Molicel has launched the INR-21700-P70X cell, part of its PX series, to “bridge the gap” between lithium-ion batteries and supercapacitors, the company said. The cell has a stated capacity of 7,000mAh, energy density of 340Wh/kg and continuous discharge rate of up to 30C.

Molicel’s cells have previously been used in performance-focused projects such as the McMurtry Spéirling electric hypercar.

The cell was launched at the Advanced Automotive Battery Conference (AABC) Europe 2026 and comes as BEV growth slows and auto makers increasingly shift investment toward hybrid models. In its 2026 outlook, the International Energy Agency (IEA) highlights this shift, noting that manufacturers are actively prioritizing hybrids. In response, a surge in hybrid demand is redefining key regions: in the USA, hybrids neared 20% of new vehicle sales volume by late 2025 according to CNBC, while in Europe, they captured a 24% market share based on International Council on Clean Transportation (ICCT) data.

Concurrently, the Asia-Pacific region asserted its market dominance, capturing 51.67% of the global hybrid vehicle market value across all segments, including mild, full and plug-in hybrids. The multi-regional momentum is propelling the global hybrid vehicle market from US$335.21bn in 2026 to a projected US$570.78bn by 2034.

This market shift is changing battery requirements for next-generation hybrid vehicles, which demand both high energy density and high power output. According to Molicel, the INR-21700-P70X has been designed to address these requirements, delivering a peak power output of 900W for up to five seconds to support rapid acceleration, such as during overtaking, while also enabling high-power energy recovery under heavy regenerative braking.

The company also states that the cell can transition to high-power output in under 200µs, providing a response comparable to a supercapacitor and supporting repeated high-frequency power pulses with minimal performance degradation.

“The global automotive landscape is undergoing a profound diversification, where the demand for immediate, high-frequency burst power has become paramount,” said Casey Shiue, president of Molicel. “Our next-generation PX series isn’t just an evolutionary upgrade; by blending supercapacitor-like responsiveness with the high energy density of lithium-ion, we are redefining what hybrid powertrains can achieve in terms of raw power, safety and lifespan.”

The INR-21700-P70X has passed the UL9540A thermal runaway evaluation, a widely used safety test for energy storage systems. The company attributes the cell’s performance to its single-crystal cathode technology, which it says reduces exothermic heat generation by nearly 50% compared with conventional polycrystalline materials.

Molicel also stated  that, during abuse testing, the cells emitted smoke rather than undergoing an immediate catastrophic rupture, helping to delay thermal propagation. The company said these characteristics are intended to enhance safety in applications ranging from data center battery backup units (BBUs) to next-generation hybrid electric vehicles (HEVs).

Furthermore, unlike BEVs that undergo deep daily cycles, hybrids subject batteries to hundreds of thousands of rapid, shallow fluctuations. In testing mimicking this environment under a supercapacitor profile, Molicel’s PX series retained 96% capacity after 1,000,000 cycles (+10C for 10s/-2C for 110s, cut-off temperature 83°C).

Recent news, Honda celebrates 30 years of transmission production in Ohio

Building on more than a century of innovation, MG has unveiled its latest technology roadmap, outlining how the brand will continue to bring advanced electrification and intelligent driving technologies to a wider audience.

Focusing on powertrain and ADAS development, the roadmap focuses on the next-generation MG Plug-in Hybrid+ technology and the introduction of MG SolidCore Battery technology for Plug-in Hybrid+ models.

New Plug-in Hybrid+ technology 

The Plug-in Hybrid+ system is built around a new generation of dedicated hybrid petrol engines, available in 1.1-liter and 1.5-liter turbocharged variants, achieving maximum thermal efficiencies of more than 42% and 43% respectively.

The engines work in conjunction with a new hybrid transmission incorporating two core technologies: power split and motor decoupling, designed to optimize fuel and electrical energy efficiency.

