Batteries are undergoing a profound transformation: while lithium-ion batteries continue to dominate the market, new battery technologies are beginning to take hold , aiming for greater safety, longer lifespan, and better adaptation to very specific uses, from electric vehicles to the massive storage of renewable energy. In just a few years, the landscape could be quite different from what it is today.
Among the proposals gaining traction are aqueous zinc-iodine batteries , designed for large stationary installations, and solid-state batteries with very high energy density , poised to significantly improve the range of electric vehicles. Much of the impetus comes from Asian research centers and manufacturers, but its impact will also be felt in Europe.
New aqueous zinc-iodine batteries: safer and with an extremely long lifespan
A group of researchers from Flinders University (Australia) has unveiled an aqueous zinc-iodine battery that offers a different approach to conventional lithium-ion cells. Instead of flammable organic electrolytes, this technology uses a water-based electrolyte , significantly reducing the risk of overheating and fires caused by thermal runaway.
Zinc-iodine batteries are not a new idea; they have been under study for decades . However, their adoption was hampered by a specific problem: polyiodide displacement, a chemical phenomenon that causes iodine to migrate through the cell separator, leading to rapid battery degradation with continued use.
The Australian team has overcome this obstacle by designing a molecular “cage” capable of retaining iodine compounds without hindering the necessary electrochemical reactions. To achieve this, they have used polymers derived from cyclodextrins , cyclic molecules from starch, which have been used for years in sectors such as food and cosmetics, and which are now finding a different application in the field of energy storage.
These cyclodextrins have a hydrophilic exterior and a hydrophobic internal cavity. This combination allows the polyiodides to be trapped within the polymer structure, preventing them from moving freely throughout the battery. The result is a system that mitigates the movement of these iodine species, one of the main factors causing wear in zinc-iodine batteries studied to date.
Technical data: cycles, capacity and charging times
Laboratory tests show unusual performance for this type of technology. In one of the tested configurations, the battery achieves around 200-205 mAh/g of specific capacity for approximately 8.000 full cycles, with recharge times of about seven minutes from empty to full.
In another variant designed to maximize lifespan, the system achieves 60.000 charge and discharge cycles , maintaining a capacity of around 150 mAh/g. In this case, the full charge time is reduced even further to around three minutes , a figure well below what many current batteries allow.
According to the technical documentation, these cells operate at a voltage between 1,3 and 1,4 V and exhibit extremely low degradation per cycle, estimated at between 0,0001% and 0,0003% during initial testing. It's important to remember that these are small-scale laboratory prototypes , so it remains to be seen how they will perform when the design is implemented in larger batteries and real-world use environments.
The key to this advancement lies in the combination of a very long lifespan and a very short recharge time , something especially useful in applications where cycles are repeated continuously throughout the day. For electrical grids with a high presence of renewables or for backup systems, having a battery capable of withstanding tens of thousands of cycles can be more important than maximizing energy density.
Security, limitations and applications: why we won't see it on your mobile
Using an aqueous electrolyte offers a clear safety advantage. Unlike the flammable organic electrolytes used in many lithium-ion batteries, water drastically reduces the risk of fire and thermal runaway, a concern for both portable devices and large-scale installations.
However, this new zinc-iodine battery has a significant drawback when considering its use in smartphones, tablets, or laptops : its volumetric energy density is lower than that of current lithium-ion cells. To store the same amount of energy, more volume would be needed, resulting in larger batteries and, therefore, thicker or heavier devices.
For this reason, the researchers themselves rule out the possibility that this technology will replace lithium batteries in consumer electronics in the short term . Their roadmap is clearly geared towards large-scale stationary energy storage , a field in which size and weight are less important than durability, safety, and cost per cycle.
Specifically, applications are mentioned in renewable energy installations —such as solar plants or wind farms—, energy storage facilities connected to the electrical grid, and systems capable of smoothing peak demand. In Europe, where the integration of renewables is a priority, these types of solutions could fit into projects involving battery backup for the grid , ultra-fast charging stations, or municipal storage facilities.
Although the technology is still in its early stages, the work done in Australia demonstrates that zinc-iodine chemistry still has room for improvement. If it becomes established, it could complement other emerging proposals in the field of stationary energy storage, such as flow batteries or sodium-based solutions, expanding the range of options beyond lithium-ion.
Race for solid-state batteries: the density leap coming from China
While zinc-iodine batteries are primarily aimed at the electrical grid and large infrastructure projects, the other major trend in new battery technology is focused on electric vehicles. Solid-state batteries have become the leading hope for a leap forward in range, safety, and lifespan compared to conventional lithium-ion cells.
Leading Chinese manufacturers like BYD, CATL, and Geely have identified 2027 as a key year to move from laboratory prototypes and small-batch testing to the first real-world applications in vehicles. Other battery producers, such as Farasis Energy, CALB, and Gotion High-Tech , have joined this push, along with emerging companies that see this technology as an opportunity to gain ground.
The common goal is to develop cells capable of offering higher energy density without increasing the size or weight of the battery pack, while reducing the risk of thermal runaway and improving the chemical stability of the materials. In practice, this would translate into cars with greater range per charge , potentially faster recharging, and greater durability, both in cycles and years of intensive use.
