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Rimac is developing a solid-state battery platform that could reach a future Bugatti around 2030. However, the current Bugatti Tourbillon is not publicly identified as the debut vehicle. Its known battery is a 25-kWh liquid-cooled hybrid pack, while Rimac’s solid-state system remains a development program with no named Bugatti model or guaranteed production date.
The short answer
- Technology: Rimac Technology unveiled a production-oriented solid-state battery platform in September 2025.
- Partners: ProLogium is supplying solid-state cell technology, while Mitsubishi Chemical Group is contributing advanced materials and composite-housing expertise.
- Current Bugatti: The Tourbillon uses a 25-kWh, T-shaped hybrid battery—not the announced solid-state pack.
- Future application: A Rimac Technology executive reportedly targeted a first Bugatti application around 2030.
- Status: The future model has not been publicly named, and 2030 is a development target rather than a confirmed launch.
What Rimac actually announced
Rimac Technology unveiled its next-generation solid-state battery platform at IAA Mobility in Munich in September 2025. The company operates as a Tier 1 technology supplier within the Rimac Group, developing battery systems, e-axles, control electronics and related components for multiple automakers. It is distinct from Rimac Automobili, the company associated with the Nevera, and from Bugatti Rimac, the joint venture responsible for Bugatti vehicles.
The 2025 announcement covered several battery directions, including a solid-state platform, an “Evo” battery using 46XX-generation NMC cells and hybrid systems for high-performance applications. Only the first of these is solid-state. Rimac’s announcement describes a liquidless high-voltage system using ProLogium solid-state pouch cells and a composite enclosure developed with Mitsubishi Chemical Group.
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Why the Tourbillon is causing confusion
The Tourbillon is the first major Bugatti introduced under the Bugatti-Rimac partnership, making it the obvious vehicle associated with Rimac’s battery expertise. But its published specifications point to a different technology.
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The Tourbillon combines an 8.3-liter naturally aspirated V16 with three electric motors and a 25-kWh, 800-volt hybrid battery. The T-shaped pack is integrated into the vehicle structure, contains more than 1,500 cells and uses liquid/oil cooling. Bugatti has quoted more than 60 km of electric range, with customer deliveries scheduled to begin in 2026 and production limited to 250 cars.
Neither Bugatti nor Rimac’s public Tourbillon material identifies that battery as solid-state. The available evidence therefore supports a future Bugatti application after the Tourbillon—not a solid-state Tourbillon.
Sources: Bugatti’s technical announcement, Bugatti’s vehicle-architecture information and Rimac Technology’s Tourbillon battery release.
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Most lithium-ion batteries use a liquid or gel electrolyte to move ions between the electrodes. Solid-state designs replace that electrolyte with a solid material. Depending on the chemistry and engineering, this can enable greater energy density, lower mass, more flexible packaging and reduced exposure to some leakage and thermal-runaway pathways.
It does not make a battery automatically fireproof, maintenance-free or ready for mass production. Safety depends on the complete system: cell chemistry, interfaces, current collectors, cooling, crash structure, charging conditions and control software.
Reported specifications of the development pack
Secondary reporting on Rimac’s presentation described a 100-kWh development configuration with the following figures. These are reported prototype or system claims, not independently validated production specifications:
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| Measure | Reported figure | Important qualification |
|---|---|---|
| Energy density | About 260 Wh/kg | The measurement level should not be assumed to match cell-level figures from other batteries. |
| Volumetric energy density | About 350 Wh/L | Reported for the development system. |
| Weight | About 384 kg (846 lb) | Associated with the 100-kWh configuration. |
| 10–80% charging | About 6.5 minutes | Requires sufficient charger power and suitable battery conditions. |
| Peak discharge power | Up to about 850 kW | A development-system claim. |
| Voltage range | About 540–907 V | Reported system specification. |
| Low-temperature retention | More than 95% at −20°C | A reported claim, not a guarantee for every vehicle application. |
InsideEVs reported the detailed figures. Another report described the prototype as 20–30% more energy-dense and roughly 66 lb lighter than a comparable current NMC pack. That comparison appears to include the lightweight composite housing as well as the cell technology; the gain should not be attributed entirely to the solid electrolyte. Car and Driver reported those comparisons.
Why a Bugatti could benefit
A hybrid hypercar does not necessarily need the largest possible battery. It may benefit more from reducing battery mass while retaining very high power output.
- Lower mass: A lighter pack could improve acceleration, braking and handling.
- Packaging freedom: Greater energy density could reduce the space required for the battery inside a carbon-fiber vehicle structure.
- High power: A high-output pack could deliver and recover electric power quickly, supporting sharper response and torque fill.
- Hybrid compatibility: The technology could help preserve a dramatic combustion engine while adding stronger electric assistance.
- Structural integration: Bugatti already uses an integrated T-shaped battery architecture in the Tourbillon, so a future pack could be designed around the vehicle rather than treated as a separate box.
That does not mean the future Bugatti will be fully electric. Rimac’s battery and e-axle strategy covers both electric and hybrid applications.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What “around 2030” really means
A December 2025 report based on an interview with Rimac Technology executive Nurdin Pitarević said the company was targeting a first Bugatti application for 2030. The report referred only to a “new Bugatti”; it did not identify a model, confirm a successor to the Tourbillon or establish a firm production commitment.
The timeline also includes separate targets that should not be conflated:
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- 2026: Planned customer deliveries of the Tourbillon.
- Fourth quarter of 2027: Reported target for a high-performance EV application of the next-generation battery.
- 2030: Reported target for the first Bugatti use.
- 2035: Reported cost-parity objective against current NMC batteries.
The first production vehicle using the platform could be another high-performance application before the Bugatti program reaches customers.
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The unresolved engineering and business questions
Charging infrastructure
A 6.5-minute 10–80% charge for a 100-kWh pack implies extremely high average charging power. The vehicle, battery, cable, charger, grid connection and thermal-management system would all need to support it. The claim does not mean every 350-kW public charger can deliver that result, that cold-weather charging will be equally fast, or that a 0–100% charge will take only a few minutes.
Durability
Production readiness requires more than a displayed prototype. Important evidence would include cycle-life results under repeated high-power charging, performance across temperatures, crash and abuse testing, degradation targets, warranty terms and independent validation.
Manufacturing scale and cost
Solid-state cells must achieve consistent production yields and reliable interfaces between the electrolyte and electrodes. Other challenges include specialized assembly, supplier capacity, certification, warranty exposure and the economics of low-volume production.
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Random freezes, missing sound and display glitches usually trace back to one bad driver. Find and replace yours safely.Free scan · under a minuteA reported cost-parity target around 2035 is not a promise that solid-state batteries will immediately match conventional NMC batteries at mainstream scale. A technology can approach cost parity in a specialized production run while remaining too difficult or expensive for mass-market volumes.
Model identity and homologation
No public announcement has named the Bugatti that would receive the battery. It is also not clear whether “2030” refers to production start, customer deliveries, a technology demonstration or another milestone. Final homologation, vehicle approval and supplier commitments remain unknown.
What would confirm a production Bugatti application?
Stronger evidence would include a named vehicle program, final pack-level specifications, confirmed production tooling, supplier capacity, crash and homologation results, validated charging performance on available infrastructure, warranty coverage and a firm production or delivery schedule.
Until those details emerge, the most accurate description is that Rimac has unveiled a credible development platform and reportedly aims to use it in a future Bugatti around 2030. The Tourbillon is not publicly confirmed as that vehicle.
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