Power Split technology distributes power between the engine and electric motors, continuously adjusting energy flow according to driving conditions to enable the powertrain to operate efficiently without the constraints of a fixed-ratio transmission. Motor decoupling introduces a disconnect mechanism that isolates the generator during pure electric driving, reducing drag and improving electric drive efficiency.

The Plug-in Hybrid+ system automatically selects the the optimum operating mode across the full speed range, using electric drive at low speeds, power split operation at medium speeds and direct engine drive at higher speeds. This operating strategy is designed to maintain engine thermal efficiency above 40% across approximately 90% of driving conditions, while achieving up to 90% electric drive efficiency regardless of battery charge level.

The powertrain accelerates from 0-62mph in under six seconds, with 50-75mph acceleration taking as little as 3.5 seconds. Torque delivery has also been revised, with hill-start capability improved by up to 72% compared with the previous system.

By eliminating generator idling during pure electric driving, Motor Decoupling technology reduces noise, vibration and harshness by up to 5dB in EV mode compared with conventional plug-in hybrid systems.

Plug-in Hybrid+ models will also benefit from this new technology, beginning in 2027 with the launch of the MG ZS Plug-in Hybrid+.

SolidCore battery for Plug-in Hybrid+ models

MG has confirmed that its SolidCore Battery technology will be introduced across future Plug-in Hybrid+ models.

Built around a semi-solid-state architecture incorporating a 3D spinel structure, the SolidCore Battery delivers higher energy conversion efficiency and faster power response than conventional liquid-electrolyte batteries, MG said, adding that it is optimized for Plug-in Hybrid+ applications, offering more consistent power delivery, improved range stability and more stable performance across varying speeds, driving scenarios and climate conditions.

By maintaining stable battery output across a range of operating conditions, the SolidCore Battery technology supports more consistent vehicle performance regardless of speed, driving scenario or ambient temperature, contributing to the overall efficiency of the Plug-in Hybrid+ system, MG said.

The SolidCore Battery technology reduces the impact of low temperatures and depleted battery charge on vehicle performance, addressing some of the limitations commonly associated with plug-in hybrid vehicles.

The first MG Plug-in Hybrid+ models to feature SolidCore Battery technology will be three new SUVs in the B, C and D segment categories.

Related news, Nissan expands Leaf line-up with 52kWh battery model

Electric powertrain development consultancy CamMotive and advanced materials company Thermulon have been named as technology partners in the £2m (US$2.7m) UK government-backed Drive35 project to enhance safety in next-generation electric vehicle batteries.

The companies will collaborate with a leading UK OEM to tackle the issue of thermal runaway (TR) in EV battery systems.

TR is a significant challenge in EV technology. Lithium-ion battery cells used in EVs can, under certain fault conditions, heat uncontrollably, creating a thermal chain reaction that may propagate across a module or battery pack and potentially lead to fire or explosion. Global regulators and manufacturers are increasingly strengthening safety expectations for battery technologies in response to growing awareness of the issue.

The 12-month UK collaboration will develop and evaluate AeroMotive, a UK-made aerogel-based EV thermal runaway barrier solution being developed for use in next-gen battery systems. The technology uses thin, lightweight layers of highly insulating anti-thermal propagation (ATP) material to limit heat transfer between cells and mitigate the propagation of TR.

CamMotive will design a testing and validation program to evaluate the solution’s performance under various conditions. This includes specialist prismatic cell swelling and compression testing to analyze the impact of forces on battery cell longevity and safety and optimize the performance of the ATP pads.

Luke Barron, senior engineer at Cambridge-based CamMotive, said, “This ground-breaking project will deliver critical research and testing methodologies that make EV batteries safer. By advancing UK innovation in battery technology, we’re helping to accelerate the transition to safer, cleaner, high-performance electric vehicles.”

The project is supported by the UK government’s £4bn (US$5.4bn) Drive35 program, delivered by the Department for Business and Trade in partnership with the Advanced Propulsion Centre and Innovate UK.

