behave together in modules and packs, how the battery communicates with the vehicle, and how the design responds to automotive operating conditions.
FEST and Solstice are not the same technology
Factorial uses two related but distinct platforms:
| Platform | Factorial’s description | Why the distinction matters |
|---|---|---|
| FEST | Factorial Electrolyte System Technology, combining a lithium-metal anode, a quasi-solid electrolyte, and a high-capacity cathode. | This was the platform associated with the 106-Ah B-sample shipment and the later vehicle demonstrations. |
| Solstice | An all-solid-state platform using a sulfide-based electrolyte and a dry-coating process. | It represents a separate Factorial technology path and should not automatically be treated as the cell used in FEST announcements. |
Factorial presents FEST as compatible with existing lithium-ion manufacturing processes. That could lower the amount of entirely new factory equipment required if the claim holds up at production scale. Solstice is described with a sulfide electrolyte and dry-coating process, reflecting a different manufacturing and materials approach.
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Both platforms are discussed under the broad commercial label of solid-state batteries, but a technically careful description should preserve the difference between quasi-solid-state FEST and all-solid-state Solstice. The terms are not interchangeable, and a result demonstrated by FEST should not be presented as a result for Solstice unless Factorial specifically says so.
Why solid-state cells are attractive to automakers
Solid-state battery designs generally aim to replace at least part of the liquid electrolyte used in conventional lithium-ion cells with a solid or solid-like electrolyte. Factorial’s stated value proposition includes higher energy density, lower battery mass, faster charging, and improved thermal behavior. Those are company claims and development goals, not guaranteed specifications for a future production vehicle.
A lithium-metal anode is particularly important to Factorial’s approach. If it can be used reliably, it may store more energy for a given mass than the graphite anodes common in many current lithium-ion cells. Higher cell-level energy density could allow an automaker to build a lighter pack for the same range, increase range without adding as much mass, or use the saved mass for other vehicle requirements.
However, cell-level energy density does not equal pack-level energy density. A vehicle pack also needs structural components, cooling or thermal-management hardware, electrical connections, sensors, control electronics, crash protection, insulation, and safety systems. The conversion from a laboratory or cell figure to a production vehicle’s range is therefore not one-to-one.
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Stellantis: from planned fleet to development vehicle
In October 2024, Stellantis and Factorial announced a demonstration fleet of Dodge Charger Daytona vehicles using the STLA Large platform. Stellantis said the vehicles were intended for road use by 2026, with the purpose of validating FEST in real-world driving rather than launching a production model.
The program materials cited a FEST specific energy density above 390 Wh/kg. In June 2026, Stellantis and Factorial announced that FEST cells had been integrated into a Dodge Charger Daytona development vehicle. They described this as the first integration of Factorial’s solid-state cells into a Stellantis vehicle and the first automotive integration of the technology in North America.
Road testing and calibration were underway to assess pack performance, reliability, charging, driving behavior, and vehicle safety. That is a more advanced step than shipping loose development cells, but it remains a development program.
The June 2026 announcement also attributed the following results to testing conducted in 2025:
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- 375 Wh/kg specific energy density;
- charging from 15% to 90% in 18 minutes; and
- operation across a reported temperature range of -30°C to 45°C.
These figures should not be read as guaranteed specifications for a production Dodge, or as directly interchangeable with the earlier statement of more than 390 Wh/kg. The tests may refer to different cells, configurations, conditions, or stages of the program. In either case, the figures were attributed to Stellantis and Factorial testing, not independently established consumer-vehicle results.
Mercedes-Benz: a long-distance EQS demonstration
Factorial’s June 2026 market-listing announcement said Mercedes-Benz had integrated FEST cells into a lightly modified EQS test vehicle. The company reported that the vehicle traveled 1,205 km from Stuttgart, Germany, to Malmö, Sweden, on a single charge.
That is an eye-catching demonstration of potential range, but it is not the same as an official range rating for a production Mercedes-Benz. The vehicle was a test vehicle, and a route demonstration does not provide the standardized conditions needed to compare it directly with EPA or WLTP figures. Vehicle modifications, route profile, speed, weather, traffic, payload, and other test conditions can all affect the result.
The more defensible conclusion is that FEST had progressed far enough for Mercedes-Benz to evaluate it in a vehicle over a substantial real-world route. The announcement does not establish that a Mercedes-Benz EV with Factorial cells is available to buyers.
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Why Factorial is also testing drones
Factorial moved beyond automotive samples in May 2025, when it shipped FEST lithium-metal cells to Avidrone Aerospace, a Canadian unmanned-aircraft developer. Avidrone planned demonstration flights to evaluate energy efficiency, power discharge, payload capacity, and range under conditions including altitude, temperature variation, and vibration. Factorial described the shipment as its first entry into the drone sector and the first flight deployment of FEST.
In May 2026, Factorial announced collaborative arrangements with drone integrators in the United States, Europe, and the Asia-Pacific region. The announcement named KULR Technology Group, Tulip Tech, and JRES, and said initial battery packs using Factorial cells had been demonstrated at XPONENTIAL 2026.
In July 2026, Factorial and Tulip announced a strategic partnership following a flight test that they said produced more than a 30% increase in flight range before engineering optimization. That is a partner-reported early validation result, not a universal performance figure for every drone or FEST battery.
Drones can be a useful early market for advanced cells because operators may value energy density and payload capacity more than the lowest possible battery cost. They also tend to use smaller volumes than the global passenger-vehicle market, potentially allowing a developer to validate a specialized cell in a narrower application first. That does not remove the need for safety, durability, manufacturing, and certification work; it simply creates a different path to field testing.
