The Yangwang U7 makes 1,287 hp from motors on both axles.
BYD says the test car was pulled at random from a showroom floor.
Daily temperatures during the run topped 97 degrees Fahrenheit.
The ultra-luxurious U7 sedan from Yangwang has already been updated, barely a year after its market launch, and BYD is boasting about how comprehensive its testing regime has been and how well the new Blade Battery 2.0 performs.
To wrap up testing of the Yangwang U7, which has a starting price of around $95,400 in China, BYD says it randomly selected a U7 from one of its stores and spent 8 days, 19 hours, and 58 minutes driving it 18,600 miles (30,000 km), cruising at an eye-watering average speed of 149 mph (240 km/h). This test isn’t dissimilar to the tests Mercedes-AMG performed last year with its GT XX Concept. In that case, the German EV was driven 24,901 miles (40,075 km) in 7 days, 13 hours, and 24 minutes.
BYD conducted the test in Nanning, where average daily temperatures exceeded 36°C (97°F) and relative humidity reached as high as 80 percent. The air conditioning was also set to 24°C (75°F) throughout the endurance run.
Beyond the test demonstrating how well the U7 can perform at high speeds and over long distances, BYD also wanted to ensure the battery would hold up. It says the U7 used was flash-charged more than 350 times. At the end of the test, the battery had retained 98.7 percent of its capacity.
This was far from the only test Yangwang conducted for the updated U7. It says it has been testing 758 vehicles across the country, cumulatively covering more than 6.5 million miles (10.49 million kilometers).
The Yangwang U7 was first unveiled in early 2024 and hit the Chinese market roughly 12 months ago. Less than six months after the first deliveries started, it was revealed that Yangwang was preparing to update it, equipping it with new 135.5 kWh and 150 kWh battery packs.
Both versions of the electric U7 have 644 hp electric motors at the front and rear axles, combining to deliver 1,287 hp. The 135.5 kWh version has a CLTC driving range of 497 miles (800 km), while the 150 kWh model can travel up to 625 miles (1,006 km) on a charge. A plug-in hybrid version with a 52.4 kWh battery and 1,341 hp is also available.
Around 90,000 cars from Chinese brands will be built in Europe this year.
European lawmakers are looking for ways to boost domestic manufacturing.
Spain has emerged as the hotbed for Chinese car production in Europe.
The European expansion of Chinese car manufacturers is in its early stages, and already, local production is growing rapidly. Within the next decade, as many as 1.5 million vehicles from Chinese brands could be built in Europe annually.
This year, Chinese brands like BYD, Leapmotor, and Chery are expected to manufacture approximately 90,000 of these vehicles in Europe, either in new factories or existing ones that have been underutilized. Global Mobility expects this figure to grow to 1 million units annually by 2030 and 1.5 million by 2035.
However, lawmakers in Europe are eager to ensure that brands don’t exclusively rely on Chinese parts when building new vehicles, and instead work with local suppliers. They’re doing this through the Industrial Accelerator Act (IAA), which aims to strengthen Europe’s industrial base and boost domestic manufacturing.
Details are still being ironed out, but the act is expected to introduce quotas for European parts to be used in vehicles manufactured across the continent. Without this act, “the main risk is that China will open pure assembly plants for Chinese components in the EU – with minimal economic added value for the Europeans,” economist Sander Tordoir said.
BYD will soon start production of its cars in Hungary and is also looking to add a plant in Spain to its local portfolio. In addition, several Jaecoo and Omoda vehicles are being built in Spain, and soon, Leapmotor will also start building EVs at the Stellantis site in Zaragoza. Geely will also manufacture vehicles in Valencia through a partnership with Ford.
The key reason Chinese brands are building locally is to avoid paying hefty import tariffs. However, if the IAA enforces car companies to increase their reliance on European suppliers and manufacture more components locally, brands like BYD, which have a high degree of vertical integration, will have to consider if the investments are worthwhile.
“Because, to be considered ‘Made in Europe,’ large parts of the components, including the battery, would then have to be manufactured locally,” Gregor Williams from the Rhodium Group think tank told Automobilwoche.
Reports tied a solar roof option to two of BYD’s models.
Several brands have tested solar roofs, Nissan among them.
Nissan says its Ariya concept panels can add up to 14 miles a day.