Related news, Taiyo Yuden commercializes hybrid aluminum electrolytic capacitors

UK battery technology company Integrals Power has been selected to supply its manganese-rich lithium manganese iron phosphate (LMFP) cathode active material to Olimpus, a €9m (US$10.3m) Horizon Europe project to develop and industrialize LMFP battery cells using a European supply chain. Mass production of LMFP cells in Europe is targeted by 2032, with electric vehicles and maritime applications as the primary end uses.

Coordinated by Norwegian research organisation SINTEF, Olimpus brings together 16 partners from across the battery value chain, including Volvo Trucks, Magna Steyr, cell manufacturer Verkor, synthetic graphite anode supplier Vianode and Corvus Energy. As well as supplying more than 150kg of LMFP cathode active material, Integrals Power will also be responsible for scaling up and industrializing the manufacturing process and supporting cell prototyping and performance validation.

Running until 2030, the project will produce over 130 automotive-grade cells on SINTEF’s pilot lines and at Verkor’s gigafactory facilities, in both pouch and prismatic form factors and capacities ranging from 10h to 80Ah, with a target energy density of up to 220Wh/kg.

Sustainability is a key focus. Water will replace the toxic and highly flammable solvent NMP, a semi-dry electrode coating process will reduce energy use in the drying stage compared to conventional wet slurries, and synthetic graphite for the anode will be used to lower the overall carbon footprint. Compared to nickel cobalt manganese chemistry, NMC81, Olimpus projects a reduction in lifecycle CO₂-equivalent emissions of approximately 1.8 million metric tons by 2050.

Integrals Power founder and CEO Behnam Hormozi said, “Our participation in Olimpus is the clearest demonstration yet that Integrals Power’s patented LMFP technology is a key enabler for establishing sovereign battery capability in the UK and Europe. Third-party testing has already proven its high energy density, cycle life and cold weather performance, and this project represents the next milestone in its development as we optimize the materials and processes for scale-up.

“A successful transition from fossil fuels to clean energy sources can only be achieved with a robust, transparent, sustainable and cost-effective battery supply chain, and that requires alternatives to cell chemistries and manufacturing reliant on critical minerals and Chinese technology. The Olimpus project is laying the foundations for this, and we are extremely proud to be a part of it.”

Integrals Power’s LMFP material has a high manganese content of 80%, which enables up to 20% greater energy density than conventional LFP while retaining its key advantages of cost, safety and long cycle life. This combination of attributes, together with freedom from expensive nickel and cobalt, makes it a compelling alternative to NMC, which is still the dominant cell chemistry for electric vehicles made by European and North American vehicle manufacturers.

Related news, How modular testing is supporting the shift to hydrogen, methanol and ammonia

Shell has unveiled the Triple 10 Challenge concept car, a proof-of-concept vehicle designed to “inspire a new design philosophy for the next generation of battery electric vehicles”.

The compact, mass-market EV demonstrates next-generation electric vehicle capability and offers the industry an alternative to the current reliance on ever-larger batteries by re-imagining the fundamentals of thermal management.

The vehicle meets three ambitious goals that Shell believes can help drive the future of mass-market electric mobility: a sub 10-minute charge time, 10km/kWh economy and a lifecycle 10-metric ton CO2e footprint. These are achieved using Shell’s advanced thermal fluids to achieve optimized thermal management.

The Challenge demonstrates the potential of a simplified, single-circuit cooling architecture to manage the thermal load of the car’s powertrain under extreme fast-charging scenarios in real-world conditions, Shell said.

Cara Tredget, VP mobility and lubricants technology for Shell, said, “With the Triple 10 Challenge concept car, we have unlocked the potential for faster charging, lighter systems and improved lifecycle efficiency by using our advanced thermal fluids. Together with our co-engineering partners, we are proud to develop alternative options for sustainable EV development, leveraging technologies that are available today and are scalable to support customers into the future.”

The concept car has been designed to achieve 10km/kWh in driving economy with a smaller, more efficient battery system, with a more than 30% improvement in overall energy efficiency compared with many current-generation EVs.

