Solid-state batteries could shorten future EV fast-charging stops, but no production car has yet been shown to deliver the headline figures reported for prototype cells. Stellantis and Factorial said in April 2025 that their FEST cells charged from 15% to above 90% in 18 minutes at room temperature. In June 2026 they said the technology had entered a Dodge Charger Daytona development vehicle for road testing. Those are important milestones, not a guarantee of an 18-minute charge in a retail EV.
For home charging, the chemistry alone will not make a 120-volt or 240-volt installation deliver unlimited power. Level 1 and Level 2 charging still depend on the vehicle’s onboard charger, the EVSE, the home’s wiring and service capacity, and the battery’s state of charge. Existing home equipment may remain suitable, but the vehicle’s specifications will determine how quickly it can actually accept AC power.
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What a solid-state battery could change
A solid-state battery replaces the liquid electrolyte used in a conventional lithium-ion cell with a solid electrolyte. That change is pursued for several reasons, including the possibility of higher energy density and faster movement of ions through a cell design that can tolerate higher charging power. It does not, by itself, set the charging speed of a finished vehicle.
Charging performance is a system property. Cell chemistry, electrode design, thermal management, the battery pack’s electrical architecture, software limits, the onboard charger, and the available charging equipment all contribute to the result. A cell that accepts high power in a controlled test can therefore produce a very different charge curve when it is assembled into a large automotive pack.
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- WORKS WITH EVERY NON-TESLA EV: Standard J1772 connector plugs straight into Ford, Chevrolet, Hyundai, Kia, Nissan, BMW, Volkswagen, Audi, Rivian, Lucid and every other EV or plug-in hybrid sold with a J1772 port - no adapter needed. Tesla drivers can charge too, using the J1772 adapter that comes with the car. The extra-long 25 ft cable easily reaches across a garage or driveway.
- HARDWIRED - PROFESSIONAL INSTALL: This Level 2 charger is hardwired (not plug-in), so a licensed electrician installs it per National Electrical Code. It delivers up to 48A on a dedicated 60A, 240V circuit - enough to charge most EVs fully overnight. Want more speed? You can set DIP switches 4 and 5 to unlock 50A on a dedicated 70A circuit. Before ordering, check your car's port type and that your electrical panel can support the circuit.
- CONTROL FROM YOUR PHONE: A stronger built-in antenna keeps the charger online even in a garage or basement. Use the free app to start and stop charging, set the charging speed (6-48A), get reminders, and track how much energy and money each charge uses. Requires a 2.4 GHz home WiFi network.
- SAFETY-CERTIFIED & WEATHERPROOF: Independently tested and certified (UL, ETL, FCC, Energy Star). A fully sealed IP66 / NEMA 4 housing stands up to rain, snow, heat and dust indoors or out, and internal steel shielding protects the electronics for years of reliable use.
- GLOW-IN-THE-DARK HOLSTER: The included high-visibility holster glows in the dark so you can find and dock the plug easily at night. Holds the connector securely when not in use.
Stellantis and Factorial reported a validated 77 Ah FEST cell with an energy density of 375 Wh/kg in April 2025. They also said the cells had passed more than 600 cycles while development continued toward automotive qualification. Neither figure establishes the service life, usable capacity, charging curve, or warranty performance of a production vehicle.
The strongest charging result reported so far
What the 18-minute test actually measured
In their April 24, 2025 announcement, Stellantis and Factorial reported that FEST cells charged from 15% state of charge to above 90% at room temperature in 18 minutes. This is a company-reported cell result. The test window starts well above empty, ends below a full 100%, and uses a stated room-temperature condition.
That result demonstrates that the cell can accept a high rate over a substantial part of its usable range under the reported conditions. It does not tell a driver how long a complete vehicle would occupy a public charger, because a vehicle adds parallel cells, pack cooling, contactors, software controls, conversion losses, and a charging connector with its own power limit.
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- It is not a 0%-to-100% charge time.
- It is not a tested retail vehicle or a certified production specification.
- It does not establish performance in cold or hot weather.
- It does not establish the maximum power a public DC charger must provide.
- It does not establish battery longevity at that charging rate.
- It does not establish a vehicle price, launch date, availability, or warranty.
For a shopper, the appropriate interpretation is “prototype cell evidence of faster charging potential,” not “an EV that will always charge in 18 minutes.”
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- Charge with Confidence: ChargePoint builds reliable, flexible EV charging stations for home, business, and fleets. Get 24/7 support and access to hundreds of thousands of North American charging locations.