Every EV engineer on the planet is currently chasing the same goal, which is more range without more battery, and the answers keep arriving from unexpected corners of the industry. The latest one comes from a Chinese glass supplier in the form of a solar glass sunroof that its maker says is finished, validated and ready for mass production.
The company is Fuyao Group, one of the largest automotive glass producers on earth, counting Ford, General Motors, Subaru, Tesla and the VW Group among its customers. That client list matters more than the technology demo itself, because Fuyao isn’t some startup trying to buy its way in with a novelty. It has laminated solar cells directly into automotive glass, and the image the company put out shows a car with cells covering the entire roof panel and spilling down across a large section of the rear window.
Fuyao’s current production facilities in Yangxia and Hefei have a combined annual production capacity of 3 million sets of glass for the auto industry, and this is increasing this year. There’s no word on how many solar glass roofs it plans to produce, but it all hinges on carmakers actually deciding it’s worth the investment to use a technology like this.
A Reported $1,190 Option
According to PV Magazine, reports from China earlier this year suggested that Fuyao was working with BYD and that the solar glass sunroof would be offered as an option on the Han and Tang models, priced at approximately 8,000 yuan ($1,190). However, there has been no confirmation from either brand that this is the case.
Given how quickly current BYDs can charge thanks to the firm’s 1,500 kW Flash Charging network, there’s little need for its vehicles to also use solar panels to capture enough energy for just a few extra miles a day.
Nissan Has Created Its Own Solar Roof
Fuyao is far from the only company interested in solar glass roof panels. Earlier this year, two Nissan engineers created a special Ariya that uses solar panels across the roof, tailgate, and hood.
Under clear skies, Nissan says the panels can gather enough energy for up to 14.3 miles (23 km) of additional range in a single day. Spread across a full calendar year, that averages out to roughly 6.3 miles (10.2 km) daily in London, 11.7 miles (18.9 km) in New Delhi, 13.2 miles (21.2 km) in Dubai and 10.9 miles (17.6 km) in Barcelona. The gains shrink once you’re actually moving, though. On a two-hour, 50-mile (80 km) drive, the panels collected 0.5 kWh, good for another 1.8 miles (3 km).
While this doesn’t sound like a lot, Nissan says its analysis showed that commuters who typically drive 3,728 miles (6,000 km) per year could reduce their annual charging-station visits from 23 to just 8 if they drove an EV with solar cells like this.
BYD will introduce 300 Flash Charging stations in the UK over the next year.
Technology can charge a new EV battery from 10-97 percent in just 9 minutes.
The first eligible model to be sold in the UK will be the powerful Denza Z9 GT.
Owning an EV in the UK is about to become much more convenient. In the coming weeks, BYD will introduce its first Flash Charging stations in the country, dramatically reducing charging times and potentially convincing many to make the jump and purchase their first electric car.
Unveiled earlier this year, BYD’s Flash Charging stations have already been deployed en masse across China and are now rolling out in Europe. Each charger includes two connectors, and when one is in use, peak charging speeds of 1,500 kW can be achieved. When both connectors are being used by two vehicles, each plug can supply up to 1,000 kW.
Charging speeds are extraordinary. It takes just five minutes to charge a battery pack from 10-70 percent, and a mere nine minutes to charge from 10-97 percent. Even in freezing temperatures of -30°C (-22°F), a 20-97 percent charge takes just 12 minutes.
To get an idea on how far ahead of the pack that is, Tesla’s UK Supercharger network runs V2 units at 150 kW and V3 and V4 units at 250 kW. On a 250 kW post, a Model 3 needs around 25 to 30 minutes to go from 10 to 80 percent, or 15 minutes to pick up roughly 170 miles (274 km) of range. V5 hardware is coming and will reach 500 kW, assuming your car can actually take it. That is still a third of what BYD is quoting.
World-Leading Battery Tech
The secret to these extraordinary charging speeds is the batteries. Each Flash Charger uses two on-site storage batteries, each with a capacity of 185 kWh. The energy from these batteries is then transferred to the vehicle. The storage batteries are charged and topped up via the grid at speeds of up to 560 kW.
BYD plans to install 300 Flash Charging stations across the UK over the next 12 months, focusing on BYD and Denza dealerships as well as motorway service stations and existing charging hubs. The brand’s first model to support 1,500 kW charging is the Denza Z9 GT. BYD’s latest-generation plug-in hybrid models with the Blade Battery 2.0 also support ultra-fast DC charging, starting with the D9 MPV.