The vehicle can charge its battery from 10% to 80% in 9 minutes and 54 seconds, while maintaining thermal stability and battery longevity, according to the company. Unlike many ultra-fast-charging EVs that require chargers rated above 300kW, the vehicle achieves this performance using a standard 175kW charger available on existing charging networks.

At this charging rate, the vehicle adds up to 24km of driving range per minute, compared with an average of 13km per minute for typical battery-electric vehicles using the same charger – nearly 90% more range added per minute of charging.

The concept car is estimated to have a lifecycle carbon footprint of approximately 10 metric tons CO2e. Enabled by its lightweight design, optimized battery capacity, low-carbon and recyclable materials, together with 100% renewable electricity for vehicle charging, this is estimated to represent around a 50% reduction in lifecycle emissions compared to typical battery electric vehicles in the European market.

Immersive thermal management: Shell Recharge

Unlike traditional cooling systems that use water-glycol, Shell’s Recharge dielectric fluid enables direct immersion cooling of the battery and indirect cooling of the powertrain components, including the motor and power electronics. By redefining heat management across the battery and powertrain, the team has unlocked the potential for faster charging, lighter systems and improved lifecycle efficiency.

By incorporating a more compact and efficient battery pack design with fewer modules and using Shell’s advanced thermal fluid, enabling a simplified housing architecture, these improvements contribute to about a 25% reduction in overall battery pack cost compared to a conventional EV.

Related news, Superlight secures US$21m for middle-mile EV featuring fully digital powertrain

BMW has announced that the X5 has entered the finishing straight of its development program, including final calibration drives around its production base at Plant Spartanburg in the USA. The auto maker has also confirmed that the X5’s carbon footprint has been cut by around 40% compared with industry averages, driven by a sweeping overhaul of its supply chain, production processes and battery technology. The vehicle’s sustainability credentials are supported further by the iX5’s sixth-generation eDrive technology, Gen6, which features an 800V battery architecture that delivers 30% faster charging and 30% greater range, the auto maker.

Gen6 battery cells with reduced carbon footprint

The Gen6 battery cells used in the iX5’s high-voltage battery – which were unveiled in 2025 and designed for Neu Klasse vehicles before being rolled out across the auto maker’s electric vehicle portfolio – include a high proportion of secondary materials in the cobalt, lithium and nickel content. Renewable energy has also been also used in the production of anode and cathode materials, as well as in cell manufacturing. Compared with the Gen5 cell used in the BMW iX, CO₂e emissions have been reduced by around 28% per watt-hour.

Efficiency during use phase 

The BMW iX5 incorporates the auto maker’s EfficientDynamics technology package, which improves vehicle efficiency across key systems, including aerodynamics, lightweight construction, low rolling-resistance wheels and tires, and overall energy management.

The vehicle also features BMW’s “Heart of Joy” control unit and the in-house-developed BMW Dynamic Performance Control driving stack, technologies shared with the BMW iX3 and BMW i3. These systems are designed to enhance drivability, providing smooth acceleration and braking while improving energy efficiency. During deceleration, the vehicle can recover more energy through regenerative braking across a wider range of driving conditions, including down to a complete stop.

Supply chain decarbonization as key lever

Targeted decarbonization throughout the supply chain is a key lever for reducing CO2e emissions. The BMW Group is focusing in particular on renewable energy and secondary materials, as well as product and process innovations. During the product development process, CO2e emissions of the BMW X5 were reduced by around 40%.

A further advance is the increased use of CO2e-reduced flat steel. Around 50% of the flat steel used in the BMW X5 is electric arc furnace steel (EAF steel) with a high proportion of secondary material, produced using renewable energy. The high share of CO₂e-reduced flat steel is the result of close, long-standing collaboration with local suppliers in North America.

