Latest news with #SiyuHuang
New York Times
09-05-2025
- Automotive
- New York Times
A Decade-Long Search for a Battery That Can End the Gasoline Era
On a frigid day in early January, as she worked in her office in the Boston suburb of Billerica, Mass., Siyu Huang received a two-word text message. 'Spinning wheels,' it said. Attached was a short video clip showing a car on rollers in an indoor testing center. To the untrained eye there was nothing remarkable in the video. The car could have been getting its emissions tested at a Connecticut auto repair shop (except it had no tailpipe). But to Ms. Huang, the chief executive of Factorial Energy, the video was a milestone in a quest that had already occupied a decade of her life. Ms. Huang, her husband, Alex Yu, and their employees at Factorial had been working on a new kind of electric vehicle battery, known as solid state, that could turn the auto industry on its head in a few years — if a daunting number of technical challenges could be overcome. For Ms. Huang and her company, the battery had the potential to change the way consumers think about electric vehicles, give the United States and Europe a leg up on China, and help save the planet. Factorial is one of dozens of companies trying to invent batteries that can charge faster, go farther, and make electric cars cheaper and more convenient than gasoline vehicles. Transportation is the biggest source of man-made greenhouse gases, and electric vehicles could be a potent weapon against climate change and urban air pollution. The video that landed in Ms. Huang's phone was from Uwe Keller, the head of battery development at Mercedes-Benz, which had been supporting Factorial's research with money and expertise. The short clip, of a Mercedes sedan at a research lab near Stuttgart, Germany, signaled that the company had installed Factorial's battery in a car — and that it could actually make the wheels move. The test was an important step forward in a journey that had begun while Ms. Huang and Mr. Yu were still graduate students at Cornell University. Until then, all their work had been in laboratories. Ms. Huang was excited that their invention was venturing into the world. But there was still a long way to go. The Mercedes with a Factorial battery hadn't yet been taken out on the road. That was the only place the technology really mattered. Many start-ups have produced solid-state battery prototypes. But no American or European carmaker has put one into a production vehicle and proved that the technology could survive the bumps, vibrations and moisture of the streets. Or if any have, they have kept it a secret. In late 2023, Mr. Keller, a veteran Mercedes engineer, proposed to Ms. Huang that they try. 'We're car guys,' Mr. Keller said later. 'We believe in things really moving.' Roots in China Ms. Huang stands out in a niche dominated by men from Silicon Valley. Some brag about their 100-hour workweeks; she believes in a good night's sleep. 'Having a clear mind to make the right decision is more important than how many hours you work,' she said. She is approachable and laughs easily, but also projects determination. She works from a sparsely decorated office in Billerica that looks out on a patch of forest crossed by power lines. The furnishings include a plain black bookcase, stocked with a few technical volumes, that she inherited from a previous tenant. Her diplomas from Cornell — a Ph.D. in chemistry and a master's in business administration — hang on the wall. Ms. Huang grew up in Nanjing, China, where she was in an elementary school program that had her gather environmental data. The program instilled an interest in chemistry and an awareness of the vehicle exhaust and industrial pollution choking Nanjing's air. She realized, she recalled, that 'we need to grow a planet that's healthier for human beings.' In a dormitory at Xiamen University on China's southern coast, where she studied chemistry, she saw an advertisement for a Swedish exchange program. After spending two years there, she and Alex, whom she had known since they were students in China, were both accepted to doctoral programs in Cornell's chemistry department. She arrived in Ithaca, N.Y., in 2009 with $3,000, which she had managed to save from her Swedish scholarship. They have both since become U.S. citizens. They were star students, said Héctor Abruña, a professor at Cornell known for his research in electrochemistry. He still has a picture on his office bookshelf of himself with Mr. Yu and Ms. Huang in their commencement robes. With an idea that grew out of Dr. Abruña's lab and some seed money from the State of New York, Mr. Yu and Ms. Huang founded the company that later became Factorial while she was still completing her business degree. 'They are extremely dedicated and extremely bright,' said Dr. Abruña, who continues to advise Factorial. 