- Charge Smart: With the user-friendly ChargePoint Mobile App, you can control your electric car charger, manage reminders, connect to smart home devices, find stations, get data and charging info, and access the latest features. Note: WiFi is needed for certain functionalities and troubleshooting steps if connectivity issues arise.
- Vast Network: Wherever you go, ChargePoint’s network includes 274k+ stations across North America and Europe and 565k+ roaming partner stations.
- Safe & Durable: Rely on this UL-certified EV charger for safe home charging. It can be installed indoors or outdoors by an electrician and includes a cold-resistant cable.
- Fast & Powerful: This EV charger charges 9× faster than a 120V outlet, delivering up to 45 mi/hr., dependent upon your vehicle. It features a J1772 connector for all non-Tesla EVs and requires a 20A or 80A circuit. For Tesla EVs, this will require an adapter.
Where the technology stands in vehicle development
Stellantis and Factorial said on June 11, 2026, that FEST technology had been integrated into a Dodge Charger Daytona development vehicle and that road testing had begun. They described testing for performance, safety, and reliability. Calling it a development vehicle matters: the announcement indicates that engineering validation is under way, not that a production solid-state model is available to order.
Automotive battery programs normally progress through cell validation, module and pack integration, vehicle testing, qualification, manufacturing scale-up, and regulatory approval. Results can change as engineers adjust cooling, charging software, usable state-of-charge limits, and other safeguards. A development vehicle may therefore use hardware or software that differs from a later customer vehicle.
Toyota’s technology information describes future battery-development goals, including a quick-charge target for a next-generation battery. Those statements are goals, not evidence that a retail solid-state EV has achieved them. A separate QuantumScape filing with the U.S. Securities and Exchange Commission describes work with PowerCo on development, validation, demonstration, technology transfer, and possible initial commercialization. It supports the view that scale-up and qualification remain active work across the industry.
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How to compare the evidence
| Evidence level | What it can show | What it cannot prove |
|---|---|---|
| Cell test | Whether a cell design accepted a reported charging profile under stated conditions. | Charging time, thermal behavior, durability, or safety of a complete vehicle. |
| Module or pack test | How interconnected cells, cooling, sensors, and controls behave together. | Retail charging performance across all climates, chargers, and software versions. |
| Development-vehicle road test | Whether the battery system can be evaluated in real driving for performance, safety, and reliability. | Production availability, final specifications, price, warranty, or customer delivery dates. |
| Production-vehicle certification | Vehicle-level specifications and compliance for a defined market and model year. | How every driver will charge, since equipment, temperature, state of charge, and electrical service still vary. |
Why home charging follows different rules
Home charging is usually AC charging. The wall circuit supplies alternating current to the EVSE, and the vehicle’s onboard charger converts that AC to direct current for the traction battery. The onboard charger is therefore a hard limit: a higher-rated wall unit cannot force the car to accept more AC power than the vehicle is designed to handle.
Rank #3
- WORKS WITH EVERY NON-TESLA EV: Standard J1772 connector plugs straight into Ford, Chevrolet, Hyundai, Kia, Nissan, BMW, Volkswagen, Audi, Rivian, Lucid and every other EV or plug-in hybrid sold with a J1772 port - no adapter needed. Tesla drivers can charge too, using the J1772 adapter that comes with the car.
- PLUG IN, NO HARDWIRING: Level 2 charger delivers up to 40A to fully charge most EVs overnight. Plugs into a 240V, 4-prong NEMA 14-50 outlet (the RV/range type - NOT a dryer outlet) on a dedicated 50A circuit. The extra-long 25 ft cable easily reaches across a garage or driveway. Before ordering, check your car's port type and that you have the right outlet.
- CONTROL & SAVE FROM YOUR PHONE: A stronger built-in antenna keeps the charger online even in a garage or basement. Use the free app to start/stop charging, set speed (6-40A), get reminders, and track energy use and cost. Schedule off-peak overnight charging to cut your electric bill. Requires 2.4 GHz WiFi.
- SAFETY-CERTIFIED & WEATHERPROOF: Independently tested and certified (UL, ETL, FCC, Energy Star). A fully sealed IP66 / NEMA 4 housing stands up to rain, snow, heat and dust indoors or out, and internal steel shielding protects the electronics for years of reliable use.
- GLOW-IN-THE-DARK HOLSTER: The included high-visibility holster glows in the dark so you can find and dock the plug easily at night. Holds the connector securely when not in use.
