What Vehicles in the US Are Using Solid State Batteries?

If you are asking what vehicles in the US are using solid state batteries, the short answer as of June 5, 2026 is simple: no mass-produced customer vehicle sold in the US is confirmed to use a true all-solid-state battery.

That does not mean nothing is happening. It means the public market still splits into two separate buckets: prototype programs that show where solid-state development is heading, and semi-solid or quasi-solid battery vehicles that are already closer to commercial reality. If you need the terminology baseline first, read our solid state battery meaning guide before you compare vehicle claims.

The strongest public all-solid-state prototype example is the Mercedes-Benz EQS solid-state test car. Mercedes-Benz said road tests began in February 2025 after integrating a lithium-metal solid-state battery into a modified EQS. Later, the company reported a 1,205 km demonstration drive in September 2025. That is important proof of technical progress, but it is still a validation vehicle, not a retail US product.

For the US market specifically, Stellantis and Factorial remain one of the most relevant partnerships. Stellantis said it plans a demonstration fleet of Dodge Charger Daytona vehicles by 2026 using Factorial solid-state batteries. Again, that is a demo-fleet milestone, not the same thing as broad customer availability.

Toyota still matters because it remains one of the most cited commercial timelines in this space. In its official cooperation announcement with Idemitsu, Toyota said it aims to start producing solid-state batteries for battery electric vehicles between 2027 and 2028. That makes Toyota a timeline reference, not proof that US buyers can already order a solid-state EV.

The image prompt pointed toward a useful comparison, but it also showed why this topic needs verification. Many vehicle claims mix together true all-solid-state, semi-solid, quasi-solid, and future testing programs. The table below keeps only examples that can be tied to official OEM, government, or strong industry-primary evidence.

China is where this story becomes more commercial and less theoretical. The clearest verified example is the NIO ET7, which is publicly tied to NIO's 150 kWh ultra-long-range battery pack. NIO says the ET7 has achieved over 1,000 kilometers in a real-life range challenge, and the company's Full Stack technology page says the 150 kWh battery pack reaches 360 Wh/kg cell energy density.

That does not automatically make the ET7 a true all-solid-state production car. The more accurate takeaway is that China already has public vehicle programs commercializing the semi-solid or quasi-solid bridge category while much of the US discussion is still focused on prototype milestones.

The second example that survives a stricter verification screen is the IM L6. Strong industry-primary reporting, including China Daily, described the L6 battery as technically semi-solid rather than fully solid. That distinction matters because a lot of public coverage still uses "solid-state" as shorthand even when liquid electrolyte has not fully disappeared.

The screenshot also mentioned other Chinese models and programs. Some of those claims may turn out to be valid later, but the battery wording or sales status was not clean enough to survive a strict evidence screen for this article. That is exactly why buyers should separate marketed solid-state language from verified battery architecture.

China has the advantage in near-term commercialization. According to the IEA Global EV Outlook 2025 battery analysis, China was responsible for about 80% of global battery cell production in 2024 and roughly 85% of global manufacturing capacity. That scale matters because advanced battery technology rarely wins through chemistry alone. It wins through manufacturing speed, supply-chain integration, validation capacity, and the willingness to put new packs into real vehicles.

The US still has serious advantages, but they are different. The US Department of Energy battery program highlights a deep research ecosystem around advanced battery development, system analysis, and testing. The US market also has strong startup and OEM partnerships around lithium-metal and solid-state chemistries, including Factorial, Toyota-linked programs, and a broader validation environment that is cautious about moving from lab claims to retail liability.

For US buyers, the practical takeaway is not to wait for a showroom full of solid-state EVs in 2026, because that showroom does not exist yet. The better question is which next-generation battery improvements are already becoming real in safety, packaging, charging, and energy density, even before full all-solid-state retail vehicles arrive.

That is why the semi-solid bridge matters. Buyers comparing future programs should ask whether a battery claim is attached to a delivered vehicle, what the actual battery architecture is, and whether the range figure comes from CLTC, WLTP, EPA, or a one-off demonstration route. If you want to compare current supply-side options, our semi solid battery product page is the more useful next step than another headline about a lab breakthrough.

Semi-solid batteries matter because they give the market a bridge between today's lithium-ion manufacturing base and tomorrow's all-solid-state ambitions. In other words, they are the part of the story that can move from test bench to vehicle program faster.

For manufacturers and sourcing teams, that bridge is not a compromise in the negative sense. It is the commercialization layer. It is where better safety, stronger energy density, and real export-ready production can start showing up before the full solid-state timeline catches up. If you are evaluating the difference between concept and procurement, start with our semi-solid battery technology overview and then compare it against what current vehicles are actually shipping.