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Factorial lists electric vehicles, aviation and drones, power tools, marine vehicles, consumer electronics, and energy-storage systems as intended application areas. These are target markets, not evidence that Factorial-powered products are commercially sold in each category.
What still has to happen before a consumer EV
The distance between a successful demonstration and a mass-produced EV battery is substantial. The main remaining hurdles include:
- Repeatable manufacturing. Factorial must demonstrate that factories can make large numbers of cells with consistent capacity, resistance, energy density, and defect rates. A few impressive cells do not establish production yield.
- Module and pack integration. Cells must work together electrically and mechanically, fit within the vehicle’s packaging, communicate with the battery-management system, and meet crash and service requirements.
- Durability. Automotive batteries need to retain useful capacity through many charge and discharge cycles, temperature changes, vibration, fast charging, storage, and varying states of charge.
- Safety validation. Cell abuse testing is only one layer. The complete module and pack must be evaluated for thermal events, impact, electrical faults, propagation risk, charging failures, and emergency response.
- Cold- and hot-weather performance. A cell that performs well in a controlled laboratory environment must also deliver predictable power and charging behavior across the temperatures encountered by real vehicles.
- Cost and supply chain. Lithium-metal materials, solid or quasi-solid electrolytes, cathodes, separators, coatings, factory equipment, quality control, and recycling logistics all have to work at an automotive price.
- OEM production approval. Automakers must approve the cell, pack, software, manufacturing process, suppliers, and service procedures before putting the technology into a production vehicle.
The A-to-B transition addresses some of these questions, especially design validation at cell and module level. It does not answer all of the C- and D-sample production questions.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Is this the world’s first solid-state battery shipment?
The safest wording is that it was Factorial’s first announced shipment of a 106-Ah automotive B-sample to Mercedes-Benz, or one of the first publicly announced milestones of its type. “First announced” leaves open the possibility that another company made an undisclosed shipment or used a different definition of solid-state, A-sample, or B-sample.
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1Scan for outdated or missing drivers - takes under a minute2Clear out junk files and repair common Windows errors3Fix the driver behind crashes, sound loss and screen glitchesIt is also important not to turn a company’s broad solid-state branding into a claim that every cell in the announcement was all-solid-state. The 2024 milestone concerned FEST, which Factorial describes as quasi-solid-state. Solstice is the company’s separately identified all-solid-state platform.
Can you buy a Factorial solid-state EV battery?
No. As of August 12, 2026, the evidence supports describing Factorial as moving from laboratory and customer-sample validation toward demonstration vehicles, flight testing, industrial partnerships, and manufacturing scale-up. It does not support saying that Factorial has mass-produced a consumer EV battery or that an EV equipped with its cells is available for ordinary purchase.
Factorial completed a business combination and began trading on Nasdaq under FAC and FACWW on June 8, 2026. The company said the transaction implied an equity value of approximately $1.3 billion and provided more than $100 million in gross proceeds for commercialization. That financing and public-market listing may support development, but they are not technical proof of production readiness.
For car shoppers, the practical signal to watch is not another laboratory energy-density headline. It is an automaker announcing a named production vehicle, a validated battery pack, a manufacturing location and volume, a warranty, official range and charging figures, and a customer delivery schedule. Factorial had not reached that point in the evidence available by August 12, 2026.
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What this milestone really means
Factorial’s 106-Ah B-sample shipment mattered because it showed that the company had moved a relatively large automotive cell into a more rigorous OEM validation phase. The later Dodge Charger Daytona development vehicle, Mercedes-Benz EQS test, and drone deployments show continued progress toward real-world integration.
They do not yet establish a finished product. FEST remains a quasi-solid-state platform in development, Solstice is a separate all-solid-state platform, and the hardest commercial questions—repeatable high-volume production, pack safety, long-term durability, cost, supply-chain readiness, and OEM production approval—remain decisive.
Frequently Asked Questions
Was Factorial’s 106-Ah cell a production battery?
No. The June 2024 announcement concerned 106-Ah automotive B-sample cells shipped to Mercedes-Benz. B-samples are used for design validation and testing; they are not proof of mass production or consumer availability.
Was the 2024 Factorial cell fully all-solid-state?
The milestone involved Factorial’s FEST platform, which the company describes as quasi-solid-state. Factorial separately describes Solstice as its all-solid-state platform. The two names should not be treated as interchangeable.
Does 106 Ah tell us how far an EV could drive?
No. Ampere-hours describe electrical capacity, but vehicle energy and range also depend on voltage, usable state-of-charge, pack design, thermal management, driving conditions, and vehicle efficiency. A 106-Ah rating alone cannot establish an EV’s range.
Can I buy a Mercedes-Benz with Factorial’s battery?
No. Factorial and Mercedes-Benz reported a 1,205-km Stuttgart-to-Malmö demonstration in a lightly modified EQS test vehicle. It was a company-reported test result, not an official production-car range rating or proof that a Factorial-powered Mercedes-Benz is available to buyers.
What must Factorial prove before its batteries reach production EVs?
The next major steps are repeatable high-volume manufacturing, cell and pack safety testing, durability validation, cold- and hot-weather performance, cost reduction, supply-chain readiness, and automaker production approval. Vehicle demonstrations alone do not complete those steps.
The Bottom Line
Bottom line: Factorial’s June 2024 shipment of 106-Ah FEST B-sample cells to Mercedes-Benz was a genuine step beyond laboratory development, but it was not a production battery or a consumer EV launch. By August 2026, vehicle and drone demonstrations had strengthened the case for continued development, while manufacturing scale, cost, durability, safety, and production approval remained unresolved.
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