'Straight shooters — zero BS.' Mr. Yu is now Factorial's chief technology officer. The company is, in that sense, a family operation. Ms. Huang is reticent about their private life, declining to say even how many children they have. Initially the company focused on improving the materials that allow batteries to store energy. That changed after Mercedes invested in Factorial in 2021. Mercedes was looking for a bigger technological leap and encouraged Factorial to pursue solid state. The technology has that name because it eliminates the liquid chemical mixture, known as an electrolyte, that helps transport energy-laden ions inside a battery. Liquid electrolytes are highly flammable. Replacing them with a solid or gelatinlike electrolyte makes batteries safer. A battery that doesn't overheat can be charged faster, perhaps in as little time as it takes to fill a car with gasoline. And solid-state batteries pack more energy into a smaller space, reducing weight and increasing range. But solid-state batteries have one big drawback that explains why you can't buy a car with one today. Such battery cells are more prone to grow spiky irregularities that cause short circuits. Vast riches await any company that can overcome this problem and develop a battery that is durable, safe and reasonably easy to manufacture. Despite obvious differences between Factorial and Mercedes — the start-up has a little more than 100 employees, compared with 175,000 — Ms. Huang's working style meshed with the culture at Mercedes and its roots in Swabia, the region around Stuttgart where people are known for their no-nonsense approach and restraint. Mr. Keller found Ms. Huang's low-key, factual manner to be a welcome contrast to the hype and unfulfilled promises that are pervasive in the battery and technology industries. Factorial, he said, 'has not been announcing, announcing, announcing and not delivering.' 'Production hell' It's an axiom in the battery business that producing a cool prototype is the easy part. The challenge is figuring out how to make millions of solid-state batteries at a reasonable price. Factorial confronted that problem in 2022, setting up a small pilot factory in Cheonan, South Korea, a city near Seoul known for its tech industry. The project became, in Ms. Huang's words, 'production hell' — the same phrase Elon Musk used when Tesla was struggling to mass-produce a sedan and nearly went bankrupt. To make money, a battery factory can't produce too many defective cells. Ideally the yield, the percentage of usable cells, should be at least 95 percent. Hitting that target is devilishly difficult, involving volatile chemicals and fragile separators layered and packaged into cells with zero margin for error. The machinery doing all this is encased in Plexiglas chambers and overseen by workers dressed in head-to-toe protective gear to prevent contamination. Dozens of companies are trying to mass-produce solid-state cells, including big carmakers like Toyota and smaller ones like QuantumScape, a Silicon Valley start-up backed by Volkswagen. Mercedes, hedging its bets, is also working with ProLogium, a Taiwanese company. Nio, a Chinese carmaker, sells a vehicle with what it advertises as a solid-state battery. Analysts say the technology is less advanced than what Factorial is developing, offering fewer advantages in weight and performance. But there is little doubt that Chinese companies are investing heavily in solid state. Nio did not respond to a request for comment. Every company has its own closely guarded recipes and manufacturing processes. 'It's difficult to say which technology will win,' said Xiaoxi He, a technology analyst at IDTechEx, a research firm. Partly because solid-state batteries are so difficult to manufacture, many auto executives are skeptical that they will make commercial sense anytime soon. Shares in many solid-state battery start-ups have plunged, and management turmoil is common. Factorial has insulated itself from the harsh judgments of Wall Street by never selling stock. Its funding comes from private investors including WAVE Equity Partners, a Boston firm, and partners that include the South Korean automaker Hyundai; LG Chem, a South Korean company that makes battery materials; and Stellantis, which next year plans to test Factorial batteries in Dodge Charger muscle cars. Projections of how soon solid-state batteries would be available have proved overly optimistic. Toyota displayed a futuristic prototype in 2020, but the company is still years away from selling a car with a solid-state battery. Kurt Kelty, a vice president at General Motors in charge of batteries, is among those who will believe it when they see it. 'We're not banking on solid state,' Mr. Kelty said. 'I don't even know if we can make it' In the beginning, Factorial's prototype assembly line in South Korea had a yield of just 10 percent, meaning 90 percent of its batteries were faulty. Despite her preference for a good night's sleep, Ms. Huang often had to wake up at 4 a.m. to deal with problems at the factory, which was operating around the clock. She was in South Korea at least once a month. 