Charging prices have not yet been announced. BYD says that owners of compatible vehicles will qualify for preferential electricity rates “that will be considerably lower than prevailing ultra-rapid charging retail prices” across the country. EVs from other brands will also be able to use the chargers, although they will have to pay more.
FullGood Motors builds retro-bodied EVs on Chinese underpinnings.
The company was known as Songsan Motors before its rebrand.
None of its creations will ever be officially sold to US buyers.
While China has spent the past few years throwing new EV brands at us faster than anyone can keep track, one of its oddest car companies has slipped by almost unnoticed. That company is FullGood Motors, previously known as Songsan Motors, and we first wrote about it nearly six years ago, back when Xiaomi wasn’t anywhere close to building a car.
FullGood began life as a motorcycle club three decades ago, and it has no interest in engineering EVs from a clean sheet. Its opening move was to take BYD underpinnings and drape them in bodywork lifted from American classics, chief among them the C1-generation Chevrolet Corvette. That car, sold as the Dolphin SS, broke cover in September 2020 as a proof of concept for what the outfit could pull off. While deliveries have yet to begin, it’s apparently sold out.
Youtube channel Everything Electric recently had the opportunity to tour the firm’s facility in Beijing and see not just the Dolphin SS, but other models the company plans to bring to the market as well. One of them is the Summer, a large bus inspired by the Volkswagen T1. Like the Dolphin SS, it was first unveiled in 2020, though this one is apparently edging closer to production and should be ready to test in the coming months.
Adorned with a fantastic retro design, there’s no denying the Summer has personality, particularly when finished in bright yellow. The interior is much more modern, with three rows of seats, all of which are on rails and can spin 360 degrees. Perhaps the most intriguing thing is that the Summer has three doors on each side, meaning there are doors for each row.
Photos Weibo
FullGood’s wildest creation is a blacked-out Hot Rod adorned with a huge chrome bumper, grille, and fake chrome-plated exhausts. It also sits on retro white-wall tires. Like the Summer, the interior is much more modern than the exterior, looking much like any other entry-level EV from China. FullGood has also created a four-door version of its Corvette-inspired Dolphin, although it uses a different architecture and powertrain.
Shockingly, and despite there is no chance these cars will ever be sold in the US, FullGood plans to bring several of its models to November’s LA Auto Show, so if you’ll be at the event, you will have the chance to see them in person.
BYD’s Flash Charging tech can charge an EV from 10-97% in just nine minutes.
Oil company Sinopec will work with BYD to replace gas stations with EV charging hubs.
EVs and PHEVs fitted with BYD’s second-gen Blade batteries support Flash Charging.
In many parts of the world, EV charging infrastructure has failed to keep pace with the electric cars and batteries it’s supposed to serve. That’s not the case in China, where BYD has been rapidly expanding its network of 1,500 kW Flash Charging stations, most recently teaming up with state-owned petroleum giant Sinopec to turn gas stations into EV charging locations.
The two companies have been working together since mid-2024, and the fruits of their labor have been shown at a new charging station in Shanghai. Previously, this had been a gas station operated by Sinopec, but the oil giant obviously saw the trend among Chinese buyers towards EVs and plug-in hybrids, and knew it had to get into the EV charging game.
While this is the first Sinopec location converted into a Flash Charging hub from BYD, it won’t be the last. Plenty more of the company’s fuel stations are slated for the same treatment. Running at up to 1,500 kW, these chargers can take a battery from 10 to 70 percent in five minutes, and from 10 to 97 percent in as little as nine.
A Look Into The Future
Thanks to the ultra-fast design, they don’t need to be arranged like typical DC chargers. Instead, they’re set up like gas pumps with six large T-shaped chargers installed at this site, each with two plugs. As this site was once a gas station, it still includes a small convenience store and a lounge where owners can sit while their cars are charged.
For years, EV critics have been stating that charging an EV would never be as quick as filling up a combustion-powered car. Not only has BYD’s Flash Charging brought charging speeds almost in line with pumping gas, but it’s now started to actually replace gas stations. In the event of a blackout, each Flash Charger has four spare Blade batteries with a capacity of 169 kWh or 185 kWh, which can be used to top up the brand’s eligible EVs and PHEVs.
Beijing trimmed its car subsidy by roughly a third this year.
BYD and Geely leaned on exports to soften the home slump.
