Stella Li summed up BYD’s approach to the global auto industry in one sweeping claim: “We do everything better.” In a recent interview in Shenzhen, BYD’s executive vice president argued that the company delivers on promises from battery technology to autonomous driving, backing them with guarantees competitors won’t match.
Founded 31 years ago with just 20 employees, BYD now employs over a million people, including 120,000 engineers. It has produced 15 million plug-in vehicles, operates factories on six continents and holds more than 65,000 patents. BYD makes about 70% of its own components, builds its own batteries and chips, and supplies parts for Apple’s iPad and a third of the world’s smartphones.
In August 2026, BYD launched a compensation program in China for users of its God’s Eye navigation system, offering financial guarantees to those who follow its usage guidelines.
Tesla’s Model Y remains Europe’s top-selling electric car, but Li says BYD’s strength lies in execution rather than marketing. “We don’t just talk, we deliver,” she says. “When we promise intelligent driving, we guarantee it with insurance. No one else in the industry puts money on the table to back their technology.”
BYD’s ambitions go beyond sales. The company is betting on a future with zero-accident roads powered by advanced autonomous systems. Li says BYD’s hardware is already ready for Level 3 autonomy, and the upcoming Denza Z9GT will launch with the most advanced systems available. The basic obstacle, she says, is regulatory: “Zero accidents also needs government approval to let us go further with Level 3 and Level 4. The more cars we have on the road, the better our data, and the closer we get to that goal.”
BYD plans to install the necessary hardware in its vehicles and activate features through OTA updates once regulations allow. That contrasts with German luxury brands, which have pulled back on Level 3 autonomy due to low demand. “For our customers, it won’t add much cost. They’ll already have experience with the Z9 GT, and when the software is ready, it will improve their driving even more,” Li says.
Industry reports from August 2026 say China is moving to formalize legal responsibility for autonomous driving: proposed amendments to road traffic law would shift liability for accidents involving activated automated driving functions from the driver to the manufacturer or importer. The regulatory shift is expected to accelerate the commercial rollout of Level 3 and Level 4 systems, while increasing compliance costs for automakers.
Geopolitical tensions and rising oil prices have helped BYD. In markets such as Australia and Brazil, sales of BYD’s electric models have tripled in a matter of months as drivers look to save money. “The more people lead our cars, the more they see they can earn more, especially those using them for ride-hailing services like DiDi or Uber. Word spreads quickly in this industry,” Li says.
BYD’s technology lineup is broad. In China, the company introduced the Xuanji A3 chip, a 4nm SoC designed for native Level 3 and 4 autonomous driving. Li says the goal is a smooth user experience: “We want consumers to feel everything is smooth. They shouldn’t need to understand the tech or AI, just what they feel and want. The car should understand them.”
That approach is reflected in features Li says go beyond what rivals offer. BYD vehicles can float in water and maintain control at high speeds after a tire blowout; they also offer fully autonomous parking at the push of a button. The AI responds to voice commands for cabin comfort and can handle food or coffee orders, integrating services in a way Li says American competitors don’t. “In the US, you can’t use voice control to order Starbucks from your car. With BYD, the car works for you.”
The company’s Blade Battery, which promises 1,000 kilometers of range and a full charge in nine minutes, will debut in premium models such as the Yangwang U7 and Denza Z9 before reaching other BYD vehicles. European expansion is accelerating: BYD’s Hungarian plant is increasing production, and the company is open to acquiring or investing in existing European factories.
Li is direct about BYD’s position versus European brands: “I think we’re better. Better in design, better in quality, better in technology.” On hydrogen, she says BYD’s R&D teams have the capability but sees it as a niche rather than a mainstream solution.
BYD has moved from upstart to global heavyweight in a short time. Its investment in R&D, with 120,000 people and 52 patents filed every working day, reflects a strategy built on scale and technical depth. The company’s willingness to guarantee its technology with insurance, its push into Europe and its focus on user experience set it apart from traditional automakers and Silicon Valley newcomers.
