EV means electric vehicle. It's a car that runs on electricity instead of gas. More and more people are using them because they are better for the environment.
The Xiaomi Su7 Max is an electric car made by Xiaomi, a tech company. It recently set a record for how far it could travel in one day, which is impressive for electric vehicles.
A 24-hour distance record is how far a car can go in one day. It's a way to see how good an electric car is at traveling long distances without stopping too much.
Kilometers per hour is a way to measure speed, showing how many kilometers a car travels in one hour. It's used in many places around the world instead of miles per hour.
Car
X-Peng P7
The X-Peng P7 is a type of electric car made by a company called X-Peng. It's designed to be a modern sedan with lots of technology.
Kilowatt hours is a way to measure how much energy a battery can hold. The more kilowatt hours, the longer the car can drive before needing to be charged again.
CLTC range is a way to measure how far an electric car can go on a full charge based on tests done in China. It's similar to how other countries measure car ranges, but with their own specific rules.
A solid state electric car is a type of electric vehicle that uses a different kind of battery that can be safer and last longer than regular batteries.
Car
Leafang
The Leafang is an electric car made by Cherry. It has a unique design that looks like a mix between a sports car and a wagon, and it's built to work well even in very cold weather.
Energy density is how much energy a battery can hold compared to its size or weight. If a battery has high energy density, it can help electric cars go further on a single charge.
EREV means Extended Range Electric Vehicle. These cars can run on electricity but also have a small gas engine that helps them go further when the battery runs low.
An electric SUV is a type of car that runs on electricity instead of gasoline. They are better for the environment because they don't produce exhaust fumes.
EV battery health testing checks how well an electric vehicle's battery is working. It helps figure out how much energy the battery can store and how long it will last, which is important for anyone who owns or wants to buy an electric car.
The Tesla Model Y is an electric SUV made by Tesla. It's known for being spacious and efficient, making it a popular choice for families and those looking for an eco-friendly vehicle.
Battery electric cars are cars that run only on electricity, using batteries instead of gasoline. They are better for the environment because they don't produce harmful gases when driving.
Plug-in hybrids are cars that can use both electricity and gasoline. You can charge them like electric cars, but they also have a regular engine that uses gas, which helps them go further.
Electric vehicles are cars that run on electricity instead of gasoline or diesel. They are more environmentally friendly and are becoming more common in car sales.
Silicon is a material used to make computer chips and other electronic parts. In cars, more silicon means more technology and features, like sensors and computers.
Solid-state batteries are a new kind of battery that uses solid materials instead of liquids. They can hold more energy and are safer than older types, which is important for electric cars.
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Welcome back to EV News China.
Today, Xiaomi sets a distance record.
Cherry bets on solid state
and NIO wins its case against influencers.
Plus, stay tuned because later in the show,
I'll tell you how one remote part of northern China
has become famous and is making a tidy profit
for extreme cold weather EV testing.
Welcome to EV News China,
the podcast dedicated to the world's largest EV market.
Every day, I bring you the latest headlines,
insights and analysis from the heart of China's booming EV
industry and decode how fast moving developments
in the East shaped the global EV landscape.
We'll start with Xiaomi's Su7 Max
setting a new 24-hour distance record,
a new mark for Chinese production in EVs
covering 4,264 kilometers,
that's 2,650 miles in 24 hours
on a track in Yangcheng in Jiangsu.
The run held from the 20th to the 21st of November
at the end of last year included charging stops
and sustained speeds of 240 kilometers an hour
or 149 miles per hour.
And that beats the previous 3,961 kilometers
logged last year by an X-Pung P7.
Records don't sell cars on their own
but they do expose engineering fast.
Xiaomi's pitch here is not brand power
or phone maker novelty.
It's the harder thing, a car that can run flat out
at 150 miles an hour for a whole day,
stop to recharge quickly and then do it over again
without cooking its battery or its power electronics.
The test car, as I mentioned, an Su7 Max
used Xiaomi's V6S Plus motor.
That spins at 22,000 RPM
and is rated for a peak of 165 miles an hour
or 265 kilometers an hour.
It sits on its 897 volt silicon car by platform.
The pack inside it is a tannery pack.
It's 101.7 kilowatt hours
with Xiaomi quoting a 5.2 C peak charge rate.
Now the official car has about 500 miles CLTC range
but Xiaomi also claims the car can add 400 miles
in 15 minutes of charging.
They're showing off here their thermal systems
and it's the same one shared with their high-end Su7 Ultra.
The commercial backdrop is just as aggressive
as the technical one in 2026.
Xiaomi just delivered 411,000 vehicles.
They've tipped over half a million cumulative
and they've set a big target for this year as well.
The year starts off with Xiaomi trying to get some headlines
less like a stunt and more like a statement of intent
if you ask me.
