现代汽车研究负责人曼弗雷德·哈勒表示，车企不能放弃固态电池，并预计五年内将推出小批量的光环车型，但他不认为原材料成本问题能在此时限内解决。LG新能源认为固态电池应用于电动汽车大约还需十年时间，而法国已经在敦刻尔克补贴建设一座固态电池工厂。
Hyundai research chief Manfred Harrer says carmakers cannot give up on solid-state batteries and expects small-volume halo cars within five years, but does not believe the raw material cost problem can be solved in that time. LG Energy Solution puts solid-state in electric cars roughly a decade away, and France is already subsidising a solid-state plant at Dunkirk.
据InsideEVs报道，现代汽车研发负责人曼弗雷德·哈勒上周对记者表示，车企不能放弃固态电池。他预计五年内将推出搭载固态电池组的小批量光环车型。他不指望原材料成本能在此时限内下降。他是一位保时捷工程师出身。
Carmakers cannot give up on solid-state batteries, Hyundai’s research and development chief Manfred Harrer told reporters last week, InsideEVs reported. He expects small-volume halo cars with solid-state packs within five years. He does not expect the raw material costs to fall in that time.
在现代汽车于12月任命他为研发负责人之前，哈勒的职业生涯一直在保时捷和宝马度过。他称固态电池是当前行业的重大押注。现代汽车正在内部及与Solid Power合作开发电池单元，因为它想要掌握这项技术，而非购买它。成本问题是核心所在。
He is a Porsche engineer. Harrer spent his career at Porsche and BMW before Hyundai appointed him research and development chief in December. He calls solid-state the big bet in the industry right now. Hyundai is developing cells internally and with Solid Power, because it wants to own the technology rather than buy it.
哈勒表示：“归根结底一切问题都能解决，但这伴随着成本，巨大的成本。”他不相信原材料问题能在五年内解决。这意味着固态电池距离普及到普通汽车的时间，将比光环车型所暗示的要长得多。其他人的预测甚至更晚。
The cost line is the story. Everything can be solved in the end, Harrer said, “but it comes with cost, tremendous cost.” He does not believe the raw material problem can be solved five years from now. That keeps solid-state away from ordinary cars for considerably longer than the halo cars suggest.
LG新能源北美法人社长在8月表示，固态电池将比应用于电动汽车早约十年应用于手机，而大尺寸电池是制造商面临困难的领域。该公司转而与通用汽车开发富锰锂离子电池，承诺到2028年实现超过400英里（约644公里）的续航里程。这两种预测相差约五年。法国已经付诸行动。
Others put it later still. LG Energy Solution’s North America president said in August that solid-state will reach phones about a decade before electric cars, and that large formats are where manufacturers struggle. The company is developing manganese-rich lithium-ion with General Motors instead, promising over 400 miles of range by 2028. The two forecasts are about five years apart.
普罗逻格（ProLogium）于2月在敦刻尔克动工建厂，厂址毗邻格拉沃利讷核电站，用于生产全固态锂陶瓷电池，该电池经莱茵技术监督协会（TUV Rheinland）测量，比能量达到381 Wh/kg。其现有的台湾产线年产能约为0.5 GWh，相当于约6000个电池包。法国工厂计划起步产能为4 GWh。欧洲以前做过类似的事。
France has already paid. ProLogium broke ground in February on a plant at Dunkirk, beside the Gravelines nuclear station, for all-solid-state lithium ceramic cells measured at 381 Wh per kg by TUV Rheinland. Its existing Taiwanese line runs at about 0.5 GWh a year, or roughly 6,000 packs. The French plant is meant to start at 4 GWh.
Northvolt本意是欧洲对抗亚洲电芯制造的答案，却在融资150亿美元后倒闭，此前其目标是到2030年占据欧洲市场四分之一份额。亚洲供应商仍掌握着90%的市场份额。第二次尝试采用的是一种尚无人在汽车规模上实现量产的化学体系。目前还没有任何一家实现交付。
Europe has done this before. Northvolt was meant to be the continent’s answer to Asian cell making, and it collapsed after $15B of financing, having aimed at a quarter of the European market by 2030. Asian suppliers still hold 90% of it. The second attempt is a chemistry nobody has yet built at automotive scale. Nobody has shipped one yet.
样车倒是存在，包括搭载Factorial电池的梅赛德斯和搭载QuantumScape电池的杜卡迪。但这些都不是普通消费者能买到的车。丰田研发固态电池已至少二十年。
Demonstration cars exist, including a Mercedes running Factorial cells and a Ducati carrying QuantumScape’s. None of them is a car anyone can buy. Toyota has been working on solid-state for at least two decades.