This is very encouraging but not necessarily for bulk energy storage. As the supercapacitor can be charged and discharged very quickly, this makes it unsafe for holding large quantities of energy for automotive applications – lots of energy + very fast discharge => explosive potential! However, for regenerative braking this is good news – supercapacitor absorbs the braking energy which can either be returned for acceleration shortly after or transferred relatively slowly and efficiently to the main storage batteries. As for fast charging – yet again the infrastructure and safety aspects of rapid charging are being ignored – charging 100kWh in even five minutes is equivalent to 1.2MW and is still slow compared to liquid fuelling. Emphasise the ‘hybrid’ element of the supercapacitor.

By way of an example, to stop a (small) 1 tonne car in 15 seconds from 60mph (96.6kM/h) generates ~100Wh (360kJ) of energy at a rate of ~24kW, so 3 litres of the new supercapacitor could comfortably take all the braking power and release it to support acceleration shortly afterwards. Reducing the current draw from the main batteries during acceleration may also be advantageous for efficiency and battery life.

An interesting side benefit of this cap density is that it will enable the capability to conveniently build very high voltage motors... e.g. smaller wire...less current.. more watts.

It will be interesting to see 4800v pmdc axial flux motors the size of a dinner plate that can lay down 100KW of output:-)

Those are some big buts, but I see new breakthroughs every week here so I know the 500 mile car that charges in 5 minutes is just around the corner...

Once barriers of cost begin to fall this could spell the end of lead acid batteries. I've watched with interest some youtube videos of people who removed their car's lead acid batteries and ran around using strictly a large capacitor. The battery is just to get the engine started, once it's running the car electric system is powered completely by the alternator.
(Capacitors, especially large capacitors, are tremendously dangerous so make absolutely sure you know what you're doing before you ever try something like this yourself).

For most purposes, this could massively simplify the design of EV battery packs and make them safer. A lot of the cooling and long-term stability issues for lithium batteries are about fast charge and discharge. If you could set things up so that batteries only provide enough power for cruising, while capacitors handle acceleration and braking, that would be way easier.

there is an article like this popping up every other year
like this one
https://iopscience.iop.org/article/10.1088/1361-6528/aa8948
claiming a whopping 148.75 Wh kg−1

I imagine the military would be interested in this for rail guns.

With more research I remain optimistic, understanding the Hybrid design is up an running on a currently available motorcycle. Now just bring the cost down.

For the average driver and vehicle the recharging time for BEVs or capacitor storage will be irrelevant as soon as ranges get to about 400 miles. So few drivers will drive 300 miles (approx 5 hours) and then be in such a hurry to 'fill up' only to drive another 5 hours. The average driver with an average car drives about 10,000 miles and if the average speed is 30mph then that's 330 odd hours of driving meaning that 96% of the time through the year the vehicle is completely stationary and in a good situation to be recharged. Obviously there will be exceptions for professional drivers but for the vast majority of people fast charge times will become irrelevant.

You can include this into the solar panel itself and have instant power from the sun without batteries.