EV sales are on the rise in the UK, thanks in part to surging demand for vehicles from Chinese manufacturers such as BYD. Plug-in hybrids and traditional hybrids have also enjoyed strong growth, pushing total electrified vehicle sales beyond the combined total of petrol and diesel cars last month.

Read: EVs Poised To Exceed Half Of Europe’s New Car Sales Sooner Than Expected

In September, 72,779 new battery-electric vehicles were registered nationwide, marking a 29.1 percent jump from the 56,387 sold during the same month last year.

The pace hasn’t slowed over the course of the year either. So far, 349,414 BEVs have been sold, up 29.4 percent year-on-year. That now gives electric models a commanding 22.1 percent share of the UK’s new car market, a sharp climb from 17.8 percent a year ago.

Hybrid Uplift

The demand for plug-in hybrids has increased significantly. In September, PHEV deliveries increased by 56.4 percent to 38,308 units, and year-to-date, sales have reached 172,639, resulting in a 10.9 percent market share.

Regular hybrid models have followed suit, with sales rising 23.5 percent in September and 8.6 percent across the year to 222,669 units in total. The steady growth across all electrified categories shows that buyers are increasingly open to alternative powertrains, even if they’re not ready to go fully electric just yet.

While the electric tide rises, traditional fuels are losing ground. From January through September, petrol vehicle sales slipped 8.2 percent to 749,794, and diesel fared worse, down 14.3 percent to just 83,656.

China’s Growing Footprint

A major contributor to the electrified upswing has been BYD, whose presence in the UK has expanded dramatically. In September alone, the brand sold 11,271 cars, representing an eye-catching 880 percent increase compared with the same month last year.

Over the first nine months of 2025, BYD has sold 35,000 vehicles in the UK, capturing a 2.2 percent share of the market. That performance makes the UK its largest single market outside China.

To put BYD’s results for this year into perspective, it sold just 5,260 vehicles in the UK in the first three quarters of 2024.

MG, another Chinese brand with established roots in the UK, also enjoyed strong results. September sales jumped 62.71 percent to 14,577 units, while year-to-date growth sits at 4.11 percent, totaling 65,394 vehicles.

Other new Chinese entrants, including Changan, Chery, Jaecoo, Leapmotor, and Omoda, have also seen their sales increase, reflecting the growing influence of Chinese automakers across the UK market.

As for Tesla, its sales remained steady, rising 4.4 percent in September to 7,993 cars compared with 7,656 in the same month last year. Year-to-date, though, sales have dipped 3.4 percent to 36,160 units.

BYD’s rise has been nothing short of meteoric. In a few short years, it has gone from a name most had barely heard of to the world’s leading producer of plug-in hybrids, even overtaking Tesla in sales of pure battery-electric vehicles.

This phenomenal success has been driven by a constant stream of new models that seem to appear with dizzying frequency. Whereas most legacy brands take years to research, develop, and launch new models, BYD has enjoyed the maneuverability and flexibility of a startup, while benefiting from China’s might in the automotive supply chain. It seems like every other week, we are discussing a new model from the BYD brand or one of its subsidiaries, such as Denza or YangWang.

Perhaps the single most important model BYD itself has launched in Australia is the Sealion 7. The name might sound like it was plucked from the rejected list of Pokemon characters, but the car itself is pitched as a legitimate rival to the Tesla Model Y. The question is whether it’s actually up to the job, or just another entry in the ever-expanding list of Tesla challengers. I spent a week living with one to see which way it leans.

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Price That Bites at Tesla

Down Under, the Sealion 7 is available in entry-level Premium guise from AU$54,990 ($36,200) or in flagship Performance form from AU$63,990 ($42,100). I spent my time in the Performance model, an SUV that is luxurious, comfortable, and very fast.

A starting price of AU$63,990 ($42,100) makes the BYD all the more compelling. In Tesla land, a new Model Y Long Range All-Wheel Drive starts at AU$68,900 ($45,400). The Model Y Performance is in an entirely different stratosphere, priced from AU$89,400 ($58,900).

While the Sealion 7 is cheap, BYD hasn’t skimped on the powertrain front. The Sealion 7 Performance is equipped with an 82.56 kWh lithium-iron phosphate battery driving a pair of electric motors with a combined 523 hp (390 kW) and 690 Nm (509 lb-ft) of torque.

Those are some seriously impressive figures, and even outmuscle the 510 hp (380 kW) and 580 Nm (423 lb-ft) offered up by the much more expensive 2025 Audi SQ6 e-tron I recently tested.

A Surprisingly Plush Cabin

Given the SUV’s competitive pricing, you could be excused for thinking that the cabin would feel cheap and tacky. That’s not true. Indeed, like many other new vehicles out of China, BYD has proven that you don’t need something from Germany to get high-quality materials and premium-feeling surfaces.

The cabin of the Sealion 7 is dominated by the same large 15.6-inch infotainment display found in other BYD models. It continues to spin between portrait and landscape orientations, and remains a conspicuous outlier, with no effort made to integrate it neatly into the dash. We can blame Tesla for starting this trend a decade ago with the introduction of the Model 3.

Photos Brad Anderson/Carscoops

While the screen’s positioning leaves a little to be desired, it’s difficult to critique its responsiveness or the software used. The screen is beautifully crisp and colorful, offering heaps of different displays and housing all of the important functions. Yes, this does include the climate control. Wireless Apple CarPlay and Android Auto are also included as standard.

Importantly, it wasn’t the screen that impressed me the most. Instead, it was the fit and finish. The dashboard, steering wheel, door panels, seats, and transmission tunnel are all clad in a combination of soft-touch leather and suede.

There’s also a gear selector toggle that looks like a shiny crystal, as well as some metal buttons to adjust the volume, drive mode, and brake regeneration. Not so nice is the piano black plastic panel stretching the entire width of the dashboard, but that’s the case in many new models, so that’s that.