Systematic use of secondary materials 

The X5 achieves a high proportion of secondary raw materials, even in heavy-duty components. These include aluminum suspension components such as wheel rims, swivel bearings, wheel supports, rear axle supports and brake callipers, which are manufactured using renewable energy for both electrolysis and production.

The aluminum used for the doors of the BMW X5 contains 35% recycled and closed-loop material from BMW Spartanburg’s press shop. The base material used for the yarn of the headliner fabric is made from 100% recycled PET. In the battery-electric BMW iX5 60 xDrive, around one third of the total vehicle is made up of secondary raw materials, equivalent to a weight of 940kg.

Carbon payback period

Comprehensive decarbonization measures across the supply chain, production and use phase result in an early breakeven point. Depending on the drivetrain variant, annual mileage and source of the electricity used for charging, the BMW iX5 60 xDrive achieves a CO₂e advantage over a comparable model with an internal combustion engine after approximately one to two years of use.

The BMW Group will publish the Product Carbon Footprint for the BMW X5, validated by the German Technical Inspection Association (TÜV), to accompany the series launch.

Related news, Shell unveils Triple 10 Challenge EV concept

Cell Caps 2 is a next-generation battery cell cap technology for prismatic and cylindrical cells developed by Freudenberg Sealing Technologies. The new technology will be presented at The Battery Show Europe, which will take place in Stuttgart, Germany, on June 9-11, 2026.

Cell caps occupy a considerable portion of the cell volume – space that both the manufacturer and the customer would ideally prefer to use for energy storage to power the application. Yet, the function of the cell cap is undeniably demanding: it must reliably seal the cell chemistry off from the environment while simultaneously enabling the safe and reliable filling of the cell with electrolyte. Cell caps must facilitate fast charging, incorporate safety mechanisms in the event of thermal runaway and contribute significantly to the mechanical integrity of the cell.

Fewer parts, more energy 

The core of the Cell Caps 2 development consists of integrating the terminal in molded rubber into the base plate of the cell cap.

To fix the terminals within the cell cap, liquid elastomer is injected into the gap between the poles and the cap base plate. The elastomer permanently bonds these components together, providing excellent gas tightness, mechanical robustness and electrical insulation – all with a minimal number of parts and very low mass, which can significantly reduce the overall battery weight.

The next-gen technology reduces the height of the cell cap by up to 30%, depending on customer requirements, enabling higher energy capacity and longer operating time.

Freudenberg is currently working on the mass production of a round cell cap that fully leverages all the advantages of the next-generation technology. The cell caps can be manufactured using the same technology as valve stem seals, which Freudenberg produces in the millions.

Expanded safety portfolio 

As well as its battery cell caps, the company will also be showcasing a range of other technologies. Its cell-to-cell barrier range has been expanded to include additional thicknesses and material variants, ranging from compact multi-layer designs with foam or elastomer compression layers to UL94-V0-certified heat shields with adhesive backing.

These can be tailored to meet specific requirements for thermal resistance, mechanical stability, durability, compression behavior, cell swelling tolerance and compatibility with different cell chemistries, including NMC and LFP. The company is also displaying venting foam mats, which are positioned above battery cells and are designed to help protect neighbouring cells in the event of thermal runaway.

A demonstrator at the show will illustrate how the company’s busbar seals compensate for thermally induced changes in length and ensure a durable seal against media and the environment. At the same time, they permit defined movements of the busbar within the system. In addition, the company will also offer a preview of its advanced battery cooling program and its growing portfolio of components for heat pumps in electric vehicles.

“Whether it’s cell caps, thermal barriers or thermal management, we consistently turn standard components into high-performance solutions – exactly what our customers need across automotive and industrial applications,” said Andrea Giordano, head of battery cell caps and thermal barriers at Freudenberg Sealing Technologies’ Pinerolo site.

Related news, AEM to unveil rare-earth-free electric drive system at iVT Expo

Ferrari has unveiled the all-electric Luce at the Vela di Calatrava – Città dello Sport in Rome in Italy.

