The spy shots, published on Weibo by the blogger Wu Ying and picked up by CnEVPost, show a boxy, heavily taped prototype with roof-mounted LiDAR, a long bonnet and a long wheelbase. Some commenters speculate about coach doors. All of it is speculation, not specification — Yangwang general manager Hu Xiaoqing has said publicly only that each model in the range should carry distinctive character and forward-looking tech.
What is not speculation: the price bracket, if the 2 million yuan estimate holds, and the fact that the whole Yangwang brand sold 442 cars in August.
Our maths: 363,636 yuan per metre
Take the estimate at face value. Two million yuan over 5.5 metres of car gives 363,636 yuan per metre — about $53,900, or €46,000 for every 100 cm of bodywork. That is the kind of number that sounds absurd until you remember the intended rival is the Mercedes-Maybach S-Class, which occupies a similar footprint and a similar price universe.
Within the Yangwang range itself, the gap is striking. The U7 sedan starts at 658,000 yuan; the new executive model would sit at 3.04× that figure. The four-seat U8L Dingcang Edition, launched on 5 August, starts at 1,458,000 yuan. And the U9 Xtreme supercar, shown in Beijing, is priced above 20 million yuan ($2.9 million). Yangwang is not building a product hierarchy so much as a price ladder with rungs missing.
What that price becomes in Europe
Here is the illustrative maths, and it is illustrative only, because Yangwang currently has no EU retail channel and BYD's European range sits in a completely different price universe.
$296,440 ÷ 1.17 = €253,000. Add the EU's 10% standard import duty and BYD's 17% countervailing duty, and you are at roughly €321,000. Apply Czech VAT of 21% on top and the showroom number lands near €389,000. Whether that is absurd or simply Maybach-adjacent depends on how you feel about badge equity, and Yangwang has not yet earned much of it outside China. For comparison, our EV catalog tracks 67 models with full European specifications — and not one of them is anywhere near six figures.
Charging claims deserve a C-rate
One detail in the spy shots matters more than the silhouette: the prototype was parked at a BYD flash charging station, which points to the second-generation Blade Battery and BYD's flash-charging architecture. Peak kilowatts read well in a headline and poorly in a charging curve.
That is exactly the trap we flagged when Geely claimed 10–70% in 4.5 minutes at 2,250 kW — our maths read 8C, not the 12C implied by the press material. And again when Geely said it would unveil 2.2 MW charging on 23 September. A 1,000 kW peak on a 150 kWh pack is roughly 6.7C, sustainable for a matter of seconds, not minutes. Judge these cars on the 10–80% average, not the peak.
The European charging side of the same equation is easier to check. Our supercharger price database tracks 483 locations across Europe, and the €/kWh numbers there are what actually land on your bank statement. If you want to know what a car like this would cost to run rather than to buy, our charging cost calculator does that in seconds.
Cost per 100 km: the only place this car looks cheap
Assume a large, heavy, 5.5 m electric limousine consumes about 25 kWh/100 km in real use, and that Chinese public DC charging runs around 1.2 yuan/kWh. That is 30 yuan per 100 km — roughly $4.45, or €3.80. A V8 luxury sedan at 12 l/100 km with 95 RON at about 8 yuan/litre burns 96 yuan per 100 km, so the ratio is roughly 3.2:1 in favour of electrons. Both prices move with the market; the ratio does not.
The range picture is murkier. The U7's battery-electric version claims 1,006 km CLTC. CLTC typically flatters WLTP by 15–25%, which puts it at roughly 760–850 km WLTP — the same conversion we applied when Toyota's bZ3X arrived with a 610 km CLTC claim. Knock off another 20–30% for a winter motorway run at 120 km/h and you are in the 530–680 km region. You can run your own numbers in our real-world range calculator, which is built on Bjørn Nyland's measurements rather than brochure figures.
The volume problem under the price tag
Yangwang sold 442 vehicles in August — up 9.14% year-on-year, down 8.87% month-on-month. The split: 233 U8, 205 U7, 4 U9. Cumulative volume for the first eight months of 2026 was 2,899 units, an average of 362 cars a month across the whole brand.
Divide that 442 across three nameplates and you get roughly 147 cars per model per month. Add a fourth, priced above 2 million yuan, and the realistic target is double-digit monthly volume. Halo cars are not supposed to sell in bulk — the U9's four units in August are the point, not the failure. But a halo car at 3× the price of the brand's volume sedan has to justify itself with technology that filters down, not with units moved.
The prototype is said to be near production. Yangwang has confirmed nothing about the name, the launch window or whether the 2 million yuan figure reflects a top trim or the base car. Those are the numbers worth waiting for — and, given the brand's current European absence, they will stay a Chinese-market story for the foreseeable future.
Source: https://cnevpost.com/2026/09/23/spy-shots-byd-yangwang-executive-sedan/