Public DC fast charging uses a different power path. The station converts power and sends DC directly to the battery, bypassing the vehicle’s onboard AC charger. That is the type of charging most likely to benefit from a future battery that can safely accept much higher power, although the station, cable, pack voltage, thermal system, and vehicle software still impose limits.
The U.S. Department of Energy’s Alternative Fuels Data Center (AFDC) identifies battery state of charge and capacity, the vehicle’s internal charger, charging-equipment output, and the home’s electrical-service specifications as factors in charging time. Solid-state chemistry may improve the battery-side limit without removing the other limits.
Level 1 and Level 2 at home
| Home option | Typical supply | AFDC illustrative rate | When it may fit |
|---|---|---|---|
| Level 1 | 120-volt household outlet | About 5 miles of vehicle range per hour, assuming approximately 1.9 kW; actual results vary. | Lower daily mileage, occasional use, or a driver who can leave the car plugged in for long periods. |
| Level 2 | Typically 240-volt residential service | About 25 miles of vehicle range per hour; actual equipment and vehicle output vary. | Regular overnight charging, higher daily mileage, or a typical EV battery that needs to refill within one night. |
These figures are AFDC approximations, not guarantees for a future solid-state vehicle. Range added per hour depends on the car’s efficiency as well as electrical power. A less efficient vehicle gains fewer miles from the same kilowatt-hour than a more efficient one, and charging slows as the battery approaches its upper state-of-charge limit.
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Will a solid-state EV need a different home charger?
There is no evidence that solid-state chemistry automatically requires a special home charger. A future model could use the same general Level 1 or Level 2 AC equipment used by today’s EVs if its onboard charger and connector support those standards. Alternatively, an automaker could specify a higher-power onboard charger, a different connector, or electrical requirements that make a new installation worthwhile.
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- Charge with Confidence: ChargePoint builds reliable, flexible EV charging stations for home, business, and fleets. Get 24/7 support and access to hundreds of thousands of North American charging locations
- Charge Smart: With the user-friendly ChargePoint Mobile App, you can control your electric car charger, manage reminders, connect to smart home devices, find stations, get data and charging info, and access the latest features
- Vast Network: Wherever you go, ChargePoint’s network includes 274k+ stations across North America and Europe and 565k+ roaming partner stations
- Safe & Durable: Rely on this UL-certified EV charger for safe home charging. It can be installed indoors or outdoors by an electrician and includes a cold-resistant cable
- Fast & Powerful: This EV charger charges 9× faster than a 120V outlet, delivering up to 45 mi/hr., dependent upon your vehicle. It features a J1772 connector for all non-Tesla EVs and plugs into a 240V outlet with a 14-50 receptacle, requiring a 40A or 50A circuit. For Tesla EVs, this will require an adapter
Check the vehicle’s specifications rather than the battery label. Before installing equipment, verify:
- The vehicle’s maximum AC charging power and connector type.
- Whether the EVSE’s rated output matches the vehicle’s onboard charger.
- The home’s service capacity, panel space, breaker rating, wire size, and circuit requirements.
- Local permitting and whether installation must be completed by a qualified electrician.
- Outdoor-enclosure, cable-length, load-management, and multifamily-parking requirements, if applicable.
If the car accepts only a modest AC rate, installing a much more powerful Level 2 unit will not shorten charging beyond the car’s limit. If a future car supports more AC power, the limiting upgrade may be the circuit or service rather than the charger itself.
How to estimate your own overnight charging time
- Start with energy needed. Use the vehicle’s usable battery capacity and the percentage you expect to add. Charging from 30% to 80% requires roughly half the usable capacity, not the entire pack.
- Apply the vehicle’s AC limit. Use the lower of the onboard charger’s maximum input and the EVSE’s output.
- Check the home’s electrical limit. Continuous charging load must fit the circuit and service design. A charger cannot safely draw more than the installation allows.
- Allow for losses and tapering. Conversion losses reduce energy reaching the cells, and charging commonly slows near a high state of charge.
- Compare the result with your parking time. If the car is parked for eight to 10 hours overnight, Level 1 may cover a modest daily commute; higher daily use generally favors Level 2.
AFDC says many drivers charge overnight at home with Level 1 or Level 2. A Level 1 cordset can be sufficient for some households, while Level 2 is a common choice for charging a typical EV overnight. Multifamily residents may need permission, shared electrical capacity, assigned parking, or load management before installing equipment.