Expanding Ferrari’s in-house electric technology expertise has created new opportunities for performance and efficiency across its wider vehicle programs, the auto maker said. This includes technology transfer between Ferrari road cars, the 499P Hypercar that won the most recent World Endurance Championship, and the Ferrari Hypersail project, which serves as a platform for research and innovation. The Ferrari Luce marks the culmination of Maranello’s multi-energy strategy, announced at the 2022 Capital Markets Day.

John Elkann, president of Ferrari, said, “We are not simply unveiling a new car, we are inaugurating a chapter that turns our vision into reality, strengthening Ferrari’s tradition of anticipating and shaping the future.”

In keeping with tradition, Ferrari has chosen to engineer, develop and manufacture the main components in-house. The project includes more than 60 new patents.

The Ferrari Luce was designed in collaboration with LoveFrom, the design collective led by Sir Jony Ive and Marc Newson, bringing an external perspective to Ferrari’s established design approach under Flavio Manzoni. The electric power source, Ferrari-engineered engines and advanced drivetrain enabled the development of a new architecture that combines Ferrari performance with the luxury of spaciousness.

Technologies derived from Ferrari’s unrivalled experience in the world of motor racing made it possible to contain kerb weight at 2,260kg, helping deliver best‑in‑class performance (0–100 km/h in 2.5 seconds, 0–200 km/h in 6.8 seconds, top speed over 310 km/h and maximum total power output of 1,050hp) and a range in excess of 530km.

The car introduces electric all-wheel drive technology, combining torque vectoring, regenerative braking and adjustable power delivery systems. Steering wheel-mounted paddles enable drivers to modify torque output and energy recovery, while Ferrari says the system has been developed to provide a more progressive acceleration response than typical high-torque electric powertrains.

The car is powered by four electric engines, one per wheel, and is equipped with a high‑capacity 122kWh battery, an active suspension system derived from the F80 and an independently steering rear axle. Within this framework of technological innovation, two concepts best encapsulate Ferrari Luce’s ambitious entry into the world of high‑performance electric sports cars: the control of each wheel’s motion in every direction and in any dynamic condition, and the authentic approach to sound.

Each wheel is equipped with one actuator for traction and regeneration, one for the steering angle and one to control vertical movement. The ability to adapt torque distribution in real time to road conditions and desired performance provides exceptional freedom and precision of control. Each of the Ferrari Luce’s wheels is attuned to the driver’s input, enabling the driver to experience a single, fluid movement. Torque vectoring and the elastic balance of the suspension system also assist in changing direction, enhancing the car’s agility and ease of driving.

The Ferrari Luce’s vehicle dynamics have been developed around the characteristics of its electric platform, including a lower center of gravity and revised weight distribution. The vehicle uses an e-Manettino system to adjust power delivery and traction settings, alongside Ferrari’s five-position Manettino drive mode selector, which adapts vehicle responses to different grip conditions.

The model also introduces Ferrari’s new vehicle control unit, which integrates management of the powertrain and vehicle dynamics systems. According to Ferrari, the system processes updates at up to 200 times per second and works in conjunction with the latest version of the company’s Side Slip X control system.

The powertrain comprises four F80-derived permanent magnet synchronous engines with radial flux, delivering a maximum speed of 30,000rpm at the front and 25,500rpm at the rear. The system operates on 800V architecture and combines performance with efficiency, with solutions directly derived from motorsport. The high-voltage battery pack was designed, validated and built in Maranello and comprises 210 cells in series that deliver 122kWh and support fast charging up to 350kW; it has been designed as a structural element of the car. Power electronics feature compact inverters and a DC/DC resonant converter for the active suspension to achieve record-breaking efficiency of more than 98%.

The Ferrari Luce uses an integrated battery, chassis, and body structure designed to improve rigidity, efficiency, and interior packaging. The aluminum-based architecture places the battery beneath the floor and rear seats, removing the need for a central transmission tunnel and increasing cabin space. Ferrari said the structure delivers increased bending and torsional rigidity compared with its previous four-door models.