There are also some interesting design quirks. For example, the positioning of the door handles is rather odd, as is the fitment of sporty seats without adjustable headrests. However, in terms of comfort, the seats themselves are excellent, offering ample padding and support. I also really like the metal-like buttons on the steering wheel and the doors.

Photos Brad Anderson/Carscoops

Other important features that come standard include a 50W wireless fast charger and two adjustable cupholders in the center console. A panoramic glass roof is fitted as standard, and unlike in a Tesla, it includes a power-operated shade.

There’s plenty of space in the rear for adults, too, with the Sealion 7 Performance offering plenty of head and legroom despite the swooping roofline. Throw in trick, multi-colored ambient lighting and you get a cabin that feels more premium than the AU$151,400 ($99,000) Audi SQ6 e-tron I drove a couple of months ago.

Fast, But Not Flawless

With a total of 523 hp (390 kW) and 690 Nm (509 lb-ft), it should come as no surprise that the Sealion 7 is quick. BYD says it’ll do 100 km/h (62 mph) in just 4.5 seconds, and it feels every bit as quick as that figure suggests. While the Model Y Performance may be a full second quicker, the Sealion 7 is pretty rapid, particularly considering it tips the scales at a hefty 2,340 kg (5,158 lbs).

The Chinese brand claims its EV can travel up to 456 km (283 miles) on a charge under the WLTP cycle, so I was surprised when I jumped inside to find the dash indicating 550 km (342 miles) of range. However, as I discovered, that was a very optimistic estimate.

I averaged 20.5 kWh/100 km in the Sealion 7 Performance, which is worse than you’ll get in a Model Y. It also means it has a real-world driving range of closer to 400 km (258 miles), which is a little sub-par.

Photos Brad Anderson/Carscoops

The charging speeds are also slower than those of some competitors. The Sealion 7 Performance is capped at 150 kW DC charging speeds, meaning it needs 32 minutes to be topped up from 10 to 80 percent. While this is unlikely to be an issue for the majority of owners who can charge their vehicles overnight at home, it is something worth bearing in mind.

As a daily driver and for cruising around town, the Sealion 7 is excellent. Like most EVs, the powertrain is exceptionally smooth, and there’s always an ample amount of power on tap. A minor grievance is that the regenerative braking system only offers two levels, and there is no one-pedal driving mode, which is a bit odd.

Grip With Caveats

Dynamically, the SUV does leave a little to be desired. It easily slips into understeer, despite the Michelin Pilot Sport EV tires that are fitted as standard, and it never feels particularly exciting or poised when hustling along a mountain road. But let’s be honest; this isn’t a concern for your typical crossover buyer anyway, so we’ll give it a pass.

Most owners, even in Performance guise, will use it to cruise around town or on a trip, lawfully abiding by speed limits and solely utilizing it as a way to get from point A to point B. In this regard, it excels thanks to the light steering, excellent visibility, and relatively unobtrusive driver monitoring system.

Comfort And Ride

An area that could be improved is the ride. While it’s not bad, it feels overly firm and could benefit from some additional development. There are better choices available for those seeking the ultimate in comfort, but I found this version of BYD’s EV to strike a reasonable balance between comfort and sportiness. After all, they don’t call it the ‘Performance’ for nothing.

My main issue when driving the Sealion 7 was the persistent wind noise coming from the wing mirror and A-pillar on the driver’s side that became particularly apparent at speeds over 60 km/h (37 mph). Although it wasn’t particularly loud, this isn’t an issue I’ve experienced in other electric SUVs in this class.

Verdict

While there are certainly areas of the Sealion 7 Performance’s driving dynamics that could be improved, it remains excellent value for money, significantly undercutting the Tesla Model Y.

The quality and comfort of the cabin were perhaps the biggest surprise. While it may sound like hyperbole to describe the interior as being nicer than many new European cars we’ve tested recently, it’s the truth. Will it stand the test of time as well as some of those offerings? That remains to be seen. As it stands, the Sealion 7 is a strong contender in a crowded, and very competitive, segment.

Photos Brad Anderson/Carscoops

Venturing into Australia’s crowded pickup truck segment was a brave decision by BYD. Not only is the automaker a relatively new entrant into the local market, but established players like the Toyota Hilux, Ford Ranger, Mitsubishi Triton, and Isuzu D-Max have dominated this segment over the past decade. Even so, the gamble makes sense. Utes are big business in Australia, with three of the nation’s ten best-selling vehicles being pickups, including Ford’s chart-topping Ranger.

What’s more, all of these rivals are fairly traditional, offering tried-and-tested diesel powertrains that have proven to be well-rounded and reliable, making them ideal options for workers, businesses and, in recent years, many families as well. Not only does the Shark 6 come from a relatively young brand, but it’s also one of just three plug-in hybrid trucks sold locally.

Despite facing tough competition, it’s already proven to be a hit. Through the first seven months of this year, no fewer than 11,657 examples had been sold Down Under, edging out the all-new Triton, the facelifted Mazda BT-50, the Nissan Navara, and the VW Amarok. The only rivals to outsell the Shark 6 were the Isuzu D-Max, Toyota Hilux, and Ford Ranger.

Why has BYD’s latest plug-in hybrid been such a success? As we recently discovered, it sets new standards for on-road driving prowess, is priced sharply, and has plenty more going for it. It might just be the best option for pickup buyers who will spend most of their time driving on the road.

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Photos Brad Anderson/Carscoops

What Is It?

In Australia, the BYD Shark 6 is sold in a single configuration, priced from AU$57,900 ($38,300) excluding on-road costs. That allows it to undercut the entry-level GWM Alpha Lux PHEV by AU$2,090 ($1,380), and the Cannon Alpha Ultra PHEV that we recently tested by AU$9,090 ($6,000). It’s also far cheaper than the Ford Ranger PHEV, which starts from an eye-watering AU$71,990 ($47,600) and tops out at AU$86,990 ($57,600).

