The BMW iX5 Hydrogen has entered its next development phase ahead of series production. Current prototypes are undergoing comprehensive road testing, while the third-generation fuel cell system is entering a new assembly phase at BMW’s Hydrogen Competence Centre in Munich. Preparations for industrialization and future series production of the fuel cell system are also underway at BMW’s engine facility in Steyr, Austria.

“Our ambition for the BMW iX5 Hydrogen is clear: a true BMW – with Sheer Driving Pleasure. A perfectly coordinated overall system is crucial for this,” commented Josef Hochreiter, head of hydrogen vehicles at BMW Group. “Current testing demonstrates how the fuel cell system, high-voltage battery and electric drivetrain are already successfully integrated and how systematically we are developing the technology toward series production. The primary focus is on further validation of the overall system, preparations for industrialization and the integration of fuel cell technology.”

Testing is currently focused on the interaction of all drive system components. This includes the fuel cell system, high-voltage battery, electric motor, hydrogen tanks and the overall system control unit. Efficiency, driving performance and driving dynamics will also be examined under different operating conditions.

Systems integration, efficiency and driving dynamics

Focusing on validation of the overall system under demanding environmental and operating conditions, the development teams validate the functionality of all components within the integrated vehicle system and optimize the complex system control, even under high loads. The aim is to ensure the full performance capabilities of the drivetrain at all times while optimizing BMW’s hallmark driving dynamics in the fuel cell electric vehicle.

Current testing is confirming the coordinated operation of the fuel cell system, electric motor, high-voltage battery, BMW Hydrogen Flat Storage and Energy Master. The high-voltage battery and Energy Master, which serves as the central control unit for the high-voltage system, enable greater recuperation performance and can improve overall system efficiency. Development is also targeting driving performance comparable with the BMW iX5, including acceleration from 0 to 100km/h in less than five seconds.

Fuel cell system enters next phase of construction

Inside the fuel cell, hydrogen from the tanks reacts with oxygen from the ambient air in an electrochemical reaction. This generates the electric current that drives the electric motor and powers the vehicle. The BMW iX5 Hydrogen uses the third-generation fuel cell system co-developed by the BMW Group and Toyota Motor Corporation.

Alongside vehicle testing, the next prototype assembly phase for the third-generation fuel cell system is getting underway at the Hydrogen Competence Centre in Munich. The focus is on finalizing and validating the testing methodology and preparing for industrialization.

The previous prototype phase centered on component buildability and basic qualification of suppliers. Series production of fuel cell systems will take place at BMW Group Plant Steyr.

“Prototype assembly is about much more than manufacturing individual components. Each phase helps us optimize processes, gain experience and systematically share this knowledge with the teams in Steyr. In this way, we are laying the foundation for the next steps on the road to industrialization,” explained Claudia Stephan, head of technology development and fuel cell prototype assembly at BMW Group.

Industrialization

With the start of this new assembly phase, the project has reached another important development step on the road to industrialization. The first test benches and manufacturing equipment have already been set up at BMW Group Plant Steyr, with employees being trained in stages. The insights gained will form the basis for further industrialization steps and subsequent production ramp-up.

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Battery data specialist Aviloo has launched the Aviloo Certified EV Battery Report, an independent study of battery health in used electric vehicles that analyzes over 500,000 independent tests carried out on EVs between 2022 and 2026, covering 20 popular models.

The report draws on a subset of Aviloo’s broader diagnostic database, which now spans more than one million independent tests worldwide across North and South America, Europe, Australia and Asia, to detail how battery health varies in used electric vehicles, and how different climates affect battery health and charging performance.

How the report works

The Aviloo Certified EV Battery Report, which will be published twice a year going forward, is built on data from used electric vehicles tested via its independent Aviloo Flash Test. For each model, Aviloo calculates the median state of health at three mileage milestones, 50,000km, 100,000km and 150,000km, along with the range expected to cover 99% of vehicles at each point†.

State of health (SoH), the percentage of a battery’s original usable capacity that remains, is the clearest single measure of how a used EV’s battery has aged; a battery at 95% SoH still delivers roughly 95% of its original range per charge.

Reading the data 

Comparing the three mileage snapshots side by side reveals three consistent patterns. First, median battery health drops as mileage increases. Second, the spread between individual cars widens with distance – degradation is real, and it grows the further a car travels. Third, and just as importantly, there are consistent differences between models at every mileage point.