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What could make future charging stops shorter
Higher usable charging power
If a production solid-state pack can accept more power without excessive heat or accelerated degradation, a vehicle could spend less time at a DC fast charger during the middle portion of a trip. The benefit would be greatest when the driver arrives with a low or moderate state of charge and leaves before the charge curve tapers near full.
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- WORKS WITH EVERY TESLA + OTHER EVs: Built-in Tesla-style plug (NACS standard) connects directly to Tesla Model S, 3, X and Y - and any EV with a NACS port - no adapter needed. The plug even has a button to pop open your Tesla’s charge port. Non-Tesla J1772 vehicles can charge with a NACS-to-J1772 adapter (not included). The extra-long 25 ft cable easily reaches across a garage or driveway.
- HARDWIRED - PROFESSIONAL INSTALL: This Level 2 charger is hardwired (not plug-in), so a licensed electrician installs it per National Electrical Code. It delivers up to 48A on a dedicated 60A, 240V circuit - enough to charge most EVs fully overnight. Want more speed? Your can set DIP switches 4 and 5 to unlock 50A on a dedicated 70A circuit. Before ordering, check your car’s port type and that your electrical panel can support the circuit.
- CONTROL FROM YOUR PHONE: A stronger built-in antenna keeps the charger online even in a garage or basement. Use the free app to start and stop charging, set the charging speed (6-48A), get reminders, and track how much energy and money each charge uses. Requires a 2.4 GHz home WiFi network.
- SAFETY-CERTIFIED & WEATHERPROOF: Independently tested and certified (UL, ETL, FCC, Energy Star). A fully sealed IP66 / NEMA 4 housing stands up to rain, snow, heat and dust indoors or out, and internal steel shielding protects the electronics for years of reliable use.
- GLOW-IN-THE-DARK HOLSTER: The included high-visibility holster glows in the dark so you can find and dock the plug easily at night. Holds the connector securely when not in use.
More energy in the same mass
The reported 375 Wh/kg FEST-cell figure indicates the energy density targeted in that cell program. Pack-level energy density will be lower after adding cooling, structure, electronics, and safety systems. Higher cell energy density could affect vehicle packaging or range, but it does not automatically translate into a faster home charge.
Better cold-weather behavior
Temperature strongly affects battery charging. The reported FEST result was at room temperature, so it should not be generalized to winter conditions. Production vehicles may need preconditioning, reduced power, or other controls when the pack is cold. Until vehicle-level data are published across temperatures, climate-specific charging claims remain unknown.
Common mistakes when reading solid-state charging claims
- Equating a cell result with a vehicle result: a single cell has none of the pack-level electrical and thermal constraints.
- Treating a partial charge as a full charge: a 15%-to-above-90% window is not the same as charging from empty to full.
- Ignoring temperature: room-temperature performance does not define winter or extreme-heat behavior.
- Assuming a faster battery overcomes a weak home circuit: AC charging remains limited by the onboard charger and electrical service.
- Confusing development with launch: road testing means engineers are verifying the system; it does not mean consumers can buy it.
- Comparing unlike charging locations: public DC fast charging and home AC charging use different power paths and equipment.
What EV owners should do now
Do not delay a needed home-charging installation in anticipation of a solid-state model with unannounced specifications. Choose equipment for the EV you own or have formally selected, and size the circuit with future vehicle capability in mind only if an electrician confirms that the service can support it.
For a current EV, record your daily mileage, the time the car sits at home, and whether a 120-volt outlet restores enough energy overnight. If it does not, compare a properly installed Level 2 circuit with the vehicle’s maximum AC input. A solid-state vehicle may eventually use that same setup more efficiently or accept more power, but the actual requirement will be set by its published onboard-charger rating and installation instructions.
Bottom line
Solid-state batteries could make long-distance EV travel more convenient if production packs preserve the fast-charge behavior demonstrated in prototype cells. The best concrete figure currently available is the company-reported 18-minute FEST-cell charge from 15% to above 90% at room temperature, followed by a 2026 development-vehicle road test. Neither establishes a retail-car charging stop.
At home, expect continuity rather than a revolution: Level 1 uses a 120-volt outlet, Level 2 typically uses 240-volt service, and both remain constrained by the car’s onboard charger, the EVSE, and the home’s electrical system. When a solid-state EV reaches the market, its vehicle-level specifications—not the chemistry’s name—will determine whether your existing charger is adequate.
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