Read: Toyota’s Next Hilux Rumored To Break Cover In November

So, what do you get for your money? For starters, it utilizes a 1.5-liter turbocharged four-cylinder that delivers 181 hp (135 kW) and 260 Nm (192 lb-ft) of torque. These figures alone aren’t very impressive. However, providing supplemental power is two electric motors. All up, the Shark 6 delivers 430 hp (321 kW) and 479 lb-ft (650 Nm). That’s some serious grunt, outgunning even the Ranger Raptor with its 392 hp (292 kW) and 583 Nm (430 lb-ft).

Much like the Cannon Alpha PHEV, the Shark 6 has a sizeable battery pack, listed at 29.58 kWh. That’s enough to give it more than 100 km (62 miles) of electric-only driving range, which is not to be scoffed at.

Other important figures for the Shark 6 are a payload capacity of 790 kg (1,741 lbs) and a braked towing capacity of 2,500 kg (5,511 lbs). Those figures are down on more traditional diesel rivals, most of which offer up 3,500 kg (7,716 lbs) of towing. However, BYD is working on an uprated Shark 6 that’ll also be capable of towing 3.5 tonnes, but won’t launch until 2026 at the earliest.

A Class-Leading Cabin

The features and quality of the Shark 6’s cabin are far beyond any other vehicle in this segment (although we’ve yet to test the Kia Tasman). Indeed, it pushes the standard so far forward that legacy rivals had better up their game for future models if they want to have any hope of competing.

No doubt the highlight of the cabin is the massive 15.6-inch infotainment screen, which, as in other BYD models, can sit in either landscape or portrait modes. The display is exceptionally responsive, the menus are easy to understand, and it is packed with fun and valuable features. It also includes wireless Apple CarPlay and Android Auto.

Photos Brad Anderson/Carscoops

While the infotainment system is great, it may come as a shock to traditional pickup truck buyers and requires a steep learning curve.

There’s much more to like about the Shark 6’s interior. Oftentimes, trucks in this segment are dominated by hard and cheap black plastics, but that’s not the case here. Soft-touch leather adorns the dashboard, transmission tunnel, and steering wheel, giving the Shark 6 a premium feel. Indeed, it feels more like a high-end, rugged SUV than a pickup.

Review: 2025 Ford Ranger Raptor Is A Pickup That’s Great Fun To Drive

Perhaps my favorite element of the cabin was the center console area that includes a chunky shifter and some flamboyant toggles serving as the engine Start/Stop button, hazard lights, and to switch between electric and hybrid modes. BYD could have used the same buttons found elsewhere in its range, but went with something a little different for the Shark 6 and should be applauded for that. The red accents are also a nice touch, as are the scroll wheels found on the steering wheel and the extra storage space on the dash, directly opposite the passenger. A powerful 50W wireless phone charger is another welcome addition.

Photos Brad Anderson/Carscoops

The front seats are also surprisingly supportive, offering both heated and cooled functions. Perhaps the only thing missing is a heated steering wheel, which the GWM Cannon we recently tested had. There’s also plenty of space in the second row, aided by the fact that there is a completely flat floor.

Like many other new cars, most of the climate control settings are housed solely within the infotainment display, except for the separate on/off and windscreen defrost buttons located on the center console. This means you’ll be using the screen every time you want to adjust the fan speed or temperature.

A Great Hybrid

The interior isn’t the only thing that makes the Shark 6 stand out from most of its rivals. It is also a far smoother daily driver than any other pickup in its segment.

While the relatively archaic diesel engines of the competition are generally quite reliable, making them great for towing, long journeys, and off-roading, they come with the downside of being noisy and feeling unrefined. The Shark 6 is very different. During normal driving duties, it feels mostly like an EV. While accelerating gently and cruising, the BYD primarily runs solely on electric power, so it’s whisper-quiet. Only once you step on the throttle and accelerate to around 60 km/h (37 mph) does the 1.5-liter engine actually fire into life. Importantly, when it does kick in, it does so smoothly and with very little noise.

Photos Brad Anderson/Carscoops

It’s a far more refined plug-in hybrid system than the one in the GWM Cannon Alpha Ultra I tested a few weeks ago. Perhaps this shouldn’t come as a surprise as BYD produces and sells more plug-in hybrids than any other carmaker in the world and seems to have perfected the formula.

Review: 2025 Mitsubishi Triton GSR Stands Out In A Crowded Pickup Market

Beyond being smooth, the powertrain gives the Shark 6 heaps of grunt. BYD says it can hit 100 km/h (62 mph) in just 5.7 seconds, and I was able to match that time comfortably. This means it’s quicker than the Ranger Raptor, which is no small feat. However, it doesn’t provide the same twin-turbo theater of the Raptor, so it’s not as thrilling.

Additionally, the Shark 6 suffers from some annoying rev hang and will keep on accelerating for about a second after you lift off the throttle. It’s an unwanted trait that BYD should have ironed out before starting production.

The fitment of coil springs at all four corners, rather than leaf springs at the rear like many other trucks, also ensures the BYD rides very well. This would make it an excellent daily driver, free from some of the harsh rides found in certain competitors. Brake regeneration comes as standard and offers two different settings. Unfortunately, neither of these settings offers as much brake regen as I would have liked.

One neat feature of the hybrid system is the ability to set a desired charge level for the battery, allowing the engine to kick in more often to slowly charge the battery. However, it does take quite some time to charge. After setting my desired battery level to 70% after starting with 32%, it took over an hour of driving before the battery was topped up to 60%. Obviously, driving in this way also increases fuel consumption.

Buyers wanting to get the most out of the plug-in hybrid system should obviously make the most of it and actually plug it in at home. I didn’t have the luxury of doing this, but despite driving the Shark 6 for a week, the onboard systems always ensured there was at least a little bit of juice in the battery.