'There were always issues,' she said. 'There was a point, I was like, I don't even know if we can make it.' By 2023, Factorial had produced enough cells suitable for an automobile that Mr. Keller, a soft-spoken, amiable man who has worked at Mercedes for 25 years, began thinking about installing them in a car. The cost and the risk of failure were high enough that he sought approval from his bosses. Armed with PowerPoint slides, Mr. Keller went to Ola Källenius, an imposing Swede who is chief executive at Mercedes. Mr. Källenius's office is at the top of a glass and steel high-rise in the middle of a sprawling manufacturing and development complex beside the Neckar River in Stuttgart. Mr. Keller argued that road testing would help determine, among other things, whether the batteries would work with air cooling alone. If so, that would eliminate the need for a heavier, more costly liquid-cooled system. Mr. Källenius signed off on the project, reasoning that a tangible goal would motivate the team and hasten development. He drew an analogy to Formula 1 racing. 'If you're chasing the leader, and suddenly you can see him, you get faster,' Mr. Källenius recalled. Ms. Huang was a bit surprised when, in late 2023, Mr. Keller told her that Mercedes wanted to put the cells in a working vehicle. 'We didn't realize it was coming so soon, honestly speaking,' she said with a laugh. But by June 2024, Factorial had managed to produce enough high-quality cells to announce that it had begun delivering them to Mercedes. In November, the factory in South Korea hit 85 percent yield, the best result yet. Ms. Huang and the Korean team celebrated by going out to a barbecue joint. Mercedes still had to figure out how to package the cells in a way that would protect them from highway dirt and moisture. And it had to integrate the battery pack into a vehicle, connecting it to the car's control systems. The Factorial cells had one big drawback that made them hard to install in a car. They expanded when charged and shrank when discharged. In Mr. Keller's words, they 'breathed.' Mr. Keller turned to engineers on the Mercedes Formula 1 racing team, who are accustomed to quickly solving technical problems. They devised a mechanism that expanded and shrank with the cells, maintaining constant pressure. By Christmas 2024, a team working at Mercedes's main research center in Sindelfingen, outside Stuttgart, texted Mr. Keller those two words: 'spinning wheels.' 'Finally I see you' Mr. Keller confessed that he got a little emotional when his team sent him the video of the car. He waited until after Christmas to forward it to Ms. Huang with the same two words. Several weeks later, the Mercedes engineers took the car with Factorial's battery, an otherwise standard EQS electric sedan, to a company track for its first road test. The engineers drove the car slowly at first. They carefully monitored technical data displayed on the dashboard screen. They drove faster and faster until, by the fourth day, they reached autobahn speeds of 100 miles per hour. The battery didn't blow up. In theory, it can power the car for 600 miles, more than most conventional cars can travel on a tank of gasoline. Mr. Keller had been keeping Ms. Huang apprised of the progress, but she was still surprised when, during a meeting on marketing strategy in February, people from the Mercedes communications department mentioned that they had written a news release announcing the achievement. 'Do you want to take a look?' they asked. She certainly did. The first successful road test with a Factorial battery was an enormously important moment, one they had been anticipating for years. Yet the teams at Mercedes and Factorial did not throw parties to celebrate. They still had work to do. The next step is to equip a fleet of Mercedes vehicles with batteries, perfect the manufacturing process and do the testing required to begin selling them. That will probably take until 2028, at least. Many experts don't expect cars with solid-state batteries to be widely available until 2030, at the earliest. In April, Ms. Huang finally found time to travel to Stuttgart and ride in the car herself. It was a clear spring day, with greenery sprouting in the German countryside and flowers beginning to bloom. Mercedes employees escorted her to a garage in Sindelfingen, where the automaker also has a large factory complex. Ms. Huang had seen many photos of the car, but she still felt a thrill when the garage doors opened. It felt 'like a long-lost friend,' she said. 'Like, 'Finally I see you!'' A Mercedes driver took her for a spin on the test track, zooming down an asphalt straightaway then around a banked curve that, Ms. Huang said, felt like a roller coaster. Inside the car, there was no way to perceive the difference with the Factorial battery compared with a conventional one. 'But it's just so special because it's with our battery.'
