Solid-State Batteries for Electric Cars with 600 Wh/kg 1,500 Kilometers: What's Really Behind Chery's Rhino-S Battery?

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With its Rhino S solid-state battery, Chinese automaker Chery is setting the bar high for the next generation of electric vehicles. A solid-state cell with an energy density of 400 Wh/kg (181 Wh/lb)  has already been developed, and the 600 Wh/kg (272 Wh/lb) version is currently in development. The project is particularly interesting at the intersection of cell chemistry, manufacturing, and vehicle electronics.

Chery's spectacular claim of a 1,500 km (932 miles) range for electric car batteries is nothing new. As early as 2024, the Chinese automaker had already announced a battery cell energy density of 400 Wh/kg, with a future target of 600 Wh/kg. Specific cell parameters are now available. According to the company, the battery, named “Rhino S,” achieves 400 Wh/kg at 60 Ah. The cell uses a sulfide solid electrolyte and a high-nickel ternary cathode. For the next stage of development, Chery cites 600 Wh/kg and a range of more than 1,500 km. However, 600 Wh/kg and 1,500 km are target values, not production figures.

Batteries: Not all Rhinos are the Same

When it comes to the Rhino family, it’s also important to distinguish between the different technologies. In parallel with the all-solid-state battery, the company is developing a solid-liquid hybrid battery, which is scheduled to be installed in vehicles as early as late 2026.

The actual all-solid-state battery will follow later. The Chinese plan to first integrate and validate it in a vehicle in 2027. The Exeed ES8 has been named as the test vehicle. The hybrid battery planned for 2026 is therefore not an all-solid-state battery—especially not by Chinese standards.

Energy Density: 400 Wh/kg is the Current Stepping Stone

In addition to all target values, an energy density of 400 Wh/kg is therefore the key figure at this stage. Chery claims to have already achieved this value with its Rhino-S solid-state cell. The automaker has backed this development with a significant financial investment: more than 10 billion yuan in cumulative R&D investments in frontier technologies, including all-solid-state batteries. In 2025, the company invested a total of 14.715 billion yuan ($2.19 billion) in research and development; spending on clean technologies is expected to rise to more than 8 billion yuan ($1.19) in 2026.

Solid Electrolyte: Sulfide or Polymer?

For the 400 Wh/kg cell, the Chinese are relying on a sulfide solid electrolyte. Sulfides offer high lithium-ion conductivity but pose particular challenges for manufacturing. Key issues include sensitivity to moisture, as well as the mechanical and electrochemical stability of the interfaces between the electrode and the solid electrolyte. Lithium dendrites can also limit service life and safety. Dendrite growth has not yet been fully understood and therefore remains a potential risk.

For the 600 Wh/kg variant, on the other hand, the approach relies on an in situ polymerized solid electrolyte. “In situ” means that the polymer electrolyte is first formed (polymerized) inside the battery cell rather than being introduced separately as a finished polymer film. This approach is intended to ensure the best possible wetting and contact between the electrodes and to address interfacial issues.

Chery combines this type of electrolyte with a lithium-rich manganese cathode. This combination is intended to enable higher energy density. The Chinese financial news agency CLS confirms the cell chemistries and development goals cited by Chery.

An Energy Density of 600 Wh/kg Does Not Yet Equate to a 600-Wh/kg Battery

When it comes to energy density, the following applies: The specification refers to the cell, not the entire battery pack. The housing, busbars, sensors, fuses, contactors, battery management, and thermal management all add to the mass. As a result, the system energy density is lower.

Nevertheless, 600 Wh/kg at the cell level would represent a significant technological leap. With the same battery mass, more energy could be stored; alternatively, a comparable range could be achieved with a lighter battery.

What Does this Mean for Electronics?

A new cell chemistry also changes the requirements for the electronics. The BMS must precisely monitor cell voltage and temperature and control charging and discharging processes within safe limits. At the same time, SOC and SOH models for the new cell chemistry must be validated under real-world operating conditions.

In addition, there are the high-voltage components: contactors, fuses, current sensors, insulation monitoring, and power electronics must all work in tandem with the characteristics of the new battery.

The all-solid-state battery is therefore not simply a matter of replacing the cells. It affects the design of the entire high-voltage system.

2027: Vehicle Testing, Yes; Mass Production, No

For Chery, 2027 is explicitly the year of vehicle integration and validation. This is an important step, but a significantly smaller one than the start of mass production. The Chinese online portal China New Energy Vehicle Post (CnEVPost) reported on the vehicle validation planned for 2027 and named the Exeed ES8 as the vehicle in question. This makes the timeline for initial vehicle testing quite plausible. However, this does not imply that large-scale, commercially viable production will begin in 2027.

This is because energy density and performance must remain stable over many cycles. Other factors include manufacturing yield, costs, quality assurance, fast-charging capability, temperature behavior, and safety. Of particular interest here is China’s new standard GB/T 43568-2026. Effective July 2026, it defines for the first time in greater detail when a battery in China may actually be designated as a solid-state battery.

This is also relevant to Chery's roadmap: The Chinese auto industry now makes a clear distinction between solid-liquid hybrid batteries and true all-solid-state batteries.

Therefore, the range should also be stated with caution. A range of more than 1,500 km is technically feasible with a sufficiently high cell energy density and an efficient vehicle. However, the range cannot be directly derived from 600 Wh/kg, as vehicle mass, aerodynamics, tires, the powertrain, and the driving cycle also play a decisive role.

Solid-State Battery: The Real Litmus Test Comes in 2027

Nevertheless, Chery has taken the solid-state battery a step beyond the mere announcement phase and reached its first milestone of 400 Wh/kg. In practical testing in 2027, the concept must demonstrate whether the high energy density also enables cycle stability, fast-charging capability, safety, and economically viable manufacturing.

It is fairly certain that Chery can achieve an energy density of 600 Wh/kg in a single cell, putting it ahead of its competitors. Chery (E8 Rhino), GAC (Hyptec), and Toyota (future models). Both Chery and GAC plan to begin mass production of solid-state batteries in 2027, while Toyota plans to do so in 2027 or 2028. All other manufacturers are focusing on hybrid models for the time being.

According to available sources, German manufacturers such as BMW and VW will not bring a production-ready solid-state battery to market before the end of the decade.