Lotus CEO Says Solid-State EV Batteries Are Still Years Away From Reality

The race to develop next-generation batteries for electric vehicles continues to attract enormous attention, but Lotus CEO Qingfeng Feng believes expectations around solid-state batteries may be running ahead of reality.

Speaking at the Financial Times’ Future of the Car summit, Feng said the industry still faces major technological barriers before solid-state batteries can be produced at scale. In his view, widespread commercialization could still take anywhere from several years to even a decade.

Solid-state batteries have long been viewed as one of the most promising advancements in EV technology. Unlike traditional lithium-ion batteries, which rely on liquid electrolytes, solid-state designs use solid materials such as ceramics. Supporters argue this could lead to safer batteries, higher energy density, faster charging speeds, and longer driving ranges.

Because of those advantages, many companies have promoted solid-state batteries as a transformational breakthrough that could accelerate global EV adoption and reshape automotive competition.

However, Feng’s comments highlight the gap that still exists between laboratory development and industrial-scale manufacturing. While many automakers and battery producers have announced aggressive commercialization targets before the end of the decade, industry skepticism remains widespread.

Feng noted that Geely — Lotus’s parent company — is actively investing in research and development related to solid-state battery technologies. Geely has reportedly established dedicated R&D centers focused on advancing the field and continues to closely monitor industry progress.

Even so, Feng stressed that critical technical trade-offs remain unresolved. According to him, one of the biggest remaining challenges involves balancing battery life and discharge performance. Higher discharge rates can reduce battery longevity, while improving battery life often comes at the expense of performance — a compromise that engineers have yet to fully solve.

He acknowledged that some earlier safety concerns tied to solid-state technology have largely been addressed. But achieving the consistent durability and reliability required for mass-market automotive production remains a major hurdle.

These limitations have led some companies to pursue semi-solid-state batteries instead of fully solid-state systems. Semi-solid designs combine liquid and solid electrolytes, offering a more gradual technological transition that may be easier to commercialize in the near term.

The broader debate reflects how difficult battery innovation has become as the EV industry matures. While consumers and investors often focus on headline breakthroughs, scaling new battery chemistry from prototype to millions of vehicles requires overcoming enormous manufacturing, cost, and durability challenges.

For automakers, the stakes are high. Battery performance remains one of the most important competitive factors in electric vehicles, influencing range, charging speed, cost, and safety. Any company that successfully commercializes reliable solid-state batteries at scale could gain a significant advantage in the global EV market.

Still, Feng’s remarks serve as a reminder that the transition may take longer than many expect. Despite years of optimism and investment, solid-state batteries continue to face complex engineering problems that cannot be solved simply through increased funding or market demand.

Ultimately, while solid-state technology remains one of the most exciting long-term opportunities in the EV sector, industry leaders like Lotus are signaling that the road to commercialization is likely to be gradual rather than immediate.