Read: Bare-Bones Mazda BT-50 Grows Stronger And More Capable

Fuel consumption is not as good as I was expecting. BYD quotes 2.0 l/100 km (117 US mpg) when the battery is charged between 25-100 percent, or 7.9 l/100 km (29.7 US mpg) if the battery is under 25 percent. I averaged 9.5 l/100 km (24.7 US mpg) during my time with it, which isn’t any better than a rival diesel pickup. However, considering the level of performance on offer, this is a trade-off that most buyers will likely be willing to accept.

I did not have the opportunity to test out the off-road capabilities of the Shark 6. However, it does not have any locking differentials, nor is there any low-range gearing like the GWM Cannon Alpha PHEV. As such, it will not be as capable on off-road trails as some of its rivals, meaning serious off-road enthusiasts should probably look elsewhere.

Verdict

The BYD Shark 6 has a lot of hype behind it, and it’s easy to see why. It looks quite nice, unlike the new Kia Tasman, and has a better cabin than all of the competition.

BYD has also done a good job of calibrating the plug-in hybrid powertrain, and with the exception of the rev hang issue, it’s mostly faultless, ensuring that the Shark 6 feels right at home in town or when driven on the highway. Of all the vehicles in its segment, it’s perhaps the best to live with, so it should be seriously considered by anyone looking for a mid-size pickup in one of the countries where it is sold. Sadly, the US will never be one of them.

Photos Brad Anderson/Carscoops

Overall car sales in Europe grew by 5 percent to 790,000 last month, buoyed by continuing enthusiasm for electric cars across the continent. Plug-in hybrids saw particularly strong momentum, with registrations climbing to 83,900 in August, a 59 percent increase on the previous year that lifted their market share to 10.6 percent.

Related: Global Electric Car Sales Jumped 25 Percent While Canada Dropped By A Third

According to Jato Dynamics figures, battery-electric cars (BEVs) also posted gains, up 27 percent compared with August 2024, giving them a record 20.2 percent market share, up 3.6 percentage points year on year. That brings Europe’s total for fully electric registrations in 2025 to 1.54 million so far. Analysts caution, however, that the headline growth figures for BEVs may not tell the full story

Numbers With Caveats

“The data shows that there was strong demand for BEVs in August, however a 27 percent increase is less significant than it looks when you consider how widely they are being promoted across Europe,” said Felipe Munoz, Global Analyst at JATO Dynamics. “The new record market share for BEVs achieved last month has been partly distorted by the fact that Italy – typically a less enthusiastic adopter of BEVs – is usually quiet during August,” Munoz added.

Europe Car Sales

Jato Dynamics

China’s Growing Momentum

Yet Europe’s traditional manufacturers may find little comfort in these results. The bad news for Europe’s carmakers is that interest in Chinese brands is growing at an even faster rate, and it’s coming at the expense of some very big household names.

Audi shifted 41,300 units in August, and Renault moved 37,800. Both are major players in the market but were outmaneuvered by Chinese brands who registered 43,500 sales, up a massive 121 percent versus August 2024, Jato reports.

Granted, that ‘Chinese brands’ figure is made up of 40 different automakers, but Jato points out that 84 percent of the total was achieved by only five of them, namely MG, BYD, Jaecoo, Omoda and Leapmotor. Whichever way you cut it it’s bad news for Europe’s legacy brands, and is only going to get worse, though at least Stellantis’s deal with Leapmotor means it gets to celebrate the win.

Even on their own, the Chinese brands took some big scalps. MG registered more cars than Tesla and Fiat, BYD beat Suzuki and Jeep, and Jaecoo and Omoda outsold Alfa Romeo and Mitsubishi.

“European consumers are responding positively to the growing, competitive line-up from China’s car brands,” Jato analyst Felipe Munoz said. “It appears that these brands have successfully tackled the perception and awareness issues they have experienced.”

Hybrids, not just EVs

It’s not only in the EV segment that Chinese brands are making gains. They’re also doing great in the PHEV space, where they’re not hobbled by the same tariffs applied to their fully electric vehicles.

More than 11,000 Chinese-brand plug-ins were sold this August compared with only 779 in the same month last year, BYD is now the eighth most popular PHEV brand overall and the BYD Seal U, Jaecoo J7 and MG HS bagged three spots in the top 10 best-selling models list.

However, if you simply looked at the table of 10 most-registered models, you’d never guess how quickly China was moving forward. The list contains no names from the People’s Republic and continues to be dominated by Volkswagen and Renault.

The VW T-Roc (which has since been facelifted) was the region’s biggest seller, with the Dacia Sandero scooping second spot and Toyota’s Yaris Cross bagging third. Tesla’s updated Model Y was the best-selling EV, but its sales were down 37 percent and it was nowhere to be seen in the overall top 10 cars table.

In 2008, an audacious bet was placed on a little-known Chinese automaker, one that most outside the country had never heard of. Warren Buffett’s Berkshire Hathaway invested HK$1.8 billion ($231.7 million) in BYD, a company still in its early days and largely unproven on the global stage. Seventeen years later, the gamble has paid off handsomely, and Buffett has decided the time is right to walk away.

Read: BYD Changes Course After Realizing Not Everyone Is Ready For EVs

A quarterly filing from Berkshire Hathaway Energy confirms that the firm has now sold its entire stake in BYD. The exit didn’t happen overnight. Beginning in 2022, the company quietly trimmed its holdings across 15 separate rounds, each documented in financial reports. Before the sell-off began in late summer of that year, Berkshire’s stake was valued at roughly $7.7 billion.

From Penny Stock To Powerhouse

When Buffet first purchased 225 million shares in BYD at the insistence of investment partner Charlie Munger, the company’s shares were trading at just HK$8. According to CNBC, BYD’s shares have surged by 3,890% since Buffet’s investment. It’s unclear exactly how much money Berkshire Hathaway has made through its BYD investments, but it’s certainly billions of dollars.