Now, Cherry is also making big claims
thus far unsubstantiated or independently verified
but Cherry says it will put a solid state electric car
on the road this year that will drive 932 miles
or 1500 kilometers.
A claim that would reset the battery arms race if true.
The company's brand XEED will launch the Leafang,
a shooting brake style EV.
The Cherry says will do that range
even at minus 30 degrees Celsius or minus 22 Fahrenheit.
Cherry says the Leafang will use a pack
from its Rhino S line and posts an eye-catching energy density
of 600 watt hours per kilogram.
Now that number needs a big asterisk.
It matters whether it's measured at cell level
or pack level whether it describes a lab sample
and engineering prototype or something ready for production.
The company has talked up oxide electrolytes in the past
arguing they scale more cleanly than sulfide
or polymer approaches yet other reporting in the past
has talked about and I quote,
in situ polymerized solid electrolyte systems.
Okay, which could mean different generations of the battery
or just inconsistent marketing language.
Cherry says the Leafang runs on an 800 volt architecture
and uses a high performance motor
that spins at 30,000 RPM, does 0-62 in three seconds,
top speed 162 miles an hour or 260 kilometers an hour.
Now that's all great, but it really is the long range
and the claims of energy density for solid state
that we'll all be paying attention to.
Now the company also showed off an ES8 in December last year
which it says will also get its solid state batteries
for 621 miles of range or 1,000 kilometers.
Exceed rolled out the ES8, ES7, GT, ET8 and ET9.
Though, yes, the ES badge does come with complications
because NeoCell and ES8 leaving two Chinese EV makers
with the same model name.
Now putting this podcast together
for you every single work day
so that I can understand the Chinese market better
and hopefully you and I can improve our knowledge together.
Sometimes I struggle.
So for the average person that's not doing this
every day, day in, day out,
not listening to a daily podcast about Chinese EVs,
I'm not surprised the Chinese market can be confusing
when they have the same car called the same thing.
Let's talk a little bit about where the batteries will go.
Cherry will place the solid state packs
into ride hailing and rental fleets this year
by the end of the year at least
to collect real-world data mass production in 2027.
It sounds ambitious, but I would add
that that timetable does align
with the wider industry judgment
that end of this year next year does look to be the window
when proper solid state batteries either graduate
from pilot lines or become the real deal.
Should we talk about the other ES8, the Neo ES8
just crossed over 50,000 deliveries
of their third generation in 120 days.
They launched it on September 20th, 2025.
They disclosed the milestone yesterday
putting the full-size electric SUV
amongst the fastest selling in China's battery-only segment
above 400,000 U.M.
The price matters in a crowded premium market
where big SUVs are testing the pricing power of buyers
and brand strength, the EREV versus BEV debate.
The ES8 got to 10,000 deliveries
in the first 41 days as well.
Neo pitches the ES8 as its flagship pure electric SUV.
For families and executive buyers,
it cuts more than 100,000 U.M. from its predecessor's pricing,
something that went down pretty poorly
with people who had literally bought the more expensive car
and actually the specs were worse as well the day before,
almost pulling the rug from underneath them.
Neo argues, we have to iterate quickly.
And we're sorry, but if you want us to survive,
this is the game in China.
With battery purchase, three configurations
range from 406,800 U.M.
Under Neo's battery as a service scheme,
which is very popular, prices fall to 298,800 U.M.
That's about 42,900 U.S. dollars equivalent
for a big three row luxurious, very premium vehicle
which has battery swapping.
The ES8 is 5.28 meters in length
with six or seven feet layouts,
aimed at families and corporate fleets,
dual motor, 520 kilowatts of power
and the standard pack is 102 kilowatts hours.
And Neo plans a self-developed 120 kilowatt hour pack
with fast charging, I think sometime this year.
Inside, there's panoramic displays,
big control screens, the Nomi AI.
They say that they have counted,
it's got 111 physical buttons, okay?
In a world where everything's on a screen,
I think that's a good thing.
Neo has now passed 1 million cumulative vehicle deliveries
and says it will focus on high quality growth
from now on.
Neo's also won a big court case.
Chinese courts just handed down a judgment in this case.
Neo just won two more wins in its fight against
what it calls malicious online rumors.
On January the 19th, yesterday,
the firm said judges had ruled in favor
of its defamation cases against influencers.
The rulings matter for China's EV sector
where retail investors, short sellers and fans,
fire off barbs and so-called research
on Chinese social media and local platforms.
In September last year, William Lee,
the founder and chief exec urged tougher action
on what he says can be organized online attacks at times.
Neo's legal department said courts had ordered
the operators of multiple accounts
to now pay compensation and publish public apologies
for content that maliciously defamed the firm's operations.
In December, the company already announced
other court victories in two separate cases
against EV focused content creators.