Miami Herald
28-04-2025
- Automotive
- Miami Herald
Stellantis Validates Game-Changing Solid-State Battery After ‘Production Hell'
Solid-state batteries have long been hailed as the future of electric vehicles, offering huge advantages over traditional lithium-ion technology. Now, Stellantis and Massachusetts-based Factorial Energy have validated a new semi-solid-state battery cell, moving the dream closer to reality. The battery boasts an impressive energy density of 375 watt-hours per kilogram, well above today's industry average of 200-300 Wh/kg. Charging from 15-90% takes just 18 minutes at room temperature, and the cells maintain performance in temperatures as low as -22°F. These features could significantly improve EV range, charging convenience, and cold-weather reliability. To prove the technology in the real world, Stellantis will install these cells in a demonstration fleet of Dodge Charger Daytona EVs starting in 2026. Beyond faster charging and longer range, the semi-solid-state battery could revolutionize vehicle weight. Factorial estimates that the new batteries could shave 200 pounds just from the battery pack alone. Thanks to fewer structural and thermal management components needed, total vehicle weight savings could range from 500 to 2,000 pounds. For an electric muscle car like the Charger Daytona, which currently tips the scales at around 5,800 pounds, this could be a game-changer for performance. Lighter vehicles aren't just faster, they're also more efficient and cheaper to produce over time. Every pound shed could save about $5, meaning potential cost savings of up to $10,000 per vehicle. Despite the technical success, production remains a significant challenge. Factorial CEO Siyu Huang candidly described the journey as "production hell" in an interview with InsideEVs, marked by high scrap rates and material difficulties. Cost is another major obstacle. Huang noted that small-scale versions of these solid-state cells can be 10 to 30 times more expensive than conventional lithium-ion cells. While she is optimistic that mass manufacturing will drive costs down, that reality is still a few years away. In the meantime, Factorial's cells represent an important interim step. These polymer-based semi-solid-state batteries are not fully solid-state yet, but they help stabilize the anode - a key area of degradation in traditional batteries - setting the stage for true all-solid-state batteries in the future. Factorial's partnership with Stellantis and its earlier work with Mercedes-Benz show the growing interest among major automakers in solid-state solutions. If scalability and costs can be tackled, this new generation of batteries could address many of the lingering concerns around EV range, charging times, safety, and durability, all with a single technology. The real-world testing with the Dodge Charger Daytona will be an important test. If successful, it could mark a turning point not just for Stellantis but for the entire EV industry. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Yahoo
27-04-2025
- Automotive
- Yahoo
Stellantis, Factorial Energy validate FEST solid-state battery cells for EVs
Stellantis and Factorial Energy have successfully validated the latter's 77Ah Factorial Electrolyte System Technology (FEST) solid-state battery cells. The development marks progress towards bringing next-generation electric vehicle (EV) batteries to the market. In 2024, Stellantis and Factorial announced the next phase of their partnership, aimed at advancing the development and deployment of next-generation EVs using Factorial's solid-state battery technology. The initiative builds on Stellantis' $75m investment in Factorial made in 2021. Stellantis is planning to launch a demonstration fleet of all-new Dodge Charger Daytona vehicles featuring Factorial's solid-state batteries in 2026. This will mark a key next step in the commercialisation of this 'promising technology". This demonstration fleet aims to validate Factorial's technology and assess its performance in real-world driving conditions. During the latest assessment, the automotive-sized 77Ah FEST cells have demonstrated an energy density of 375Wh/kg and are progressing towards automotive qualification. The validated solid-state batteries offer higher energy density and faster charging compared to conventional lithium-ion batteries, Stellantis said. Factorial's 77Ah FEST cells are capable of charging from 15% to over 90% in just 18 minutes at room temperature. They also boast high power output with discharge rates up to 4C, which caters to the increasing performance demands of EVs. Factorial has utilised scientific engineering and AI-driven tools to develop an electrolyte formulation that enables the battery to operate effectively in a wide temperature range, from -30°C to 45°C. This overcomes previous limitations of solid-state batteries and suggests improved performance in various climates, the company said. Stellantis chief engineering and technology officer Ned Curic said: 'Reaching this level of performance reflects the strengths of our collaboration with Factorial. 