BYD Charges Sub-Brands for Internal Resources as Great Tang’s 9-Minute Charge Fails to Spark Rally
Published on 06/21/2026 at 14:22 | Redaktion boerse-global.de
BYD chief Wang Chuanfu has dismantled the group’s centralised automotive engineering research unit, splitting it into five brand-specific institutes as part of a sweeping cost-control push. The reshuffle turns the Dynasty, Ocean, Denza, Fang Cheng Bao and Yangwang sub-brands into stand-alone profit-and-loss centres, each required to pay internal fees for access to shared corporate resources. Only the ultra-luxury Yangwang label escapes the new charge structure. The central unit retains control over core technologies such as the Blade battery and e?platforms, but the brand institutes gain autonomy over product definition and vehicle planning — a move designed to slim cost structures and curb model cannibalisation.
The organisational overhaul arrives during a brutal sales slump. From January to May 2026, BYD delivered roughly 1.4 million vehicles, a 20% decline year-on-year. May showed a tentative recovery with 383,500 units, but that figure barely exceeded the same month in 2025. Market-share wars across China’s EV and plug-in hybrid sector have become ferocious: new-energy vehicles accounted for a record 62.9% of all new-car registrations in May 2026.
To fight back on the product front, BYD has launched the Great Tang, a fully electric flagship SUV built on a 1,000?volt architecture and equipped with the second-generation Blade battery. Under ideal conditions the powertrain can charge from 10% to 97% in nine minutes, while a five?minute top-up at a megawatt charger delivers 400 kilometres of range. The battery pack holds 130 kWh and the CLTC-rated range reaches 950 kilometres. Pricing starts at around €33,500 in China, rising to roughly €40,000 for the long-range variant. The company is racing to expand its ultrafast network: currently 6,682 stations are live across 321 Chinese cities, and BYD aims to have 20,000 in place by the end of 2026.
Should investors sell immediately? Or is it worth buying BYD?
That technological momentum has done nothing to arrest the share price slide. At €8.90 the stock sits just 0.85% above its 52?week low of €8.82, touched on 18 June. The year?to?date loss stands at roughly 19%, while the twelve?month decline is a punishing 35%. The relative strength index has sunk to 25.6, a level that technically indicates oversold conditions, and the shares now trade nearly 19% below the 200?day moving average of €10.92.
Overseas, the company is pushing ahead with factory construction and distribution deals that could eventually diversify its revenue base. In Brazil, the Camaçari plant has absorbed around 5.5?billion Brazilian reais so far, and BYD expects local value?added to reach 50% by early 2027. A Canadian charging and distribution network is benefiting from a tariff rate of just 6.1%, far lower than the US levy. Vehicle assembly is slated to begin in Szeged, Hungary, in the fourth quarter of 2026. Meanwhile, from 26 June to 5 July, BYD will exhibit the Sealion 6 DM?i plug?in hybrid SUV at the Busan Mobility Show, signalling its push into the South Korean market — a country considered strategically important for long?term growth.
UBS has thrown a contrarian lifeline, raising its price target to HK$135 and maintaining a buy rating. The bank points to rising overseas demand, BYD’s upcoming 4?nanometre in?house chips for autonomous driving and its broader robotics strategy as catalysts that have not yet been priced in. Whether the market will accept that thesis depends largely on how quickly the internal reorganisation translates into lower costs and a recovery in sales volumes. For now, the shares remain glued to their floor.
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