The firm says it will donate any compensation
to charities like Education and Elderly Care.
Neo, finally, third story from Neo today.
Neo will detail its new ES9 around the 10th of April,
weeks before the SUV debuts at the Auto China show
in Beijing.
The motor show runs from the 24th of April, I think,
this year, giving the firm a clear window
to unveil the ES9, the high-tech story,
before all the noise of the show.
The timing matters in the crowded premium market.
ES9 will sit at the very top of Neo's SUV range,
the Nine badge, marking out as a flagship by footprint.
It will be the largest electric SUV they've ever built,
aimed at buyers who want big size, big status,
and a big battery, not a big fuel tank.
ES9 will not start from scratch.
It'll start using Neo's Skyride chassis,
used on the ET9, and be the third on their
third-generation NT3 platform after the ET9,
and the third-gen ES8 that we were just talking about.
Should we take a break?
Yeah, go on.
We're only a couple of stories,
and it's a long show today.
We'll come back, and we'll talk about China's EV boom
in the used market.
Stick around.
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All right, welcome back to the podcast.
China's sprawling EV boom is about to meet its bill.
Roughly 50 loss-making EV makers
are heading into a make or break year.
It's something that I've made special podcasts about.
I've talked about a lot on the main EV News Daily podcast.
I try and bring it up on the Friday YouTube show that I do
with the gang on batteries included.
There is so much overcapacity and red ink in China.
In the industry that if you're paying attention,
you know this and you know this and it matters.
It matters well beyond China.
Chinese EV firms now sets the floor for global EV pricing
and they're increasingly shaping innovation,
battery, software and suppliers terms.
Too many factories chasing too few buyers
has sparked several rounds of brutal discounting
over the past three years in China,
eliminating profits and forcing bigger names
to trim their ambitions.
The industry has not lacked effort nor money.
Many firms have poured billions into R&D,
hunting that edge that turns a good idea or a gadget
into a core for their brand.
The bill for that race though is now showing up
in earnings reports and only a small club
has ever escaped red ink, including BYD and Ceres,
which is backed by Huawei.
Even then, the maths are unforgiving.
Average net margin per vehicle in China
is 5,000 U.M.
That is 718 U.S. dollars profit net margin per vehicle.
Once raw materials, labor and logistics are paid,
exporting lifts that to 20,000 U.M.
It's a 4X, it's almost 3,000 U.S. dollars.
That's why they wanna sell the cars abroad
because there's no money selling the cars in China
where the scale is built.
That explains the growing obsession
with fancy shiny showrooms
for names you've never heard of in the West.
The price war also accelerates the cull.
Car makers selling fewer than 1,000 units a month
will quit, merge or just die out this year.
China EV 100, an industry group,
even expects five or six of the foreign joint ventures,
those delivering less than 100,000 vehicles a year
to go into liquidation in the next few years.
China's used EV boom is underway.
It's now big enough to reshape EV adoption,
but used battery cars need better data
to earn buy confidence.
Last year, used car transactions
exceeded 20 million for the first time,
reaching 20.1 million, up 2.5% year on year.
Younger buyers are the key driver,
choosing used EVs for value and concentrating demand
around the 50,000 to 100,000 UN range.
A smoother trade-in chain supports new car sales
and helps automakers manage the product cycles.
They wanna shift new product
and that all moves down market,
while policies are easing the inter-provincial transfers
and promoting trade-ins that push dealers
to source these vehicles and ship them across regions.
EVs are changing fastest.
Last year, in the first 11 months of the year,
used NEV sales were 1.44 million units.
That's up 43% on the previous 11 months,
yet pricing can be erratic in the used market.
Information can be patchy about the technology
under the skin, which version of this car was it?
New cars are iterating so fast.
Battery conditions are also a really big concern
in the used EV market in China.
Not really a solved problem yet.
We're talking about battery testing,
obviously one of our new sponsors
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in Australia and New Zealand.
That's incredibly important to do in China.
That's gonna be a huge market.
Industry groups want a unified system
and a national information platform covering mileage,
ownership, accidents, battery performance,
appraisal rules updated from combustion era standards
and so much more.
AI could possibly help if matching supply and demand
is an issue, but without shared battery data
and a standard test, even 1.4 million used EVs last year
were really bought on guesswork.
Okay, there's a new champion in town
and I haven't talked about it enough on this podcast.
Jili's Galaxy Xinguan ended last year
as China's best-selling new energy vehicle.
It pushed the long dominant
Wuling Hongguang Mini EV off the top spot
after leading most of the monthly tallies.
The Xinguan closed the year on 465,000 sales
ahead of the Wuling 435.
The change matters because China's cheapest end
of the EV market runs on maths, not mystique.
Makers win by building acceptable cars
at ruthless prices, then feeding them
into the channels in vast numbers.