Analysts expect China’s whole car market to shrink in 2026.
After years of what looked like unstoppable growth, sales of new electric vehicles in China are down 14 percent year on year, dragged lower in part by a slowing local economy and the government pulling some incentives.
Figures released by the China Passenger Car Association show that 4.7 million new EVs have been delivered in China this year. July treated some brands more kindly than June did, though major players like BYD and Geely are still feeling the downturn, as are smaller local firms including Xpeng and Nio.
In July, BYD sold 239,370 vehicles locally, down 9 percent from the same month in 2025 but up 4.9 percent from June. Geely followed a similar pattern, with July sales up 4 percent on June yet down 29.1 percent against last July, the South China Morning Post reports. What’s helping both automakers cushion the home-market slump is a surge in overseas exports.
Brands like Xpeng, Nio, and Li Auto all have some footprint abroad, but their home nation still accounts for the vast majority of sales. Xpeng’s July deliveries slipped 5.2 percent to 38,027 vehicles versus June, Nio’s fell 11.5 percent to 35,934, and Li Auto’s dipped 1.4 percent to 30,468.
AlixPartners expects that by the end of this year, new car sales in China will have dropped by 10 percent to 24.6 million vehicles. The wider economy isn’t doing EV sellers any favors either. GDP grew just 4.3 percent year on year in the second quarter, China’s slowest pace since late 2022.
Incentive Pain
The government’s decision to trim incentives has had an immediate impact on sales. Earlier this year, any new car purchase came with a 15,000-yuan ($2,220) subsidy. That figure was recently cut by 33 percent, and the subsidy now equals 10 percent of a new vehicle’s purchase price, capped at 10,000 yuan ($1,480). For some of the nation’s most affordable EVs, the payout is now 5,000 yuan ($740) lower than before.
BYD launches the Racco in Japan as its first electric kei car.
It has sliding doors and up to 199 miles of EV range.
It’s priced from ¥2,145,000 ($13,100) before local subsidies.
BYD has officially launched the Racco EV in Japan, becoming the first automaker from outside Japan to build a kei car. It arrives with aggressive pricing, segment-leading range, a strong warranty, and a long list of standard tech and safety kit.
The car first surfaced back in December 2025 as a near-production prototype. Now the Chinese giant has priced the full lineup and confirmed specifications across every grade.
The headline is that starting price: ¥2,145,000 ($13,100) before local subsidies. The recently facelifted Nissan Sakura EV and Mitsubishi eK X EV, by comparison, list at ¥2,448,600 and ¥2,446,400, or roughly $14,900 at today’s exchange rates.
Local Rivals Still Have An Advantage
The Chinese newcomer has the lower sticker price, but it’s at a disadvantage compared to its Japanese rivals. Under Japan’s Ministry of Economy, Trade and Industry (METI) rules, subsidies come down to a scoring system that weighs local manufacturing, battery sourcing, domestic charging network investment, and disaster support capabilities.
That system lets zero-emission kei cars from local brands qualify for the maximum subsidy cap of ¥580,000 ($3,500), while Chinese imports like the BYD can only tap the basic ¥150,000 ($900) grant.
Because local municipal subsidies stack on top of the national one, a Tokyo resident can buy a Racco for as little as ¥1,545,000 ($9,400). That same buyer can pick up a Nissan Sakura EV or Mitsubishi eK X EV for ¥1,298,600 and ¥1,296,400 (around $7,900), leaving both cheaper on the road.
Here’s Where The BYD Racco Wins
It isn’t the cheapest electric kei car on the road once subsidies settle out, but the BYD Racco takes the upper hand on specifications and standard equipment, which makes for a compelling case.
The entry-level Racco 200 runs a 22.40 kWh battery pack good for a WLTC range of 210 km (130 miles), already ahead of its rivals. The Racco 300 Plus and 300 Premium step up to a 35.84 kWh battery, stretching range to 320 km (199 miles). The car also handles faster charging of up to 6 kW AC and 50 kW DC, with battery pre-heating for winter, plus V2H and V2L capability.
Every grade runs a front-mounted electric motor making 63 hp (47 kW / 64 PS) and 160 Nm (118 lb-ft) of torque, the ceiling for kei cars. BYD says a remarkable 90 percent of the Racco’s components, batteries and electric motors included, were built in-house.