Four EVs, four different battery stories 

Aviloo data shows that used Tesla Model Ys with 78.8kWh batteries have a median SoH of 94.5% at 50,000km, falling to 90.3% at 150,000km. This corresponds to a real-world range of around 379km per charge at 50,000km and 362km at 150,000km. However, individual vehicles vary by up to 11 percentage points in SoH across this mileage range, equivalent to around 46km of real-world range, highlighting the variation in battery degradation between vehicles.

Median battery SoH for the 77kWh Volkswagen ID.4 – which sold around 40,000 units in Europe in the first half of 2025 – falls from 95.3% at 50,000km to 90.6% at 150,000km, corresponding to a real-world range of around 373km per charge, decreasing to roughly 354km. At higher mileages, individual vehicles vary by up to 11–12 percentage points in SoH, equivalent to around 45km of real-world range per charge.

Aviloo data shows that the 72.6kWh Hyundai Ioniq 5 has a median SoH of 97.2% at 50,000km, falling to 92.8% at 150,000km. This corresponds to a real-world range of around 335km per charge, decreasing to roughly 319km. At 150,000km, the difference between individual vehicles exceeds 12 percentage points in SoH, equivalent to around 42km of real-world range per charge.

The 40kWh Nissan Leaf ZE1 has the smallest battery capacity of the four models, at around half that of the others. Aviloo data shows that its median SoH falls from 91.1% at 50,000km to 86.3% at 150,000km, the lowest of the four models across both mileages. It also has the widest variation between individual vehicles, reaching up to 13.5 percentage points in SoH at 150,000km, equivalent to around 29km of real-world range per charge.

In real-world terms, that median SoH corresponds to around 196km of range per charge at 50,000km, falling to roughly 185km at 150,000km. This is markedly less than the other three models, reflecting the Leaf’s smaller battery capacity and making it better suited to shorter, more local journeys. The Leaf remains the world’s first mass-market EV, with more than 650,000 units sold worldwide. Its data provides a clear illustration of how battery capacity and charging frequency can affect real-world range and degradation, and highlights the value of independent battery testing.

Why a small gap in state of health matters more than it sounds 

As the examples show, a difference of 10 percentage points or more in  SoH can translate into tens of kilometers of real-world range per charge. This can mean the difference between completing a long journey without stopping and requiring an additional charging stop. For consumers, dealers and lenders assessing a used EV, this information can provide a more accurate picture of a vehicle’s condition than a single average figure for the model.

Why climate matters and why global data matters more 

Battery health is not determined by mileage alone. Temperature affects both the chemistry of degradation and how quickly a battery can accept charge, with cooler climates potentially slowing charging and influencing wear patterns compared with warmer conditions. Aviloo’s global dataset accounts for this variation, with the Aviloo Certified EV Battery Report drawing on independent tests from North and South America, Europe, Australia and Asia. This provides data across a range of climates and driving conditions, rather than reflecting the experience of a single country or region.

Why this matters for the used-EV market 

Buyers of used petrol or diesel cars have long relied on mileage readings and MOT histories to assess condition; consumers, dealers and fleets buying a used EV need an equivalent measure for the battery – the car’s most expensive component and, as this report shows, one whose condition can vary significantly between vehicles.

Marcus Berger, CEO of Aviloo, said, “The truth in this data is that averages hide a lot. Yes, EV batteries are ageing better than the ‘they wear out fast’ myth suggests – but that’s not the most useful thing this report tells you. What matters is that battery health varies significantly between models, and even more between individual cars of the same model. A gap of 10% or 15% in state of health is a real difference in range, in what a car is worth, and in what you can rely on it for. You simply can’t know where your car sits in that range without testing it independently.

“That’s why we built the Aviloo Flash Test, and why we’re now publishing this Aviloo Certified EV Battery Report twice a year – to give the whole market, from individual buyers to fleets and insurers, an honest, independent and genuinely global picture of how these batteries perform.”

The Flash Test

Aviloo’s Flash Test is an independent three-minute diagnostic performed via the vehicle’s OBD port. It provides a battery health assessment for an individual used vehicle rather than relying on an average for the model, giving an independent measure to assess battery condition alongside the information provided by the vehicle’s dashboard.

The Aviloo Flash Test uses independent measurement to assess battery health rather than relying solely on the vehicle’s own reporting. Aviloo calculates state of health using a statistical model trained on data from hundreds of thousands of used vehicles. The model considers the vehicle’s internal battery health assessment alongside mileage, age, charge cycles, cell-voltage spread, energy counts and other diagnostic signals.