Tesla was still competitive in case you're wondering
where's the Model Y?
It's not setting the pace.
The Model Y built in Shanghai was third
with 425,000 units.
The best result for any non-Chinese model,
which is how it's classified,
even though it's made with Chinese money
and Chinese parts in a Chinese factory.
They don't count it in the China figures,
but we'll put it in the top 20.
While the locally built Model 3 is ninth,
that left Tesla as the only foreign brand
inside the top 20 ranking.
Price does the heavy lifting in China.
The Xinguan starts at 68,000 yuan,
which is about 9,900 US dollars.
And that's for a very decent car.
That's not for something that you'd never drive yourself.
That is 193 miles or 310 kilometers
on the Chinese CLTC forgiving cycle,
admittedly, but they do a longer version
that's only about 11,800 dollars.
That covers city driving, keeps sticker prices low,
and gives you a lot of extra features in the car as well.
BYD, as usual, won through breadth
rather than having one runaway hit.
It put nine models in the top 20.
It's things like the Dynasty and Ocean Ranges.
It has battery electric cars, it has plug-in hybrids,
and so BYD is obviously still the massive player,
but without a single shining star.
Now, Chinese cars are hungry for things they don't control,
and that's a problem in China
because they like control of the supply chain.
China's EV boom rests on an awkward truth.
The country devours semiconductor chips far faster
than it's making them.
Local champions are now racing to close the gap.
China accounts for 35% of global automotive
semiconductor demand, worth about 24 billion US dollars
last year, yet its chip makers provide only 2.7 billion dollars
of that and 4% of the worldwide supply.
As EVs spread, that mismatch is growing.
Electric vehicles already make up
more than half of new car sales in China,
and each model is turning into a rolling data center,
stuffed with sensors, connectivity, and raw compute power.
Industry estimates suggest the silicon inside an average vehicle
is going up from $759 on average in 2024
to $1,332 of silicon by 2030,
a jump that turns chip strategy from supply chain procurement
into an essential.
Car makers are splitting into two camps.
You've got Xpong, Neo, Leo, To and Geely pouring money
into their own advanced systems on a chip for self-driving
and digital dashboards, betting that raw compute power
will decide the winner.
BYD, Great Wall, and Dong Feng have gone the other way.
They lean on just the mature microcontrollers
that are out there or building their own,
and things like power devices valuing cost discipline
and reliability, proven technology, over the latest.
Around them, there are supporting casts emerging.
Designers like Horizon and Black Sesame
specialize in high-performance auto processors,
while Huawei, they're involved now.
They're stitching hardware and software together
on its own chips for car brains.
All this echoes Tesla's decision many years ago
to design their own chips to control the processor
and gain leverage over performance, cost, and supply.
This is an issue that I'm sure we'll be talking about
as the year rumbles on.
Now, finally, let me take you to Heihe.
It's a bleak border city in Heilongjiang province,
now setting the standard for cold weather testing.
It's turned its long, harsh winters into an industry.
It now hosts over 170 companies, 34 test bases,
and 120 high-standard test roads for EV cold weather testing.
As China pushes EV exports, performance in cold weather
is essential testing work.
Cold weather saps battery efficiency
and can unsettle vehicle stability,
proving that Chinese models work in such extremes
boosts their credibility overseas.
Heihe now claims 85% of China's
and 45% of the global cold region EV testing.
In the 2024-2025 cold weather season,
EV testing brought in 170 million yuan.
That's about 24.4 million US dollars in direct revenue,
and a further 430 million yuan from accommodation, tourism,
and other services.
For this year's winter season,
there's more like 90 car makers
and 3,100 test vehicles all heading to one place.
Pretty remote cold place in China, admittedly,
but to do their cold weather validation.
Domestic capacity has made overseas test tracks
less relevant.
Local facilities cut the costs
and lower the barrier for smaller firms,
while still offering comprehensive testing
and stressing batteries and drivetrains.
The tech under scrutiny is moving just as quickly.
Solid-state batteries that promise a range
of over a thousand kilometers,
where we started on today's podcast,
are undergoing extreme testing right now in places like Heihe.
In a push to close the gap between the lab figures
and the real world.
And that's your podcast for today.
Thanks for listening.
See you on the next one.
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About this episode
Xiaomi sets a new distance record for EVs with its Su7 Max, covering over 4,264 kilometers in 24 hours. Chery aims to launch a solid-state electric vehicle with a claimed range of 1,500 kilometers, while NIO wins a defamation case against influencers, highlighting the challenges of online reputation in the EV market. The episode also discusses the booming used EV market in China, the competitive landscape among manufacturers, and the increasing demand for semiconductor chips as EV technology evolves. Additionally, Heihe emerges as a key location for cold weather EV testing.