'This breakthrough puts us at the forefront of the solid-state revolution, but we are not stopping there. We continue working together to push the boundaries and deliver even more advanced solutions, bringing us closer to lighter, more efficient batteries that reduce costs for our customers.' Stellantis and Factorial are also collaborating on pack design and technology integration to reduce battery pack weight and improve system efficiency. These efforts aim to enhance vehicle range and support sustainable EV solutions. Factorial Energy CEO Siyu Huang said: 'Battery development is about compromise. While optimising one feature is simple, balancing high energy density, cycle life, fast charging, and safety in an automotive-sized battery with OEM validation is a breakthrough. 'This achievement with Stellantis is bringing next-generation battery technology from research to reality.' "Stellantis, Factorial Energy validate FEST solid-state battery cells for EVs" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
Yahoo
27-02-2025
- Automotive
- Yahoo
Mercedes Is Testing This Firm's Solid-State Cells
Mercedes-Benz starts road tests of solid-state battery design by US-based developer Factorial Energy. The solid-state cells promise greater range, thermal safety, and decreased weight compared to traditional lithium-ion cells. The FEST (Factorial Electrolyte System Technology) cells use a floating cell carrier as the materials expand when the battery charges and contract when it discharges. Mercedes-Benz has been one of several automakers backing Boston-based solid-state battery tech startup Factorial, even as mass production of these batteries has perpetually been just over the horizon. And now this effort appears closer to bearing fruit, as the automaker begins tests of a new lithium-metal solid-state battery composition in an actual electric vehicle. With some modifications, the solid-state prototype battery pack was installed in a Mercedes-Benz EQS sedan late last year, but the actual road test began this month. The automaker worked with Mercedes-AMG High Performance Powertrains (HPP) in the UK—its subsidiary specializing in F1 technologies—on integrating the battery researcher's FEST (Factorial Electrolyte System Technology) cells into a prototype battery pack. The new battery pack design uses a floating cell carrier as the cell materials expand when the battery charges, and contract when it discharges. Mercedes has already obtained a patent for this carrier. Among other things, solid-state designs promise a reduced battery weight, higher thermal safety, greater energy density per unit mass, and up to 25% more range when compared to a lithium-ion battery pack of the same weight and size. "This breakthrough demonstrates that solid-state battery technology has moved beyond the laboratory and into real-world application, setting a new benchmark for the entire automotive industry," said Siyu Huang, CEO and co-founder of Factorial Energy. Just how much range could this EQS prototype offer? Over 621 miles or 1,000 kilometers, Mercedes-Benz says. Of course, this is the automaker's internal estimate for now and not one based on the WLTP or EPA testing. But if this design can be mass produced with the resulting EVs offering a range of over 600 miles without a significant hike in price, this would certainly be a game-changer in the EV world. "Developing an automotive-scale solid-state battery underlines our commitment to innovation and sustainability," said Markus Schäfer, member of the Board of Management of Mercedes‑Benz Group AG and chief technology officer of development and procurement. "We will gain crucial insights into possible series integration of this cutting-edge battery technology." It remains to be seen whether Factorial's solid-state battery tech, once it enters production, will be able to revitalize the automaker's EV sales in the second half of the decade, which have taken a significant hit in 2024. For now, months of road tests are still ahead before any decisions are made regarding mass production. Greater range is always useful, but there are other issues keeping EV sales where they are, and this includes the current charging infrastructure, vehicle prices, software, and other issues. Ultimately, solid-state designs will have to achieve some level of cost parity with lithium-ion compositions very quickly before their other advantages can be felt by consumers. Mercedes did not offer a timeline for possible mass production of Factorial's cells—such a step is expected to be some time away—as other automakers scramble to scale up their own solid-state designs. Will solid-state designs revitalize EV sales once several new compositions with greater ranges arrive on sale, or are EVs facing a variety of other important barriers? Let us know what you think in the comments below.
