Following the close of Q3 2023, solid-state battery developer QuantumScape has updated the public to its progress the last three months, which includes some encouraging results. In addition to catching a peep at mockups of its production-intent QSE-5 cell design, QuantumScape’s prototype has done better than expected with one automotive OEM in particular. Are solid-state EVs closer than we imagined? QuantumScape says maybe, but it still has some work to do.
If you don’t know the name QuantumScape ($QS) by now, you should probably start educating yourself (don’t worry, we have plenty of previous coverage for you to study). The advanced battery technology company has been working for over a decade to develop scalable, energy-dense solid-state battery cells that can one day achieve cost parity with traditional lithium-ion cells popular in current EV models.
While there are plenty of competitors out there chasing a future powered by safer and more efficient solid-state cells, QuantumScape hit its own major breakthrough in 2020 by utilizing a proprietary ceramic separator. This technology led to single-layer prototype cell testing, followed by 10-layer cells, then 16-layer prototypes.
By Q2 of 2022, QuantumScape’s solid-state had expanded to 24 layers, setting the stage for vigorous internal testing and the beginning of a three-step journey (A, B, and C prototype cells) before entering automotive qualification and (hopefully) commercialized production.
In December of 2022, QuantumScape began delivering the first 24-layer A0 prototype cells to automotive partners to test themselves, and by Q1 of 2023, testing had been completed by at least one unnamed EV OEM.
At that same time, QuantumScape shared that its first commercial solid-state product will be an ~5 Ah cell called QSE-5 (seen above), which also began shipping to OEM partners as of Q2 2023. Now, QuantumScape has posted its Q3 2023 report, and A0 prototype testing has delivered results that were better than expected.
A mockup of QuantumScape’s QSE-5 solid-state cell with FlexFrame / Credit: QuantumScape
QuantumScape rolls in Q3, shares FlexFrame format
As previously mentioned, QuantumScape’s first planned commercial product will be a solid-state cell called the QSE-5, based upon the aforementioned A0 prototype cells. QS states that the cell consists of a unique format it calls FlexFrame, which combines the conventional pouch and prismatic cell designs in order to address the “uniaxial expansion of lithium metal as it plates and strips during charging and discharging.”
The battery developer shared that a primary goal for 2023 is to improve the packaging of its QSE-5 cells compared to the A0 prototypes, as the former will contain higher-loading cathodes than the former, sustaining higher current densities built with tighter margins, putting more stress on the cell.
For comparison, QuantumScape says the QSE-5 cells are designed to deliver a capacity around 5 amp-hours (Ah), while 2170 battery designs currently used by some of the top EV automakers offer an average capacity of around 4.5–5 Ah. In this case, QuantumScape sits on the cusp of performance parity if not better, using smaller, lighter, and safer cells.
Switching back to the A0 prototypes that will enable the production of the QSE-5 cells someday, QuantumScape provided further room for optimism in its Q3 2023 report. The company states that although its commercial target for its solid-state cells remains at 80% energy retention through 800 charge cycles, one prospective automotive customer found much better results testing the A0 cells.
Those labs completed over 1,000 full cycle equivalents and achieved over 95% discharge energy retention using test conditions of C/3 charge and C/2 discharge with QuantumScape’s standard temperature and pressure conditions, and 100% depth of discharge. In the Q3 report, QuantumScape patted itself on the back for this encouraging result, but isn’t shopping for yachts any time soon – there is still plenty of room for improvement. Per the company:
We emphasize that this is the best-performing cell and we have work to do on aspects such as reliability. Nonetheless, this is an exceptional result. We are not aware of any automotive-format lithium-metal battery that has shown such high discharge energy retention over a comparable cycle count, at room temperature and modest pressure, regardless of C-rate. We believe that no competing electrolyte — solid or liquid — has demonstrated sufficient stability with lithium metal to achieve this, and that this result sets a new high-water mark for lithium-metal battery performance.
Credit: QuantumScape Q3 Report
Looking ahead, QuantumScape states that its work beyond Q3 2023 will remain focused on QSE-5 development, which could find much success in several applications serving all vehicles from passenger EVs, to commercial trucks, motorcycles, and even consumer electronics. In regard to electronics, QuantumScape’s Q3 report states that the company’s single-layer solid-state cells have now achieved between 1,500 to 2,000 cycles with approximately 80% discharge energy retention with zero externally applied pressure. For comparison, QS states that 500 to 1,000 charge-discharge cycles represents the key life cycle threshold for most consumer electronics applications.
On the manufacturing side, QuantumScape has completed equipment installation for its “Raptor” fast separator heat treatment process (3x as fast as previous processes) and remains on track to deploy the process by year’s end. It also continues to make progress in implementing its “Cobra” process to support the QSE-5 B0 prototype production in the future.
