BYD is launching its next-gen Blade EV battery – more range and even lower cost

Battery tech and energy density

• BYD’s “next-gen” Blade battery is still LFP chemistry; “next-gen” refers to improved metrics (e.g., pack-level energy density claimed to rise from ~150 Wh/kg to ~190 Wh/kg), not a new chemistry.
• Several comments compare this to Tesla’s 4680 cells, noting:
  • 4680 uses higher-energy NCM/NCA chemistries; higher cell-level Wh/kg is expected.
  • BYD’s quoted figures are at pack level; Tesla’s quoted densities are often cell-level, so direct comparison is misleading.
• LFP is characterized as lower energy density but safer, cheaper, and longer-lived than NCM/NCA, making it attractive for lower-cost or lower-range EVs and stationary storage.
• Some anticipate further gains from silicon anodes, which might add ~20% capacity, but this remains speculative in the thread.

Recycling, second life, and circular economy

• Multiple comments discuss “battery passports” and traceability to enable second-life use (e.g., stationary storage).
• Concern is raised about planned obsolescence and whether chemistries are optimized for reuse; others think regulation (especially in the EU) will push toward reusability.
• Battery recycling is contrasted with plastics:
  • Plastics recycling is cited as a cautionary tale of overpromised “infinite recyclability.”
  • Batteries are argued to be more economically recyclable due to higher-value materials and easier recovery.
• Lead-acid batteries are repeatedly cited as a successful (>90%–99%) recycling model, though some posters are skeptical of the exact figure and of industry-provided statistics.
• Current Li-ion recycling is mostly post-industrial; post-consumer volumes are still low because EV packs last long and are often reused.

Cost, tariffs, and global competition

• BYD and other Chinese EVs are noted as dramatically cheaper than many Western EVs, though some insist the very low-priced models are smaller, lower-spec, and need upgrades for US/EU safety rules.
• Tariffs on Chinese EVs are debated:
  • Supporters argue they protect domestic industry, higher labor and safety standards, and reduce strategic dependence on Chinese supply chains.
  • Opponents see tariffs as protectionism that keeps prices high for consumers and shelters under-competitive incumbents.
• EU and German automakers are said to be wary of tariffs because of potential Chinese retaliation and because many already partner with Chinese manufacturers.

Ethical and geopolitical concerns

• Several comments link buying BYD/Chinese EVs with supporting:
  • Chinese state industrial policy, alleged subsidies, and attempts to undercut Western automakers.
  • Broader Chinese government actions (e.g., support for Russia, human-rights concerns).
• Others counter that:
  • Western governments also engage in controversial foreign policy and exploitative practices; choosing “ethical” consumption is not straightforward.
  • A better response is to rebuild local manufacturing competitiveness rather than rely on moral boycotts.
• Some individuals say they avoid new Chinese products entirely, accepting worse or older tech; others argue this is nearly impossible given globalized electronics manufacturing.

Range claims and testing cycles

• BYD’s claimed ranges (e.g., 1,000 km CLTC for BEVs, ~2,000 km CLTC for PHEVs) are greeted with both excitement and skepticism.
• Commenters note:
  • CLTC is viewed as an optimistic Chinese test cycle and likely overstates real-world range relative to EPA numbers, especially in cold weather.
  • The 2,000 km figure specifically refers to plug-in hybrid range (battery + fuel), not pure electric.
• Some argue such extreme ranges are unnecessary for typical daily driving, and that range anxiety is often irrational once charging infrastructure is adequate.

Second-hand EV market and affordability

• There is concern that without a robust used EV market, many people will be priced out of electrification.
• Early signs:
  • Used Teslas and other lease-return EVs are already appearing; their batteries are generally still healthy and often come with warranties.
  • Older low-range EVs (e.g., early Leafs) can be cheap but with limited practical range.
• One view holds that EV resale prices may never drop below the residual value of their battery packs, creating a floor under used prices.
• Others note that EVs have fewer moving parts and may need less maintenance than old ICE cars, partially offsetting higher purchase prices, though expensive out-of-warranty repairs (especially full pack replacement) remain a worry.

Design, UX, and service

• Some prefer BYD interiors (with conventional driver displays and physical controls) over minimalist, screen-centric designs.
• Others praise centrally mounted touchscreens as cheaper and simpler than many physical switches, but safety bodies in Europe are reportedly pushing for more physical buttons again.
• Tesla vehicles are praised for driving experience but criticized for poor service; this makes some owners consider switching to BYD or other brands.