After the sale, BYD’s general manager for branding and public relations, Li Yunfei, thanked Buffet and Berkshire Hathaway for the investment. At its peak, the investment company owned roughly 10 percent of the Chinese automaker.

News of the divestment, immediately weighed on the market, with BYD shares slipping 3.4 percent and landing among the weakest performers on a Hong Kong index of Chinese companies.

“In stock investments, buying and selling is a normal part of the process,” Li said. “We appreciate the recognition from Munger and Buffett of BYD, as well as their investment, support and partnership over the past 17 years. We appreciate all long-term investments.”

Last year, BYD sold 4.27 million vehicles around the world, consisting of 1.76 million battery-electric vehicles and 2.49 million plug-in hybrids. This year, it had hoped to deliver as many as 5.5 million vehicles, but due to increased competition, as well as a slowdown in its home market, it has cut this forecast down to 4.6 million.

There’s a new name at the very top of the production car speed charts, and it doesn’t come from Europe, Japan or America. Instead, it’s BYD’s YangWang brand that has grabbed headlines. Not long after the YangWang U9 Track Edition set an electric car top speed record, the hypercar returned with a new name, the U9 Xtreme, and delivered something extraordinary. On its latest run, it reached 308.4 mph, or 496.22 km/h.

The vmax was achieved at the ATP Papenburg high-speed oval in Germany with Marc Basseng behind the wheel. Because since the record was only logged in a single direction, SSC’s Tuatara still retains the official two-way average title at 282.9 mph (455.3 km/h), at least for now.

Taking On The Big Guns

Even with that caveat, the numbers are remarkable. The U9 Xtreme eclipsed the Bugatti Chiron Super Sport 300+, which Andy Wallace drove to 304.77 mph (490.48 km/h) in 2019, also in a one-way run. For a Chinese EV to edge past one of the most revered European hypercars marks a significant milestone in itself.

Read: BYD’s Track-Focused Hypercar Beats Rimac As The World’s Fastest EV

High power is one of the key reasons behind the U9 Xtreme’s monumental top speed. It features four electric motors that combine to produce 2,978 hp, more than double the 1,288 hp output of the regular U9. It is also the first production car to feature a 1,200-volt platform and has significantly denser batteries than all other BYD models.

Production will be extremely limited, with just 30 cars scheduled to be built. Pricing remains under wraps, but it is unlikely BYD will struggle to find buyers for a machine with this kind of performance and bragging rights.

Flat-Out At Papenburg

An onboard clip shows the electric hypercar on its way to the record top speed. Basseng drove around the sloped curve of the oval at over 186 mph (300 km/h) before pinning the throttle and gaining speed at a truly shocking pace. The car roars past 280 mph (450 km/h) and 292 mph (470 km/h) with ease and doesn’t even appear to break a sweat reaching 308 mph (496 km/h).

It appears likely the car could have breezed past 310.6 mph (500 km/h), but Basseng had to lift off the throttle and jump on the brakes as the car started to drift towards the left-hand barrier next to the track.

A Nurburgring Record Too

It’s not just the top speed of the YangWang U9 Xtreme that’s impressive. BYD has also confirmed it has lapped the Nurburgring Nordschleife in 6:59.157, snatching the EV production car record away from the Xiaomi SU7 Ultra that lapped the circuit in 7:04.957 earlier this year.

Chinese automakers have never been shy about defending their reputations, and over the years they’ve taken aim at social media users they believe are spreading damaging claims about their vehicles.

Sometimes those accounts are run by ordinary users, while in other cases competitors themselves are suspected of stoking the attacks. Now the Chinese government is stepping in, with a three-month crackdown on online disinformation that it says targets the auto industry.

Collisions Online And Off

Disinformation about many Chinese car manufacturers has become a common sight across local social media platforms, including Douyin, which is the Chinese version of TikTok. Sometimes, its even rival car companies themselves that use social media to target their competitors.

Nikkei Asia reports that, in July, Li Auto shared a video to social media that showed a collision between one of its SUVs and a truck from Dongfeng Liuzhou Motor. While the SUV escaped with very little damage, the cab of the truck was destroyed. Unsurprisingly, Dongfeng took issue with how its truck was depicted, prompting an apology from Li Auto.

Earlier this month, China’s Ministry of Industry and Information Technology said its new enforcement campaign will target malicious disinformation about the auto industry online. It added that steps will be taken against “illegal business practices, exaggerated or false advertising and slander.”

Carmakers Fight Back

It’s not just the government that is fighting back against disinformation, but also the automakers themselves. For example, MG is offering rewards of up to 5 million yuan ($703,000) for information about malicious social media accounts. Similarly, BYD is offering rewards of between 50,000 yuan ($7,000) and 5 million yuan ($703,000) for similar information.

Read: EVs Are So Cheap In China Now Even Xi’s Worried

The reach of some social media accounts cannot be overstated. In 2023, a Douyin influencer posted videos ridiculing the drivers of one particular EV startup in China. While this account was suspended by June 2024, it reportedly had as many as 5.4 million followers, and the damage was arguably already done.

Mexico is weighing a steep new tariff that could reshape its car market for years to come, proposing a 50 percent duty on vehicles imported from nations without free trade agreements. Importantly, that list includes China, meaning the move could weigh heavily on fast-growing player BYD and even affect Tesla at a time when electric car sales in Mexico are beginning to gain momentum.

Read: Mexico Has Had Enough With Chinese Car Imports

The tariff proposal, made public last week, wouldn’t stop at EVs. It would also hit combustion-powered cars from countries with no trade deals, a group that includes South Korea and China, both global automotive heavyweights, as well as India, Indonesia, and Russia, which play a smaller or more regionally focused role in the industry. Interestingly, American brands would be spared.