Financials look good as well. The Q3 report detailed $1.1 billion in liquidity as QuantumScape raised $300 million in gross proceeds the past three months. The company’s current forecast offers enough runway to continue solid-state cell development into 2026. Per QuantumScape:
Our focus for 2023 is simple: turn the corner from prototype to product. Our key milestones are all aimed at advancing product development to build a sufficient level of technical and manufacturing maturity to enable initial production of QSE-5. With just a few months remaining in the year, we are maintaining aggressive near-term schedules and remain focused on bringing a potentially disruptive first product to market in the near future.
But strategically, our mission is bigger than a series of near-term objectives. We have been pursuing a next-generation electric vehicle battery for over a decade, and with a mission as challenging and as important as this, long-term thinking is indispensable. Moreover, the market opportunity for our technology platform is massive, potentially in the hundreds of billions of dollars annually for decades to come.
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Renault has released more information about its upcoming Renault 5 Turbo 3E electric rally car, and boy howdy, does it look hot as hell.
For background: auto enthusiasts look very fondly on the rally scene in the 1980s, when there was a serious arms race between auto manufacturers (particularly European ones) to make wilder and wilder race cars.
One of the most famous cars from that time period was the Renault 5 Turbo, with its iconic boxy design and chunky rear fenders which stood out even against other boxy cars of that age. It was based on the old Renault 5 hatchback, which recently got an electric rebirth of its own.
Calling on that history, Renault first showed off a 5 Turbo-inspired drift car concept back in 2022, but it was very clearly a concept – it didn’t really have an interior, for one.
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Then, this last December, Renault came back and said no, really, we’re serious – we want to make this thing, and we want to put 540hp of electric power in it. At that time, it was just renders, but now Renault has a real prototype, and is putting plans in writing as to how it’s going to bring this crazy concept to market.
Today Renault unveiled what it’s calling “the first electric mini-supercar,” with lots of extra details on what looks like eye-watering performance in an actual sporty package (unlike so many of the giant electric SUVs we keep seeing these days…).
The biggest headline specs are these: 540hp (400kW), 3,196lbs (1,450kg), 160 inches (4,080mm) long, with a 0-60 time of <3.5 seconds and a top speed of 168mph (270km/h).
Heck. Yeah.
The power is delivered by dual motors – but rather than putting them inboard on the front and rear axles, like so many EVs do, the Renault 5 Turbo 3E uses in-wheel motors, with one in each rear wheel. So this thing is rear-wheel drive, just like the original 5 Turbo.
But unlike the original 5 Turbo, which topped out at around 163 lbft (220Nm) of torque (and only after you got it up to 3,250rpm first), Renault claims the 5 Turbo 3E’s motors are capable of an absurd 3,500lbft (4,800Nm) of torque (though that number is measured at the wheels, not at the driveshaft… because it doesn’t have a driveshaft, since it’s using in-wheel motors. So it’s not really directly comparable to other vehicles’ torque numbers).
All that torque on the rear wheels means one thing: this car will surely go sideways at will. But to make that job even easier, Renault offers a truly silly giant handbrake right smack in the middle of the car’s two front (and only) seats.
And if that wild dash and seat design doesn’t do it for you – Renault says it will offer basically unlimited customization to its customers.
Along with a long list of personalization options, many of which are inspired by famous versions of the original Renault 5 Turbo, Renault designers will help customers put together these options to make each vehicle unique.
But despite all this excitement, there’s one (or, more than a hundred thousand) big downsides: it’s not gonna be cheap. While Renault hasn’t listed a price yet, rumor is that it will start firmly in the six figure range, and potentially go up to around 200,000 (Dollars, Euros or Pounds – take your pick), depending on which personalizations you select.
But even more disappointingly: there’s no good reason for us to quote that price in dollars, because like every other fun thing it’s not coming to the US. Renault plans to offer it in “several key markets including Europe, the Middle East, Japan and Australia.”
And the last caveat: even with the money, it might be hard to get your hands on one of these. Renault will only sell 1,980 examples, referring back to the year that the original 5 Turbo was introduced. So, better get chummy with your local Renault rep, cause we can’t imagine those will last long.
Now, of course, it’s still quite a lot heavier (+~1,000lbs) than the 1980s version, and longer too (+~16 inches). Part of this is due to changing consumer tastes, part of it is due to stricter safety standards, and part of it is because companies aren’t pushing the envelope as hard as they were in the time of Group B rally cars. And then of course there’s the battery – a chonky 70kWh for ~250mi (~400km) of range, per WLTP standards (it will also have 350kW, 800V charging, taking 15 minutes to go from 15-80%).
But it’s also one of the first times we’ve seen an actual date associated with what looks like a truly violent electric hot hatch. Renault actually put out, in writing, that they plan to get this car to road in 2027 – unlike the Mercedes EQA concept, which turned into a freaking SUV; or the Golf GTI, which we’ve heard nothing about since 2023; or the Rally-inspired Rivian R3X, which looks awesome but we’ll have to wait until after the R2 comes out first.
There are some other extant cars that you might consider an electric hot hatch – like the Ioniq 5N – but that’s more than two feet longer and ~1,600lbs heavier than the 5 Turbo 3E claims it will be, so they’re really not in the same class at all. Closer to the same class is the Volvo EX30, at 7 inches longer, ~800lbs heavier, and ~120 less horsepower. Then there are the similarly-sized Mini Cooper SE, and even-smaller Fiat 500e Abarth, but both of those pack less than a third as much horsepower at comparable weights to the Renault.
