Panasonic Announces Solid State Battery for 2027 Toyotas

July 6, 2023 Davi Ottenheimer Leave a comment

Toyota’s recent announcement regarding their solid-state batteries has caused a stir in the electric vehicle (EV) market, with the company positioning itself as a front runner in revolutionizing the industry. The credit for this breakthrough largely goes to Panasonic, as acknowledged by Toyota’s PR team.

Toyota is developing the solid-state batteries through Prime Planet Energy & Solutions Inc., a joint venture with Panasonic that started operations in April 2020…

By 2027, they aim to have solid-state batteries in production cars, a timeline that has impressed many observers.

A trip of 700 km on one charge. A recharge from zero to full in roughly 10-15 minutes. All with minimal safety concerns. The solid-state battery being introduced by Toyota promises to be a game changer not just for electric vehicles but for an entire industry. The electric vehicles being developed will have a range more than twice the distance of a vehicle running on a conventional lithium-ion battery under the same conditions. All accomplished without sacrificing interior space in even the most compact vehicle.

The success of Japanese automakers in EV innovation comes as no surprise, considering the historical circumstances that pushed them towards producing high-quality, modern EV engineering. Following the US occupation in the late 1940s, Japan was compelled to develop their expertise in this field.

During the 1940s’ switch to a peacetime economy, around 200 Tachikawa Aircraft employees moved to the newly established Tokyo Electro Automobile Co. Ltd., which embarked on the development of an electric car with “bomb bay” hot-swap batteries. One reason for this was the extreme shortage of gasoline at the time (infrastructure bombed by Allies) yet a surplus of electricity from hydro-power. In 1947, the company succeeded in creating a prototype 2-seater truck (500-kg load capacity) with a 4.5-horsepower motor and a new body design. It was named “Tama” after the area where the company was based.

While Nissan is often recognized for launching the first modern mass-market EV with the 2010 Leaf (not counting their earlier models like the 1980s Lektrikar or the 1950s Tama, indicating innovations have a 30-year cycle), Toyota’s recent announcement positions them one step ahead, with solid-state batteries expected to reach mass production in 2028.

Collaborating with Panasonic has played a crucial role in Toyota’s progress, leveraging expertise in laptop engineering, to further cement both as premier electronic innovators. Many people are unaware that the real technological innovation found in Apple Air laptops could be traced back to Panasonic’s Toughbook, which usually hit the market two years earlier.

Honda, too, has plans to introduce solid-state batteries, likely trailing behind Nissan. Their expected timeline aligns with other global players like the United States, Germany, Taiwan, and Korea. Notable examples include Ford, BMW, and Hyundai, represented by Solid Power, and Mercedes and Stellantis, which are part of Automotive Cells using ProLogium batteries. Volkswagen and several other EV manufacturers are represented by QuantumScale.

Toyota’s partnership with Panasonic to surge ahead of other Japanese EV makers is the first sign of a significant triumph. Surpassing Nissan in this regard is noteworthy. The second indication of this triumph lies in the global shift of Panasonic’s innovative prowess back to Japan, away from the designer brands known for their “fit and finish” in California.

Toyota’s potential lead over Nissan may be attributed to their early recognition, as early as 2012, of safety flaws in Tesla’s vehicles. This prompted them to prioritize battery safety and embark on an ambitious journey. Notably, the Toyota Prius placed them in direct competition with early EV models, while Nissan enjoyed enormous success with the Leaf, which became the best-selling EV in the world until 2019. Toyota quietly filed thousands of EV battery patents during this time, even as they publicly expressed interest in hydrogen as an alternative to electric vehicles.

A close examination of Toyota’s recent battery-focused PR campaign reveals a deliberate emphasis on travel distance, charging time, and safety, while conspicuously avoiding discussions of acceleration or track performance. This marks a significant departure from Lucid, for instance, which highlights record-breaking battery distance and prioritizes fast track times.

In terms of quality of life, key economic measures align with the traditional Japanese EV sensibilities of the 1940s. The ability to spend less time charging batteries, longer intervals between charges, and risk avoidance take precedence. Stellantis Fiat has effectively capitalized on these values through compelling advertisements, contributing to the success of their low-stress and dependable EV model.