The vehicle also features double wishbone suspension, rear-wheel steering, carbon ceramic brakes, and a rear subframe mounted to improve ride comfort and handling balance.

The extensive use of recycled secondary-alloy aluminum enables a reduction in CO₂e emissions during production of around 70% of the overall vehicle weight.

Benedetto Vigna, CEO of Ferrari, said, “We are convinced that a company demonstrates its leadership when it has the courage to dare and to take on the challenge of new technologies. Ferrari Luce was born precisely from this challenge, offering our unprecedented vision of electrification.”

Related news, BYD enters UK eLCV market with Dolphin Cargo e-Van

Scania has begun the global sales rollout of its new under-cab battery module, which enables operators to optimize battery capacity for the vast majority of transportation needs. Heavy loads, advanced bodywork and long-haulage transportation assignments can now be electrified with improved operational precision, and in some applications, it’s now possible to achieve a range well beyond 800km on one charge.

The positioning of the battery module under the cab of the Scania electric truck frees up more space for bodywork and addresses how to balance the needs of range, without reducing the payload. The increase in gross train weight allowance introduced by the European Union in 2025 means that Scania can deliver a 400kWh usable capacity option for 360km of typical range without needing to lower payload – all the way up to the legal maximum.

The right battery charging strategy

Battery capacity is not the only factor that determines an electric truck’s operational range. While larger batteries can support longer distances, they may be unnecessary for transportation operations with shorter daily routes, such as 300km instead of 500km. In some applications, using a larger battery than is necessary for the route can lead to a a reduced payload capacity due to the additional weight.

Instead, the charging strategy used for the job plays a key role, and the introduction of Scania’s Megawatt Charging System (MCS) supports this focus. Given the legally required rest breaks for the drivers, transporters can plan a battery charge during a journey at a natural stopping point, and top up from 20% to 75% – a further charge could be done at the delivery depot or on the way back to the truck’s base, all of which helps reduce both operating and capital expenditure.

“The new under-cab battery module optimizes the placing of the truck batteries to transporters’ advantage,” said Tobias Ejderhamn, global manager, transformation and new business at Scania. “Thus, with the right battery set-up, MCS and a good charging strategy – using Scania’s own charging company Erinion or Scania Charging Access out on the road – our customers can easily solve the range versus payload question.

“All of this just underlines the fact that haulage companies who choose Scania’s electric trucks are transporting goods, not kilowatt hours, and reducing their total cost of operation.”

“Scania can now offer transport operators a comprehensive path to electrification and sustainable transport; one that is reliable, seamless, and commercially viable,” said Lars Gustafsson, head of solutions management at Scania. “With these two new additions to customers’ armory it has become even easier and more attractive to make the change to electric transport.”

Related news, BYD enters UK eLCV market with Dolphin Cargo e-Van

The all-electric Mercedes-AMG 4‑Door Coupe is based on the high-performance AMG.EA architecture and features a new drive concept comprising axial flux motors developed by the British electric-motor specialist Yasa and a high-performance battery that shifts “the benchmark in the high-performance segment”, the auto maker said.

Mercedes‑AMG demonstrated the capability of this drivetrain technology last year with the record drive of the Concept AMG GT XX in Nardò, Italy, where the technology demonstrator sprinted over 40,000km in seven days and 13 hours, breaking a total of 25 long-distance records in the process. (Read more on the concept in the April 2026 issue of APTI).

Mercedes-AMG is offering two powertrains: the Mercedes‑AMG GT 63 4-Door Coupe and the Mercedes‑AMG GT 55 4-Door Coupe.

“From my time at AMG, I know how high the bar is set in Affalterbach. With this first model on the new AMG.EA architecture, we don’t just meet it, we move it,” said Ola Källenius, chairman of the board of management, Mercedes‑Benz Group.

Three key aspects contribute significantly the performance capability: new battery cells, an innovative direct cooling system for each individual cell and a comparatively high voltage.