Explore: Tony Mancina, Stellantis Canada 

†: Methodology: for each vehicle model, independent Aviloo FLASH-test data is used to produce a statistical distribution of State of Health at each mileage point. The distribution is found by fitting multiple quantile curves, including the median, to the data.

The RESiLiTE (Robust, Economical, Silicon-rich, Lightweight and Thermally Efficient Battery Packs) project, an initiative co-funded by Horizon Europe, the European Union’s primary funding program for research and innovation, has successfully completed its first year of project implementation.

Through the joint efforts of RESiLiTE partners, the project has moved closer to its final goal to integrate large format cylindrical cells within a novel thermoplastic battery housing, aiming to increase the energy density, energy efficiency, operating temperature range, fire safety and sustainability of future battery packs.

During the first year of project implementation, the consortium completed the battery pack requirements and architecture milestone, defining the reference architecture for a lightweight Cell-to-Pack battery system based on large-format cylindrical cells. This included the definition of key system requirements, battery pack architecture, vehicle integration interfaces, thermal management architecture and benchmarking methodologies, establishing the technical baseline for subsequent design, simulation and validation activities throughout the project.

The consortium developed an integrated battery enclosure concept combining lightweight thermoplastic structures, structurally functional cell holders and an integrated cooling system. By coupling system requirements with simulation-based development from an early stage, the project established the foundation for integrated engineering across thermal management, cell-to-pack integration and safety development. Initial mechanical and thermal simulations confirmed the feasibility of the concept, enabling efficient design iterations and supporting the transition toward detailed design, prototype development and future validation activities.

Significant progress was achieved in the development of advanced diagnostics and battery management system (BMS) functionalities. The consortium established methodologies based on electrochemical impedance spectroscopy (EIS) and model-based SoX estimation to improve the assessment of battery condition and enable early detection of degradation mechanisms and safety-relevant phenomena such as lithium plating. These developments provide the basis for the implementation and validation of advanced BMS functions in the next project phases.

Sustainability and circularity considerations were also integrated into the technical development workflow from the outset. During the first project year, the consortium established a framework for lifecycle assessment, circular design strategies and recyclability evaluation. The related activities are ongoing and will support the consideration of environmental impact, recyclability and second-life potential throughout the design process.

Next year of implementation 

During the second year of the RESiLiTE project, work will progress from system definition to detailed design, prototyping and validation. The focus will shift to the mechanical and thermal design of the battery enclosure, integration of advanced cooling and safety concepts, and implementation and validation of BMS functions.

Work will also progress on manufacturing readiness, including tooling and prototype production, alongside experimental validation through multilevel testing and benchmarking. This phase will support evaluation of the solutions under realistic conditions and further development toward higher technology readiness levels (TRLs) and potential industrial deployment.

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Addionics has announced new technology to extend usable range, enable faster charging and improve overall battery performance in cold-weather conditions.

Low temperatures can reduce the usable energy available from EV batteries while increasing energy consumption for cabin and battery heating. In severe winter conditions, this can reduce an EV’s range by up to an estimated 40%, while electric trucks may face reduced power and payload or route limitations.

Addionics’ Smart 3D Porous Current Collectors alter the battery’s internal transportation architecture, allowing electrolyte and lithium ions to move through the current collector. This creates additional pathways through the electrode, reducing transportation distances and improving active-material accessibility to help the battery retain performance at lower temperatures.

“By transforming the architecture of the battery cell, Addionics is removing some of the largest limitations that electrified systems have faced,” said Dr Moshiel Biton, CEO and founder of Addionics. “Batteries need to perform optimally in all locations and temperatures so that the products they power can be relied upon consistently. Addionics is at the forefront of making the once unachievable possible. We are enabling the always-on world to operate – all of the time, anywhere, even in the cold.”

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Cell manufacturers and vehicle integrators have always had to rely on simulations, destructive testing methods and indirect measurements. The Fraunhofer Institute for High-Speed Dynamics, Ernst-Mach-Institut (Fraunhofer EMI), has developed what it says is a unique high-speed x-ray system that makes dynamic processes inside large-format prismatic cells visible in real time for the first time. Together with the German cell manufacturer PowerCo, a Volkswagen Group company, Fraunhofer EMI is now bringing this technology into industrial use.

The system combines high-performance x-ray technology with a specially designed battery test chamber and advanced sensor systems that simultaneously capture temperature, pressure, voltage and gas flow. Recording up to 1,000 images per second, it reveals processes such as gas formation, material displacement and crack propagation inside the cell at extremely high resolution, events that until now have remained hidden from view.