 

The rapid and high-quality innovation witnessed in Japanese manufacturing since 1948 draws parallels with Germany’s experience during the US military occupation, which compelled them to balance manufacturing speed with respect for humanity. Today, Japan, Germany, and even Italy largely reflect global sentiments regarding what matters most in EVs, in stark contrast to Tesla’s misguided approach. The South African-led “California” company has prioritized extreme acceleration in a straight line over other crucial factors, including safety, resulting in an alarming number of fatalities. It seems they have failed to learn the right lessons from history and have instead embraced the fantasy of spaghetti westerns and white male domination, making them one of the worst car companies.

Tesla has faced repeated accusations of dishonesty, boasting about technologies they have failed to deliver and concealing significant design flaws that degrade the overall quality. Recent revelations have even implicated Tesla in employing cheap, undocumented Polish labor to staff their German factories as they struggle to maintain control in Asia.

Alleged flyer that Tesla has been handing out to workers in its German factory warning them of death penalty for drinking water, taking breaks or refusing orders.

It is likely that Tesla’s last notable innovation occurred around 2012 when they coerced Siemens, a German engineering firm, into constructing a factory to assemble Panasonic’s Japanese innovations into an unnecessarily powerful sedan. In reality, Tesla’s innovation peaked back in 2004 when Mr. Tesla (Martin Eberhard) funded the AC Propulsion tZero conversion to lithium-ion batteries, and “forced” Lotus to do the hard work of achieving DOT, NHTSA, and FMVSS approval.

“I got the impression he just wanted to learn as much as he could,” said Tom Gage, who was president and CEO of AC Propulsion at the time. “So he started helping us out. He put some money into the company. And that’s the time when we were converting the tzero to lithium-ion, and he copied us on that.” AC Propulsion had loaded the tzero with lithium-ion batteries and it seemed to be working. […] “That was when we sort of had a showdown. Martin said, ‘I want to buy one.’ And I said, ‘We can’t, we’re not going to build anymore.’ And he said, words to the effect of, ‘Well, if you won’t build me one, I’ll start my own car company. That’s how Tesla got started.”

Source: “Tesla’s Little-Known Prehistory”, Autoweek, 1 Mar 2021

Consider this: 2004 was basically twenty years ago, and yet Tesla has become less desirable than ever. The increasing frequency of failures necessitates the production of more new cars, each plagued with numerous problems. Junkyards are filling up with Tesla vehicles that can’t even reach 10,000 miles. Owners report rejecting delivery multiple times before finally accepting a car that is still marred by design flaws despite its exorbitant price tag.

The MinE

Driving an old BMW (150kW Mini E in 2009) or Toyota (129kW RAV4 EV in 2012) equipped with the AC Propulsion electric drive now seems more sensible than wasting money on any Tesla ever produced.

The AC Propulsion eBox, a $50K Scion xB conversion kit announced August 18, 2006 that installed a 35-kWh battery using 5,300 Li-ion cells arranged into 100 blocks of 53.

It is worth noting that Panasonic continues to manufacture batteries for Tesla, yet the latter remains eerily silent regarding their solid-state battery plans. Tesla, known for prematurely announcing breakthroughs and seeking the spotlight, has chosen not to address this crucial aspect.

These two developments represent significant victories for Toyota: surpassing the highly skilled team at Nissan and effectively dealing a blow to the faltering Tesla. The outcome has surprised many observers.

It remains to be seen whether Toyota will join forces with Panasonic to announce a retrofit solution, enabling existing EVs to upgrade to the new battery technology. This concept aligns with Mr. Tesla’s (Martin Eberhard) initial vision when he founded his company, before being ousted by the current toxic charlatan, a tinpot dictator notorious for an obsession with power that has him disseminating Hitler memes through a centralized propaganda platform.

History has an uncanny way of coming back around, and Tesla now finds itself as irrelevant and stuck in the past as the Nazi Tatra, repeating old lessons along the way.

Toyota’s leapfrogging of Nissan and their decisive action against Tesla should not be underestimated. If you are considering purchasing an EV, it is imperative to choose a brand that has made solid-state battery commitments.