The Racco is based on an adaptation of BYD’s e-Platform 3.0 utilizing Cell-to-Body (CTB) structural LFP Blade battery tech and the “X-PACK” module, which integrates the drive battery, control unit, DC/OBC, and climate control electronics into a single assembly for enhanced crash energy absorption. It also gets a custom suspension system specifically designed for Japanese roads, and four wheel disc brakes, which is uncommon for the segment.
In terms of styling, it adopts a familiar wagon stance and a boxy silhouette designed to offer the maximum interior space while complying with the strict footprint regulations for kei cars measuring 3,395 mm (133.7 inches) long. Among the elements that distinguish the BYD Racco from rivals are the modern LEDs, the practical sliding doors, and the slightly taller stance.
Class-Leading Space And Equipment
Inside, the base model comes standard with an 8-inch digital instrument cluster and a 10.1-inch infotainment display, while higher grades upgrade to a larger 12.3-inch touchscreen. Note that most kei cars come without a screen in their basic configuration. The entire lineup supports over-the-air (OTA) updates and comes with six airbags.
The flagship BYD Racco 300 Premium features umbrella holders, a Child Presence Detection system, hands-free sliding doors with light guide projection, Black and Beige synthetic leather upholstery, and a heated cup holder. As for practicality, BYD promises class-leading interior length, width, and height, alongside ample storage compartments. The cargo space of 280 lt (9.9 cubic feet) expands to 1,372 lt (48.5 cubic feet) when the seats are folded.
Available Now
The Racco is already up for order in Japan across BYD’s 70 dealerships, backed by an 8-year / 99,500-mile battery warranty that stretches to 10 years / 124,300 miles. Pricing opens at ¥2,145,000 ($13,100) for the base 200 and climbs to ¥2,497,000 ($15,200) for the flagship 300 Premium, before subsidies. BYD says a five-year plan with no money down on the cheapest Racco starts at ¥19,300 ($120) a month.
Beyond the electric kei cars, the Racco also squares up against ICE-powered kei wagons like the Honda N-Box, Suzuki Spacia, Daihatsu Tanto, Nissan Roox, Mitsubishi Delica Mini, and eK Space. Whether Japanese buyers go for the BYD’s value and high-tech features over the more established names is the open question.
BYD’s Da Han slots above the Han as the brand’s flagship sedan.
Every electric version uses the same 102-kWh battery pack.
A plug-in hybrid variant will also be offered, with up to 422 hp.
BYD has a new flagship sedan, and it’s called the Da Han. Get past the name and you’ve got a big electric four-door that stretches longer than an S-Class, cracks 760 hp in its hottest form, and claims north of 600 miles between charges.
The Da Han joins BYD’s Dynasty line-up and sits above the Han in the range. Previously referred to as the Great Han, it measures 207 inches (5,256 mm) long, 78.7 inches (1,999 mm) wide, and 59.4 inches (1,510 mm) tall, riding on a generous 123.2-inch (3,130 mm) wheelbase. That’s longer than a standard Mercedes S-Class, which runs 203.9 inches (5,179 mm) on a 122.2-inch (3,106 mm) wheelbase.
The first official photos show the car in dark green, a shade that plays up the aerodynamic bodywork. The nose sits low, with tapered LED headlights, a light bar, and a black lower grille. It looks especially clean from the side, helped by contrasting silver roof rails and black B-pillars that blend into the side glass.
For as striking as the Da Han is to look at, it’s the specifications are what land. An all-electric version leads the charge, but a plug-in hybrid will also be available, ensuring it caters to as many new car buyers as possible.
All-electric versions of the Da Han share the same 102 kWh battery pack. This hefty pack, apparently weighing in at 1,600 lbs (725.9 kg), drives a rear-mounted electric motor in the entry-level version, producing 496 hp (370 kW) and giving it a driving range of either 603 miles (970 km) or 626 miles (1,008 km), depending on the configuration.
Dual-Motor Power
Shoppers after more performance can step up to an all-wheel-drive version that keeps the same battery and rear-mounted motor but adds a front one, lifting combined output to 764 hp (570 kW). Range on the AWD models varies between 509 miles (820 km), 528 miles (850 km), and 547 miles (880 km). Impressive as those figures are, China’s CLTC cycle runs notoriously optimistic, so real-world numbers will come in lower.
As for the plug-in hybrid model, it will use a 1.5-liter turbocharged engine working alongside a 54.4 kWh battery and a single electric motor, resulting in a combined 422 hp. The electric driving range of this version will be a solid 292 miles (470 km).