The importance of this move goes beyond the Chinese market: Europe is heavily dependent on batteries produced in Asia, and any significant advance in solid-state technology will condition the development of the European automotive industry and its plans for transitioning to electric vehicles.
Geely and the race to be the first to reach 500 Wh/kg batteries
Among the most striking projects is Geely 's , which has unveiled a new generation of solid-state batteries with an announced energy density of up to 500 Wh/kg . This figure, in some cases, doubles the range of many current NMC batteries, which typically range between 250 and 300 Wh/kg.
Such density allows, on the one hand, for more energy to be stored with a similar mass and, on the other hand, for a reduction in the pack's weight while maintaining the same capacity, thus improving the vehicle's overall efficiency. As a general example, an 80 kWh pack that currently weighs close to or exceeds 450 kg could be significantly lighter, with a direct impact on fuel consumption, especially in urban environments where frequent accelerations have a greater impact.
Geely has showcased some of this technology at specialized trade shows and has indicated that its batteries use a solid-state sulfur electrolyte , that is, an inorganic material that replaces the traditional liquid electrolyte. The company has not yet provided details on the exact electrode chemistry, the kWh capacity of the battery packs it plans to assemble, or the specific homologation cycle for the advertised ranges.
The group plans to begin road testing and pilot production around 2027, using vehicles from several of the brands it controls, including Volvo, Polestar, Zeekr, Lynk & Co, Lotus, and Smart. The number of units and specific models have not yet been confirmed, but the approach involves launching limited series first, often in higher-priced ranges capable of absorbing the initial cost premium.
In addition to the range, Geely mentions a lifespan that could reach one million kilometers in some cases, a figure that, if achieved, would reduce concerns about long-term degradation. The project has partners such as Dow, involved in the development of adhesives and materials capable of maintaining their properties across a wide temperature range, from approximately -40 to +120 °C, which is crucial for the stability of the battery packs in very cold or very hot climates.
China sets 2027 as a key year for solid electrolyte
Beyond the specific case of Geely, the Chinese landscape shows a striking convergence on the 2027 target date. BYD has registered patents related to solid-state batteries and has indicated that same year for its first vehicle demonstrations. CATL, a global leader in battery supply, has also informed its investors that it is working toward 2027 as the target date for pilot production.
Meanwhile, manufacturers like CALB, Gotion High-Tech, and Farasis Energy have identified this period as the ideal time to launch their road validation programs. CALB, the third-largest player in the Chinese market by share, plans to begin small-scale testing of electric vehicles and gradually scale up production by the first half of the next decade.
Gotion High-Tech, backed by Volkswagen , is focusing its efforts on solid-state batteries with target densities in the area of 350 Wh/kg , with a view to incorporating small series in test vehicles from 2027 and moving towards commercial production between 2029 and 2030. Farasis Energy, associated with Mercedes-Benz, is working with a similar timeline, with 2030 as the target for entering large-scale production.
Even companies that until recently were not linked to electric vehicles, such as Dreame Technology —known for its home appliances—have presented their own roadmaps for solid-state batteries. According to their data, their Galaxy Crystal cells could reach capacities of up to 60 Ah and exceed 450 Wh/kg , with commercial production also slated to begin around 2027.
The reality is that converting an experimental cell into a battery suitable for mass production , with controlled costs and durability that meets automotive demands, remains a significant technical challenge. Executives at some manufacturers have urged caution regarding expectations, aware that timelines may be extended and that not all projects will reach the market simultaneously.
Potential impact on Europe and the electric vehicle market
The concentration of solid-state battery projects in China has direct consequences for Europe. Large European automotive groups—including some partners of Asian battery manufacturers—depend on a supply chain where technological advances are largely being developed outside the continent.
If energy densities of 350 to 500 Wh/kg translate into cars with ranges exceeding 1.000 km per charge and lifespans approaching one million kilometers, the pressure on European manufacturers will increase considerably. Competition will not only be based on price, but also on the ability to offer vehicles with less frequent charging requirements and battery packs that maintain their performance for many years.
In this context, the European Union has launched programs to boost local manufacturing of advanced batteries and reduce dependence on foreign sources, but the pace of development is not always easy to match. Investing in alternative technologies—such as sodium-ion, enhanced lithium iron phosphate, or solid-state batteries developed within Europe—will be key to maintaining industrial competitiveness and ensuring supply.
For consumers, the most visible impact will come when the first series of vehicles with next-generation batteries begin to appear on the road, presumably in the mid-to-high-end or high-end segments. If the results in terms of range, degradation, and safety live up to expectations, demand will likely shift increasingly towards these models, accelerating the transition and pushing current technologies towards more secondary uses or entry-level segments.
Taken together, the advances in aqueous zinc-iodine batteries and high-density solid-state cells point to a decade in which energy storage will change profoundly: from large installations that stabilize the grid and facilitate the massive use of renewables, to electric cars capable of traveling distances unthinkable today on a single charge, the development of these new battery technologies will mark a large part of the evolution of the energy and mobility sector both in Europe and in the rest of the world.
