BYD Rebuts Driver-Assist Rumors While Rolling Out Two Very Different Buses

BYD has pushed back against online claims that it halted production of its God's Eye C driver-assistance system and switched solutions for the God's Eye B/C line, insisting that development of the technology remains entirely in-house and that the software will keep receiving updates. The company said it would take legal action over the assertions. Its shares rose 2.3% in the prior session.

A denial, not a launch

The statement is a rebuttal rather than a product announcement, and its significance for investors lies in what it rules out: BYD explicitly rejected the idea that it is abandoning its existing development strategy for the assistance systems. Financial press coverage today also pointed to gains in Hong Kong-listed Chinese automakers amid a broader recovery in the sector, citing the denial as a supporting factor—though no standalone share-price effect can be attributed to the company's clarification.

A political counterweight from Brussels

Running alongside the clarification is a policy risk that Reuters reported yesterday: 14 members of the European Parliament are calling for a security review of BYD vehicles and want the European Commission to examine whether the carmaker should be classified as a high-risk supplier. Such a designation could restrict access to public procurement contracts. For now it remains a request from lawmakers—not an agreed classification, and not a restriction already in force. That distinction matters: a potential risk should not be read as a measure already enacted.

Earnings leave the picture mixed

The operating backdrop offers only limited relief. Net profit for the third quarter of 2026 climbed 28% to 10 billion yuan, according to Reuters, yet the figure fell short of analyst expectations compiled by the news agency. Reuters attributed the miss to intensifying competition in China and in overseas markets, with exports helping to offset weakness at home.

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Two bus debuts, two expansion paths

On the product front, BYD used the Singapore Urban Mobility Week to unveil the B90, an 8.5-metre right-hand-drive electric bus built for Level 4 autonomous driving and shown publicly for the first time worldwide, developed with partner MOGOX. The division of labor is straightforward: BYD supplies the vehicle platform and manufacturing, while MOGOX contributes its MOGO AutoPilot driving system, which relies on cameras and solid-state LiDAR and is tailored to left-hand traffic and international right-hand-drive markets such as Singapore.

MOGOX won the contract for Singapore's first official autonomous bus project at this level and passed the Land Transport Authority's M1 test. That award belongs to MOGOX, however, and should not be equated with a confirmed order for the jointly presented B90. The technology partner brings practical experience to the table: its MOGOBUS vehicles already operate in more than 20 Chinese cities, alongside partnerships with ComfortDelGro Bus in Singapore and with partners in Luxembourg and South Korea. For BYD, the collaboration's value lies in pairing its electric bus platform with the partner's autonomous driving technology—a development milestone rather than proof of broad commercial deployment for the new model.

The same day, at the Euro Bus Expo in Birmingham, BYD presented the C12 DUO electric intercity bus, seating up to 57 passengers with a claimed range of up to 340 miles. It features an LFP Blade battery and DC fast-charging capability, rounding out a display that also included a double-decker and further single-decker models. More than 3,000 electric buses are already in service or slated for introduction in the UK, according to BYD, which offers a standard 15-year warranty on commercial-vehicle batteries.

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What the week actually settles

The two showcases extend BYD's international bus lineup along distinct lines: joint development of autonomous driving tech in Singapore, and a vehicle offering for operators in Britain. For any economic assessment, confirmed orders and real-world deployment will matter more than show-floor premieres. The driver-assist denial, meanwhile, resolves one specific dispute—it clears up neither the competitive pressure nor the European political questions, leaving the recent share recovery sitting alongside a still-demanding business environment rather than in place of one.

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