Automakers on Edge

Analysts suggest the new levy could put the brakes on BYD’s rapid rise in Mexico. Eugenio Grandio, president of the Electric Mobility Association in the country, put it plainly: “It’s definitely a game-changer. Fifty percent is a very aggressive number.”

Reuters reports that the tariff plan still requires approval from Mexico’s Congress before it can be enacted. General Motors, Ford, and Stellantis would sidestep the new duties thanks to their production plants in Mexico, which let them bring in a share of vehicles without tariffs. On the other hand, while BYD and Tesla have both discussed adding factories to their Mexican portfolios, so far those projects have failed to progress.

Tesla Has Solutions

Tesla’s pipeline to Mexico has so far depended entirely on its Shanghai facility, which has produced every Model 3 and Model Y sold there since mid-2023, Salvador Rosas of the Tesla Owners Club in Mexico, told Reuters. Still, analysts suggest the company has a buffer, with local stockpiles that could give it room to shift supply from other plants, including those in the United States.

BYD’s Mexican Plans Shunted

Back in 2023, BYD said it would build a new car factory in Mexico. However, these plans were ditched earlier this year after pressure from Mexican authorities who were worried approving such a plant could be detrimental to trade relations with the United States and would potentially upset President Donald Trump.

Despite the setback, BYD has enjoyed a meteoric rise in Mexico in recent years. Last year, it sold approximately 40,000 vehicles in the country, accounting for nearly half of all EV and plug-in hybrid sales nationwide. That momentum has continued into this year, with sales on track to double once again.

Update: Stellantis has clarified that CEO Antonio Filosa’s remarks were focused on Leapmotor’s sales performance in Germany in August and not the entire year. He was specifically referring to the Leapmotor T03, which ranked as the country’s best-selling Chinese electric vehicle that month, while Leapmotor overall claimed the top spot as Germany’s best-selling Chinese battery-electric brand, again for August.

“Antonio Filosa’s statement about Leapmotor’s sales of battery electric vehicle (BEV) in Germany in the month of August 2025 are accurate and confirmed by the national industry’s database (KBA),” the Stellantis spokesperson told us.

“In August 2025, in Germany, Leapmotor was the best-selling Chinese BEV brand and Leapmotor T03 was the best-selling Chinese BEV” he explained. The spokesperson also added,, “All other assessments from the competition cannot be linked to what was stated yesterday by our CEO”.

Original story continues below.

It seems a brewing rivalry has spilled into the press. Chinese automaker BYD has pushed back against comments attributed to Stellantis CEO Antonio Filosa, reportedly made on Thursday in reference to Leapmotor, though the original source of his remarks is still unclear. We’ve reached out to both sides for clarification.

A Question of Interpretation

According to BYD, Filosa was quoted as saying that “in Germany Leapmotor sold more than BYD.” While Stellantis does not own Leapmotor outright, it holds a minority stake and controls exports outside China through Leapmotor International, a joint venture in which Stellantis has a 51 percent share.

The Chinese automaker disputes the claim, citing its own sales data that show it still has a clear lead. Along the way, BYD also couldn’t resist pointing out how its numbers stack up against Stellantis’ own brands.

According to BYD, they sold 8,610 vehicles in Germany between January and August 2025, which is a far cry from the 3,536 sales of Leapmotor over the same period. These numbers can be broken down to 5,852 BEVs and 2,757 PHEVs for BYD, versus 3,088 BEVs and 448 PHEVs for Leapmotor.

More: Europe’s EV Buyers Are Dumping Tesla And China Couldn’t Be Happier=

We checked the official registration data from Germany’s Federal Motor Transport Authority (KBA), which confirm a similar picture. Between January and August 2025, BYD recorded 8,563 new registrations, compared with 3,531 for Leapmotor. In August alone, the gap narrowed, though BYD still came out ahead with 1,114 units versus Leapmotor’s 826.

It is possible the remarks were lost in translation, or that Filosa simply misspoke in Leapmotor’s favor. He may also have been referring to narrower metrics that have not yet surfaced. While overall sales figures for August are available, the detailed breakdown between BEVs and PHEVs has not been published. A clearer picture should emerge once both companies respond to requests for clarification.

BYD Compares Itself to Alfa Romeo and Jeep

While January–August sales alone would have been enough to counter the CEO’s alleged remarks, BYD went further, highlighting its performance against Stellantis-owned Alfa Romeo and Jeep.

The Chinese automaker bragged about outselling Alfa Romeo in Germany so far in 2025, a curious flex given the two brands operate in completely different segments and court completely different buyers. More specifically, the Italian marque reportedly sold 5,226 units, 5,222 according to KBA, including just 140 BEVs (Junior Elettrica) and 34 PHEVs (Tonale PHEV).

In the same vein, BYD said it sold more EVs and PHEVs than Jeep, 350 BEVs and 569 PHEVs, and claims it is closing in on overall volume, only 278 units behind. KBA data indicate that Jeep sold 8,884 units in Germany between January and August 2025, which is 321 more than BYD, a small gap that may reflect different cuts of the data or timing.

A Significantly Wider Range Of Products

A quick look at their local websites proves that BYD has a significantly larger lineup in Germany compared to Leapmotor. BYD currently offers the Dolphin Surf, Dolphin, Atto 2, Atto 3, Sealion 7, Seal, Seal U, and Tang EVs, plus the Seal U DM-i and Seal 6 DM-i PHEVs in the German market.

On the other hand, Leapmotor is currently limited to the T03 urban EV, the B10 electric crossover, and the C10 SUV in electric and range-extender versions. The range will expand soon with the the new B05 electric hatchback that debuted in Munich.

It will be interesting to see whether the marketing war between the two Chinese brands will continue with more statements in the future, and how both of them will evolve in terms of sales in export markets. On the global stage, however, the contest is lopsided: in the first half of 2025 BYD sold 2,145,954 vehicles, nearly ten times Leapmotor’s 221,664.