Electric power

The sports car uses three electric motors, two on the rear axle and one at the front, that deliver a system output of up to 860kW (1,169hp). These are complemented by a high-performance battery concept. Together, these achieve a 0 to 100 km/h time of just 2.1 seconds, with the vehicle requiring only 6.4 seconds to accelerate from 0 to 200 km/h. It’s top speed is 300 km/h (with optional Driver’s Package).

Thanks to a charging capacity of 600kW, over 460km of range can be recharged in just 10 minutes. A typical charging cycle from 10% to 80 % state of charge (SoC) takes 11 minutes.

In an axial flux motor, the electromagnetic flux runs parallel to the motor’s axis of rotation, unlike conventional electric motors where it runs perpendicular. The design uses a stator positioned between two rotor discs in an H-configuration to improve magnetic efficiency.

The electric motors are integrated into High-Performance Electric Drive Units (HP.EDUs) on each axle. At the rear, two axial flux motors are combined with a compact single-stage planetary gearbox within a shared housing. The system includes oil cooling, an integrated pump control unit and water-cooled silicon-carbide (SiC) inverters, designed to support high-voltage and high-performance operation. The axial flux motors can exceed 13,000rpm.

The front HP.EDU includes an axial flux motor, transmission, silicon-carbide (SiC) inverter and pump control unit. The motor can exceed 15,000rpm and operates as a front-axle booster motor, engaging when additional power or traction is needed.

“This vehicle underscores the broad performance spectrum of our comprehensive development strategy and the consistent transfer of the Concept AMG GT XX technology program into series production,” said Jörg Burzer, member of the board of management and chief technology officer, development and procurement, at Mercedes-Benz Group.

Newl battery cell for high performance 

At the heart of this innovation is a cylindrical, tall and slim battery cell. This format provides advantages for cooling. The small diameter minimizes the distance from the cell core to the surface, enabling rapid and efficient dissipation of heat generated under load, ensuring each round cell is maintained within its optimal temperature range. Laser-welded aluminium cell housing is also a new development, offering outstanding electrical and thermal conductivity.

A full-tab cell design reduces internal resistance by connecting the cell windings across the full surface of the poles, supporting higher charging and discharging performance while maintaining reliability under demanding conditions.

The cell chemistry is based on NCMA (nickel/cobalt/manganese/aluminum) in the cathode and a silicon-containing anode.

Overall, the combination of the tall and slim format, aluminum housing, full-tab technology and NCMA chemistry provides the foundation for maximum performance.

Intelligent direct cooling for the battery cells

The new battery concept uses directly cooled cylindrical cells with a special cell chemistry that ensures uniform temperature distribution and high-performance stability under continuous load. In total, 2,660 cells are used in the Mercedes‑AMG GT 4‑Door Coupé. The individual cylindrical cells are grouped into 18 laser-welded plastic modules.

The high-voltage battery is integrated centrally into the structure of the e-skateboard. Its protective housing (safety box) encloses the cell modules, all switching components and the battery management system (BMS), also an exclusive AMG in-house development.

Under the transmission tunnel lies a highly advanced cooling system whose core is an innovative cooling module. This module serves as the central interface to the vehicle’s cooling system and integrates key components such as the coolant pump module (KMP), the oil-water heat exchanger (ÖWWT) and the necessary connectors for direct oil cooling.

The temperature of the BMS is actively regulated via a special cooling plate, enabling higher currents. For the first time, virtual sensors have also been used: the BMS determines temperatures – such as within a cell – not via physical components but through mathematical models based on the current charging power.

“The first all-electric AMG GT 4‑Door Coupé takes the AMG DNA to a whole new level,” said Bastian Baudy, chief design officer, Mercedes-Benz Group. “A vehicle that embodies high-tech and innovation, brings performance to life and will set new standards with its radical design approach.”

Related news, Jaguar reveals Type 01 electric four-door GT