BYD’s U9 Xtreme is powered by four electric motors delivering 2,978 hp.
No standard production car has ever exceeded 311 mph (500 km/h).
Global production of the U9 Xtreme will be limited to just 30 units.
Nearly a year has passed since BYD ran the limited-run Yangwang U9 Xtreme to 308.4 mph (496.22 km/h) and took the one-way top speed record for a production car. The Chinese carmaker isn’t done with it either. It’s now planning its next move, and that’ll be breaking through the 311 mph (500 km/h) barrier.
As part of BYD’s ongoing expansion in the UK, including the launch of its Denza brand, it had a large display at the recent Goodwood Festival of Speed. Attending the event was none other than BYD vice president Stella Li, who revealed that the brand will attempt to break its own record in November.
While speaking with BYD brand and PR manager Li Yunfei, Stella Li noted BYD will head back to the Automotive Testing Papenburg proving grounds in Germany, where it set the record last year. An analysis of last year’s run indicated that test driver Marc Basseng had enough room on the circuit’s straight to pin the throttle for an extra 1.5 seconds, and could have blasted past 311 mph, a mark that companies like Koenigsegg and Hennessey have been speaking about for years, but have so far failed to eclipse.
Watch that run back and it’s obvious the car had more to give. As the hypercar quickly hit 305 mph (490 km/h), it began drifting out of the center lane and into the left lane, prompting Basseng to lift off the throttle before anything could go wrong. With perhaps some small aero tweaks, BYD may be able to ensure the car remains rock-solid as it reaches speeds no other production car has reached.
How Is It So Quick?
At the heart of the Yangwang U9 Xtreme is a 1,200-volt electrical architecture and four electric motors producing an extraordinary 2,978 hp. Global production is being capped at just 30 units.
Although the U9 Xtreme has surpassed the one-way top speed record of the Bugatti Chiron Super Sport 300+, set back in 2019 at 304.77 mph (490.48 km/h), the SSC Tuatara still holds the official two-way record of 282.9 mph (455.3 km/h). If BYD wants to snatch that one away, it’ll have to find a location where it can run in both directions.
BYD says the rear motor fell out after a “severe underbody collision.”
The EV’s front motor remained operational while the rear motor failed.
Footage of the bizarre incident spread like wildfire on Chinese social media.
Chinese carmakers have spent the last decade dismantling their reputation for cheap, poorly built cars, and by most measures they’ve succeeded. Every so often, though, something surfaces that gives the old stereotype another day in the sun.
Last week, Chinese social media lit up over footage and photos of a BYD Tang EV making its way down a road in Shenyang during a heavy downpour. Ordinary enough on its face, but the part that drew attention was the electric motor hanging out of the back of the SUV, still attached to the car but no longer part of it in any meaningful sense.
This immediately prompted speculation that the Tang’s electric motor had fallen out by chance because of the slightly flooded road. Obviously, ordinary passenger vehicles shouldn’t be driven in flash floods, but at least in the video, water on the road doesn’t appear to be any more than an inch or two deep, so it’d be strange if this had somehow led to the motor falling out.
According to BYD itself, the Tang’s motor didn’t fall out after coming into contact with water. It claims the SUV suffered “a severe underbody collision” as the driver waded through the flood water, which was presumably deeper before anyone started filming or snapping photos of the vehicle.
Still Functional, Minus One Motor
A close-up photo shared online by CarNewsChina indicates that part of the motor’s housing snapped off from the underside of the SUV, and it was only left connected by a single, orange high-voltage cable. It’s believed that the Tang in question, which BYD sells in plug-in hybrid and all-electric guises, was one of the dual-motor EV models, and it appears to still be operational after the motor fell out, relying on the front one for forward momentum.
BYD says it reached out to the owner after the incident and inspected the vehicle. For the owner’s sake, we hope their insurer will pay to have the motor replaced, as buying a new one and fitting it wouldn’t be cheap.
New Blade batteries enable BYD’s 1,500 kW Flash Charging.
When Denza got off the ground, it did so as a partnership between BYD and Mercedes-Benz. One of its earliest products was the Denza X, a seven-seat SUV that became the N8 in 2023 with a reworked look. Mercedes has since walked away from Denza, but BYD kept the N8 alive and has now previewed a fully new version, joined by a stretched six-seat model called the N8L.