Tesla’s grip on Europe’s EV market is weakening fast, and the latest Model Y isn’t slowing the slide. In July 2025, the automaker’s sales plunged 40 percent year-over-year across the European Union, the UK, and the EFTA countries (Iceland, Liechtenstein, Norway, and Switzerland), even as demand for electrified vehicles accelerated across the continent.

According to the European Automobile Manufacturers’ Association (ACEA), battery-electric, hybrid, and plug-in hybrid models together captured 59 percent of new registrations, marking an all-time high for electrified powertrains.

Losing Charge Where It Counts

The contrast could not be starker. Across the EU, EFTA, and the UK, Tesla registered 8,837 cars in July, a massive drop from nearly 14,769 a year earlier. Within the EU alone (since the UK formally exited the Union in January 2020), sales fell even further, down 42.4 percent to 6,600 units. That decline cut Tesla’s European market share from 1.4 percent to just 0.8 percent for the month

More: New Tesla Model Y Performance Turns Supercar Thrills Into A Bargain Family Affair

As Tesla stumbled, Chinese automaker BYD surged ahead. Its registrations across Europe soared 225 percent in July to 13,503 units, giving it a 1.2 percent share of the market and nudging it past Elon Musk’s brand. The rapid rise highlights how quickly Chinese manufacturers are capitalizing on Europe’s demand for affordable, well-equipped EVs, reshaping the competitive balance in the process.

Year-to-date figures still leave Tesla in front with a 1.5 percent share, compared with BYD’s 1.1 percent. But the gap has narrowed considerably, with Tesla down from 2.3 percent in 2024 and BYD tripling its position from 0.3 percent.

Can Tesla find a way to bounce back in the four months that remain until the year ends? Maybe, maybe not – but if it were our money, we wouldn’t bet on it. See, it’s going to be an uphill struggle as Chinese rivals (of which BYD is a prime example) have swarmed Europe with a wide range of hybrids and EVs that are both very competitive on their own right and priced to undercut the competition, thus enticing buyers.

The challenge is not limited to tough competition. Elon Musk’s divisive reputation among European consumers has dampened enthusiasm, while the updated Model Y has generated only modest interest. Tesla now added a new Performance trim to the lineup, but being the most expensive model in the range, it is unlikely to give sales much of a boost.

Europeans Are Choosing Electric

According to data from ACEA, European sales of electrified vehicles recorded sharp increases in July. More specifically, BEVs were up 39%, hybrids climbed 14%, and PHEVs gained 57%, showing that customer interest is growing.

More: China’s Cheap EVs Are Winning A Battle Legacy Brands Pretend Isn’t Even Happening

The year-to-date figures for the EU, EFTA, and UK regions paint a clear picture of the ongoing trend. Sales of vehicles with electrified powertrains are on the rise between January and July 2025, with +26% for BEVs (1,376,720 units), +25% for PHEVs (703,615 units), and +15% for Hybrids (2,755,421 units).

By contrast, traditional fuels are in retreat. Gasoline sales dropped 21 percent to 2,193,273 units, and diesels fell 26 percent to 658,486 units. Despite these shifts, the overall market has held steady at 7,900,877 units sold so far this year.

Source: ACEA

Chinese automaker BYD announced that the Yangwang U9 Track Edition has reached a top speed of 472.41 km/h (293.54 mph) at a test track in Germany, making it the fastest electric vehicle in the world.

The record run took place on August 8 at the ATP Automotive Testing Papenburg facilities, with professional driver Marc Basseng behind the wheel. The previous record was held by the Rimac Nevera R that hit 431.45 km/h (268.2 mph) on July 2025. Furthermore, the Track Edition proved to be much faster than the standard Yangwang U9 that reached 391.94 km/h (243.54 mph) in November 2024.

More: Mate Rimac Questions If China’s 3,000 HP Hypercar Can Really Deliver

The Track Edition is fitted with quad electric motors generating a peak power of 744 hp (555 kW / 755 PS) each. According to BYD, the combined output is over 2,960 hp (2,207 kW / 3,000 PS), translating to an impressive power-to-weight ratio of 1,200 hp per tonne. By comparison, the Nevera R has 1,989 hp (1,571 kW / 2,017 PS) and a ratio of 978 hp per tonne.

In order to control all that power, the EV utilizes advanced torque vectoring abilities, and the e4 Platform’s DiSus-X Intelligent Body Control System making automatic adjustments to the suspension for maximum grip. Furthermore, it is said to be use “the first mass-produced 1200V ultra-high-voltage vehicle platform, paired with a thermal-management system optimized for extreme conditions”.

BYD

The Yangwang U9 Track Edition made its first appearance earlier this month through China’s Ministry of Industry and Information Technology. The model that achieved the record appears to have duct tape on the panel gaps for improved aerodynamics. It also features an optional redesigned carbon fiber splitter and does without the swan neck rear wing.

More: AMG Hyper EV Circles The Globe In Seven Days And Smashes 25 Records

The record-breaking EV rides on a set of track-focused semi-slick tires developed in collaboration with Giti Tire. These feature optimized compound materials and a bespoke tread design, along with a high-viscosity lubricant and a special knurling treatment between the tire and the rim for minimizing relative slippage.

Basseng, who was also behind the wheel of the previous record run with the regular Yangwang U9, said: “Last year, I thought I’d peaked. I never expected to break my own record so soon – but here we are, at the same track, with new technologies that have made it possible.”

Few could have predicted just how quickly Chinese automakers would come to dominate the affordable EV market. In less than a decade, brands from the People’s Republic have gone from underdogs to leaders, reshaping global competition so dramatically that legacy carmakers have largely stepped back from the lower-cost segment, according to a new UK report.

Read: China’s Most British Roadster Freshens Up For 2026

The study, published by the FIA Foundation, highlights how the rise of small, budget-friendly EVs from China is pushing European and British manufacturers to concentrate on larger and more premium models instead.