“Our in-situ method allows us to see what happens inside a cell in fractions of a second – in real time and at the highest resolution,” said Dr Sebastian Schopferer, head of battery safety at Fraunhofer EMI. “This fundamentally changes how we understand battery design and safety.”

A key engineering milestone was the development of a protective chamber that reliably shields sensitive x-ray components from the extreme conditions generated during lithium-ion cell thermal runaway.

Proven in practice and already in use

Fraunhofer EMI has already used the system for several German car manufacturers, including VW and Audi, to characterize material ejection during thermal runaway and propagation behavior in multicell configurations. The resulting data enables engineers to assess cell designs based on directly observed processes and refine simulation models with greater precision, delivering direct added value for product development and certification processes.

Transfer to industry by 2028

In the next phase, Fraunhofer EMI and PowerCo will transfer the technology into industrial use.

Initial results from the collaboration are already feeding into the development of optimized production cells at PowerCo, accelerating the path from research to industrial implementation. The system is scheduled for installation at PowerCo’s Salzgitter site in Germany in 2028.

Designed as a modular platform, the system can be scaled to different cell formats and new cell chemistries.

“With in-situ high-speed x-ray imaging, we are taking battery research to a new level,” said H W Vassen, CTO of PowerCo. “For the first time, we can make the dynamic processes inside cells visible in real time and in slow motion. This unprecedented depth of insight allows us to optimize battery cell safety and design in a highly targeted way and bring innovations into industrial use much faster. Together with Fraunhofer EMI, we are advancing high technology made in Europe and are strengthening Europe’s role in the battery industry.”

In related news, V Engineering develops new hybrid battery for McLaren P1

V Engineering, McLaren’s independent engineering center, has announced that it is developing a new high-voltage, hybrid battery solution for the McLaren P1, as part of Project Continuum.

The original hybrid battery cells used in the P1 were manufactured in 2010. After 16 years of service, numerous units have deteriorated to the point that they must be replaced, otherwise the car will be undriveable.

Project Continuum from V Engineering offers current and future McLaren P1 owners an alternative high-voltage battery solution that improves energy storage and reduces the overall weight of the original battery with no penalty to the existing power delivery. Another key user feature of the new battery is that it offers extended EV range compared with the factory production unit.

Developed in collaboration with engineers involved in the original P1 program, the battery features a glycol-based cooling system with significantly improved heat rejection properties from the newly developed cells. The battery solution is built around a proven, high-performance 21700 lithium battery module engineered to FIA Formula E requirements to offer motorsport-grade technology. The plug-and-play approach from V Engineering reportedly improves performance and reliability while retaining compatibility with the vehicle’s existing electrical architecture.

Along with the advanced cooling properties of the new battery, design also focused on the energy storage capacity of the new unit, which has been increased to 12.4kWh compared with the standard 4.72kWh of the original P1.

Customer installations are scheduled to begin in spring 2027, with V Engineering currently in discussions with owners from the UK and Europe, the Middle East and the USA.

Project Continuum is the first phase of a broader powertrain development program intended to provide long-term technical support for McLaren P1 owners.

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High-voltage batteries for e-mobility have become highly complex systems consisting of numerous components. The market for these batteries is becoming increasingly dynamic, and technologies are constantly evolving. Innovative battery cells with new chemical compositions are being introduced. Automotive suppliers and manufacturers therefore require a tailored and flexible testing strategy for battery cell quality assurance, both in development and in production.

To address these challenges, Göpel Electronic has developed a high-performance, quickly configurable battery cell tester that features a modular design and high flexibility. This allows for the quick and transparent determination of quality, charging efficiency and reliability in up to five battery cells simultaneously. The tester complements the product portfolio, which includes, among other things, Göpel Electronic’s EOL battery test system, which performs comprehensive test routines for the entire battery pack.

The battery cell tester covers standard safety tests that evaluate the condition of the cells. The open circuit voltage (OCV) value indicates the voltage of a battery without a load (open circuit) and serves as an indicator of its state of charge. For the alternating current internal resistance (ACIR) measurement, the tester uses a method to determine the internal resistance of the battery cells. This internal resistance under alternating current provides information about the performance, state of aging and quality of the battery cell.

According to Göpel Electronic, its tester delivers fast, repeatable results and can be integrated with automated equipment to enable high-throughput batch testing within seconds. The system is designed for applications including incoming inspection and battery cell grouping.

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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).

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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.

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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.

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