Yahoo
25-02-2025
- Automotive
- Yahoo
BYD plans on putting solid-state batteries on the road
It seems like we've been hearing about how solid-state batteries are right around the corner for years, but now we've gotten some solid progress. According to CarNewsChina, BYD has committed to getting solid-state batteries into vehicles and on the road by 2027, but it's not the only automotive manufacturer that has made real-world progress in getting solid-state batteries onto the vehicles are gradually gaining market share year after year, and with environmental regulations right around the corner, manufacturers are pushing to release the next generation of EVs. Among them are Chinese automakers who have seen their domestic EV market rapidly gaining ground. While BYD is set on rolling out solid-state batteries in 2027, only BYD's mid- and high-end electric vehicles will benefit from the new battery tech. It won't be until 2030 that the Chinese automaker puts solid-state batteries in their more budget-friendly models. With lithium-ion battery prices plummeting, it's only a matter of time until solid-state batteries are the wiser investment. Even so, Lian Yubo, BYD chief automotive engineer, noted that the current lithium-iron-phosphate batteries aren't going anywhere for at least another 10 to 15 years. They'll remain an important factor in developing affordable EVs for the foreseeable future. Interestingly enough, however, a German automaker might beat BYD to the punch when it comes to putting solid-state batteries into has been working with Factorial Energy, an American battery start-up, for a few years. Now the duo are ready to put the fruits of their labor on the road as prototype Mercedes-Benz EQS comes equipped with a solid-state battery that's ready for real-world applications. While BYD hasn't put a range on their solid-state batteries just yet, Mercedes-Benz stated that the EQS prototype is expected to deliver 620 miles, or 1,000 kilometers, of range. That's a 25% improvement compared to the range of the current EQS, and it could go as high as 40%. "Being the first to successfully integrate lithium-metal solid-state batteries into a production vehicle platform marks a historic achievement in electric mobility. This breakthrough demonstrates that solid-state battery technology has moved beyond the laboratory and into real-world application, setting a new benchmark for the entire automotive industry,' said Siyu Huang, CEO and Co-Founder of Factorial Energy. A typical lithium-ion battery works by moving lithium ions between a cathode and anode through a liquid electrolyte to generate an electric current. Solid-state batteries use a solid electrolyte, as the name implies, that allows lithium ions to move back and forth to generate solid-state battery powering the Mercedes-Benz EQS prototype stores more energy by using a lithium-metal anode instead of a traditional graphite anode. The battery also uses a material that expands when it charges and contracts when it discharges. Mercedes-Benz isn't the only automaker Factorial Energy has partnered with. Stellantis and Hyundai Motor Group are also joining the developer in creating solid-state batteries, with a fleet of Dodge Charger Daytona EVs expected to begin road tests in 2026. It's been years since automakers started claiming solid-state batteries will be arriving 'soon.' Now, it seems the race to put the latest battery tech on the road and usher in the era of next-gen EVs is heating up. With Mercedes officially entering road tests and BYD planning a mass demonstration and installation between 2027 and 2030, it looks like we really will see solid-state batteries 'soon' this time around. Love reading Autoblog? Sign up for our weekly newsletter to get exclusive articles, insider insights, and the latest updates delivered right to your inbox. Click here to sign up now!