Unlike the first two iterations, the latest N8 doesn’t have a sleek, coupe-like design, and rather takes the shape of a more traditional SUV. That’s not necessarily a bad thing, either, as the higher roofline should help significantly improve headroom. The third row has also been ditched, meaning the N8 is a strict five-seater. Those in the market for a three-row, six-seater will have to upgrade to the larger N8L, also recently unveiled.
Two Sizes, One Formula
According to information shared on China’s Ministry of Industry and Information Technology (MIIT), the new N8 measures 202.7 inches (5,150 mm) long, 78.7 inches (1,999 mm) wide, and 71.6 inches (1,820 mm) tall, riding on a generous 121-inch (3,075 mm) wheelbase. The N8L stretches that by 2.0 inches (50 mm) to reach 204.7 inches (5,200 mm) overall while keeping the same wheelbase, height, and width as the standard SUV.
Family resemblance runs through the range, and the N8 borrows the LED daytime running light shape seen on the newer Z9. The main headlamps sit stacked vertically on the fascia, with a small black grille tucked into the base of the bumper.
The options sheet covers 20- or 21-inch wheels, body-colored roofs, custom brake calipers and integrated electronic side steps. Around the back, both SUVs wear a dual-strip light bar pulled straight from Denza’s latest plug-in hybrids.
Early information reveals the N8 will be launched with three powertrain configurations, at least initially. These will include two rear-driven, single-motor versions producing 429 hp (320 kW) and 496 hp (370 kW) respectively. Although both of those are very solid figures for a vehicle like this, Denza clearly couldn’t resist the urge to go bonkers with a flagship, tri-motor version.
Then There’s The Supercar-Slayer
This tri-motor model will include two 416 hp (310 kW) motors at the rear axle and a 362 hp (270 kW) motor at the front axle. All up, we’re talking a combined 1,193 hp. Yep, we’re talking about more power in a five-seat SUV than a Ferrari F80, which is capped at 1,184 hp.
Denza also offers the longer six-seat N8L.
Providing the motors with their juice will be the company’s second-generation Blade Battery, meaning it supports BYD’s 1,500 kW Flash Charging technology. There’s no word yet on what the final charging times will be, but they’ll be almost on par with filling up an equivalent combustion-powered SUV.
The tech list keeps going with the brand’s God’s Eye 5.0 semi-autonomous driving system, built for both highway and city use and running an end-to-end AI model trained on real-world driving data. Hardware backs it up, including a roof-mounted LiDAR unit and millimeter-wave radars set into the front bumper.
Zeekr appears keen to take on BYD’s Fangchengbao off-road brand.
Future off-roaders could tap into technology from the wider Geely Group.
It also has the hybrid expertise to challenge the BYD Shark 6.
Zeekr isn’t satisfied with taking over the world of luxury EVs and plug-in hybrids, because Geely’s premium brand now says it wants a piece of the off-road SUV market too, and possibly the pickup truck segment on top of that. Neither is confirmed, but both are on the table.
So far, Zeekr has kept to the premium and luxury end of the market with vehicles like the X, 7X, 8X, and 9X, plus the 009 electric MPV. Speaking recently with Australian media, Zeekr vice president Mars Chen said off-roaders are being explored but stopped short of confirming anything for production.
“Off-road hardcore SUV is definitely one direction,” Chen said, according to Australia’s Drive. “We are doing the research, but will we create a G-Wagen-style, box-style? This is not clear. But the current 9X and 8X SUVs, they are not bad off-road. They may not be that extreme, but they definitely have some capability.”
Were Zeekr to build a new off-roader, it could square up nicely against models built by Fangchengbao, one of the many brands owned by BYD. It currently sells two Land Rover Defender rivals, namely the Bao 5 and Bao 8, also badged as Denza models in certain markets, including Australia. Both are feature-packed and easily undercut European competitors.
Off-roaders aren’t the only thing tempting Zeekr. During the same interview with Drive, Chen suggested the automaker is also weighing a move into the pickup segment, potentially spawning a rival to the BYD Shark 6.
“Just now, we are having the internal discussion, it’s just a discussion,” he said when asked about a pickup. “We want to redefine every segment. We will check on how disruptive we can be if we enter.”