So, with the specs we’ve seen, it’s in a class of its own – at least on paper, and at least for now. Your turn, Rivian – and the rest of the industry, too. Renault looks like they’re throwing down a gauntlet and showing us what can be done, but let’s stop seeing cancelled concepts and limited-edition prestige cars, and get some more fun, small, powerful EVs – and some of us would love to see them outside of Europe, too.
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EV drivers in the Borough of Camden in London will soon see a major boost in sidewalk chargers, thanks to a new partnership between Camden Council and Scottish charge point company Trojan Energy.
The council awarded Trojan Energy a contract to install over 570 on-street Level 2 EV chargers by 2026. The project kicks off with an initial rollout of 70 chargers in July 2025, with the rest coming as suitable locations are identified. This expansion builds on a successful trial from 2022, which received positive responses from local EV owners.
Photo: Trojan Energy
Trojan’s 22 kW chargers have a clever design—they sit “flat and flush” with sidewalks, meaning no bulky units cluttering up the pavement. Residents without driveways can easily “plug and play” using personal adapters, connecting their EVs to points linked via underground cables to a nearby cabinet. The chargers are grouped in clusters, increasing availability and convenience for drivers. Trojan launched an app last month that enables drivers to find chargers, check availability, and check charging history.
The sidewalk EV chargers won’t just help individual EV owners in the London borough; it’ll also support car-sharing programs, helping Camden reduce unnecessary car ownership and encourage more people to walk, bike, or take transit. Funding for the project comes from the UK government’s On-street Residential Chargepoint Scheme (ORCS).
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Councillor Adam Harrison, cabinet member for Planning and a Sustainable Camden (pictured above left) said, “By promoting active travel such as walking and cycling and facilitating this shift to electric vehicles with convenient charging points, we hope to improve air quality, reduce emissions, and support environmental resilience across the borough.”
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The Xpeng G6 all-electric SUV has received a raft of 81 updates for the 2025 model year – and chief among these is a new, “bulletproof,” ultra-fast 5C charging “A.I. battery” that can go from 10 to 80% charge in just twelve minutes.
Sized and priced to put the best-selling Tesla Model Y firmly in its crosshairs, the Xpeng G6 SUV has been substantially upgraded for 2025 with three trim levels starting at “just” 176,800 yuan ($27,620, as I type this). Meaning that, despite the improved range, ADAS offerings, and charging speed, the 2025 model’s starting price is nearly 11% lower than last year’s already popular model.
For that money, G6 buyers will get the Xpeng-developed Turing AI intelligent driving system – an advanced ADAS system powered by the company’s 40-core “Turing chip” processor that promises to deliver the power of three high-performance chips in one.
The newsworthy specs don’t stop there, however. The new 2025 Xpeng G6 also offers the company’s new “bulletproof” 5C AI batteries.
For those of you not in the know, the “5C” there refers to “five cycles,” and basically means that the battery can go from 10 to 80% full five times in an hour. 60 minutes in an hour, 12 minutes to go from 10-80%, that’s 1/5th of an hour, so it’s 5 cycles … or: 5C. A 6C battery would do the trick in 10 minutes, a 4C in 15, etc.
As for what makes the Xpeng AI batteries “bulletproof,” the company claims the battery is wrapped in a sort of armor that can withstand more than 1,000 degrees C of heat, up to 80 tons of collision force in a side-impact scenario, and more than 2000 joules of impact from the bottom.
2025 Xpeng G6 available models
2025 Xpeng G6 in Dark Night Black trim; via Xpeng.
625 Long-range Max Technology Edition: 176,800 yuan (~ $24,400)
625 Long-range Max Ultimate Edition: 186,800 yuan (~ $25,800)
725 Ultra-long-range Max Ultimate Edition: 198,800 yuan (~ $27,500)
The 625 models get 625 km of range on the CLTC (China Light-Duty Vehicle Test Cycle), which translates to about 275 miles of EPA range. The 725 model adds another 100 km (60 miles) of range. The AI batteries in all three models go from 3C to 5C charging speed and ship with the Turing AI self-driving system as standard equipment.
Other upgrades for 2025 include a 9-inch streaming rearview mirror, updates to the soft-touch rubber and plastic materials in the cabin, and Xpeng’s new “cloud-sense” seats that support heat, ventilation, and (up front) even massage.
Two new body colors have also been added to the G6′ pallette: Starry Purple and Cloud Beige (shown, below), bring the total of available colors to six.
Xpeng went to Weibo to announce that it took the redesigned 2025 G6 just seven minutes to log 5,000 firm orders, on its first day of availability.
The only problem with that analogy is that the American offerings often cost consumers twice as much. And, before you jump into the comments and write about government subsidies and federalized healthcare costs and other supposed Chinese advantages – remember that we could do those things, too, if we wanted.