China’s Growing Edge

“China, which now accounts for 27pc of global passenger car sales, has secured a competitive edge in manufacturing smaller EVs, with strengths across key aspects of EV production, including battery supply chains, manufacturing efficiency and software,” the report says. “It means China has evolved from a net importer of passenger cars before 2020 to the world’s largest net exporter.”

According to the report, this has led to European and British brands to cede the affordable car market. Of course, whether or not the car manufacturers themselves would admit this remains to be seen.

While EVs from China have been kept out of the US, they are becoming an increasingly common sight in the UK. Of all the new cars sold in the UK in June, roughly 19,000 of them were made by Chinese brands like MG, BYD, Omoda, and Jaecoo. Currently, there are more than 130 EV models available in the country and of these, 33 are priced under £30,000 ($40,200).

Small Cars, Big Potential

The surge in Chinese EVs could help to combat the swelling size of new vehicles. As noted by the chief executive of the RAC Foundation, Steve Gooding, “Our love affair with Fiesta-sized cars might swiftly be rekindled if more small, keenly priced EV models start coming to market,” he told Yahoo!.

Incentives from the nation’s Department of Transport could help to increase the number of small EVs on local roads. Discounts of up to £3,750 ($5,025) are available for new electric cars and more than 100,000 addition public charging locations are in the works.

In a bid to protect its car industry, as well as hit back at Chinese carmakers for receiving unfair subsidies from their government, the European Union has been imposing hefty tariffs on imported EVs from the People’s Republic since October 2024. However, Chinese brands are already looking to circumvent the tariffs as much as possible by setting up local production facilities and, at least for the time being, increasing their focus on hybrids.

Where There’s a Will, There’s a Way

Hybrids sit in a relatively safe zone, since they’re only partially covered by the EU’s tariff system. Combined with the fact that they remain popular with European buyers, it’s no surprise that Chinese automakers are boosting hybrid imports at record levels.

Read: Toyota Finally Blinks As Europe’s EV Market Closes In

A recent report from Dataforce reveals that BYD registered 20,000 plug-in hybrids in the EU through the first half of the year, more than three times the number of PHEVs it imported during the whole of 2024. In addition, MG has imported more PHEVs across January-June than it did in all of 2024. Lynk & Co is also importing more PHEVs to Europe than ever.

Increasing their focus on hybrids greatly benefits Chinese firms. Every EV that BYD sells in Germany is hit with a base 10 percent duty and then a 17 percent additional duty, bringing the tariff up to 27 percent. For the best-selling Atto 3, these tariffs add about €10,000 ($11,600) to the electric SUV. By comparison, the plug-in hybrid BYD Seal U only has to deal with 10 percent duties, or the equivalent of €3,999 ($4,600) based on its €39,999 ($46,600) starting price.

The impact is even more significant for SAIC, which sells MG models. It has to deal with the highest EU tariffs of 45.3 percent for its imported EVs. So, through the first six months of this year, it has sold 60 percent fewer EVs across the continent, but has increased registrations for the hybrid MG HS, MG ZS, and MG 3.

Changing Tactics to Circumvent Obstacles

“It was only a matter of time before the Chinese manufacturers changed their strategy after the introduction of the special tariffs in order to increase their profitability in Europe,” the director of the Center Automotive Research in Germany, Beatrix Keim told Handelsblatt.

It’s understood the European Commission is aware of the loophole being exploited by Chinese brands, but it does not appear to be concerned. Instead, it remains hopeful it’ll be able to work things out by having talks with China’s aggressively expanding automakers.

Porsche has its Experience Centers, and now Chinese juggernaut BYD has opened a massive, all-terrain driving experience center in Zhengzhou that’s basically a dream theme park for any automotive enthusiast. Many of the brand’s most impressive models are available to test at the site, including the all-electric Yangwang U9.

Perhaps the highlight of the facility is a 1-mile (1.7-km) race track with nine corners and a 1,804-foot (550 m) straight, long enough to let BYD’s flagship models hit up to 136 mph (220 km/h). Situated near the track is a 15,300 square-meter ‘dynamic paddock’ where cars can complete slalom and moose tests, and showcase their automated parking functions.

Read: This YangWang Comes With Three Times The Power Of A Bugatti Veyron

BYD has also built a large low-friction area with 30,000 smooth basalt bricks that gets covered in water, aiming to replicate driving on snow and ice. It’s even gone ahead and built a huge 70-meter-long pool. The latter isn’t for swimming in, but has been designed to showcase the YangWang U8’s ability to float and move slowly across water thanks to its advanced electric powertrain. Yes, despite the brand’s status and painstaking attention to detail, this isn’t something you’ll find at a Porsche Experience Center.

You also won’t find anything like BYD’s Sand Incline at a Porsche facility either. This massive sand dune has been certified by Guinness World Records as the highest and largest dune climbing facility for car testing, constructed from 6,200 tons of sand mimicking the sand found in the Alxa Desert. It also serves as a proving ground for the U8. The facility also includes a separate off-roading area as well as a large camping and relaxation area for visitors.

Four different tickets are available for those who’d like to experience all that BYD has to offer. The cheapest ticket, priced at 899 yuan or $83, includes a passenger ride in the YangWang U9 as well as experiences in one vehicle from BYD’s Dynasty or Ocean series. A pricier 999 yuan ($139) ticket is also offered, adding experiences with two Denza and Fang Cheng Bao models, including a track drive of the Z9 GT.

Two other ticket options are available. The first costs 1,999 yuan or $280 and includes experiences in both the YangWang U8 and U9, as well as the Dynasty/Ocean series models and cars from Denza and Fang Cheng Bao. A VIP ticket is also available, costing 6,666 yuan or $927. It includes access to all models and areas of the facility, as well as a one-night stay in a nearby five-star hotel.