Zeekr’s Current Flagship
For now, those looking to get behind the wheel of the most premium and luxurious Zeekr can buy the 9X. Unveiled last year, it looks like a cross between a Rolls-Royce Cullinan and a Range Rover and is sold exclusively as a plug-in hybrid. The base version rocks a 2.0-liter turbocharged four-cylinder engine working alongside two electric motors, delivering a combined 885 hp. An even more powerful version with three electric motors is available, producing 1,381 hp.
Denza reveals tri-motor, four-seat Z supercar at 2026 Goodwood Festival of Speed.
1,582 hp output gets it to 62 mph in 1.96 seconds, battery fills 10-97% in just 9 mins.
Denza confirms Spider, Coupe, Racing trims with a 1,973+ hp hardcore version to come.
Electric supercars have a habit of producing ridiculous power and acceleration numbers, but are usually accompanied by a ridiculous price. Denza wants to change that with the Z, which outsprints a 911 Turbo S to 62 mph (100 kmh) and makes double the power, while costing less than a mid-range GTS.
Unveiled today at the Goodwood Festival of Speed, BYD-owned Denza’s Z costs from £142,900 (about €167,400 / $191,400 at current rates) in coupe form in the UK, where a 911 Carrera 4 GTS costs £145,900 (€170,900 / $195,400). The open-top Spider starts at £159,900 (€187,300 / $214,100), and the track-focused Racing version costs £172,900 (€202,500 / $231,500), which compares with £199,500 (€233,700 / $267,100) for the new 911 Turbo S.
Denza hasn’t confirmed home-market numbers, but local estimates put Chinese pricing at around ¥400,000 to ¥500,000 ($58,600-73,200), a fraction of the British ask and a sign of what shipping, tariffs, and selling far from Shenzhen do to the sticker.
Three Motors, One Platform
All three versions of the Z ride on Denza’s new e3 Sports Car Platform and use the same triple-motor setup. One motor drives the front axle while two independently power the rear wheels, producing a combined 1,582 hp (1,604 PS / 1,180 kW) and 915 lb-ft (1,240 Nm) of torque.
The Coupe reaches 62 mph in 2.25 seconds (Porsche claims 2.5 seconds for the 701 hp / 711 PS Turbo S), while the Racing cuts that to just 1.96 seconds with optional semi-slick tyres and boosts the top speed from 186 mph (300 km/h) to 217 mph (350 km/h).
Building Up To An EV Record Attempt
A fourth model, the Z Special Edition, which Denza says is a Nurburgring natural, makes over 1,973 hp (2,000 PS / 1,471 kW), and hits 62 mph in less than 1.7 seconds. But the automaker is saving more details about that one for later, presumably when it takes a crack at the Ring EV record.
Every Z packs a 76 kWh second-generation Blade Battery that supports BYD Group’s latest FLASH Charging technology. On BYD’s new 1,500 kW chargers, Denza claims the battery can jump from 10 to 70 percent in just five minutes, or reach 97 percent in only nine. That’s close to petrol tank-filling territory, though it’ll be a while before those chargers are commonplace outside China, even if their rollout has been confirmed for Europe.
Range varies from 236 WLTP miles (380 km) for the Racing to 254 miles (409 km) for the basic Coupe, which at 2,230 kg (4,916 lbs) is actually 20 kg (44 lbs) lighter. The 2,300 kg (5,070 lbs) Spider claims 248 miles (399 km) between fills.
Denza didn’t leave the chassis out of the fun, adding magnetorheological dampers, carbon-ceramic brakes, torque vectoring and even a compass turn function that lets the car pivot around its front axle. And the long 2,780 mm (109.5 inches) wheelbase (a 911’s is 2,450 mm / 96.5 inches) means that while it looks like a traditional supercar, it’s actually got space for four, though the rears do look tiny.
Supercar With Massage Seats
The cabin sounds lavish in typical tech-heavy Chinese EV fashion, with massage seats, a Devialet audio system, ambient lighting, a 12.8-inch Google-equipped infotainment system, and a digital rear-view mirror all fitted as standard. There’s also a configurable virtual engine soundtrack plus dedicated Boost and Track modes.
On paper, it all sounds great, but as Porsche and Rimac know, Western buyers of luxury and high-end performance machinery generally aren’t interested in electric cars. They tend to want combustion power, which is why Porsche recently asserted that it no longer had plans to make an electric 911. But this package looks strong enough to persuade a few to at least take a look at what’s on offer.
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