China: Megawatt Visions Collide with Real-World Constraints

In this edition of China EV Pulse, I’m diving into a few stories that show just how dynamic — and at times, unpredictable — the rollout of Chinese EV players in Europe has become. From Denza's bold premium debut in Milan, aiming straight for Porsche territory, to Stellantis quietly halting production of the Leapmotor T03 in Poland, the momentum is real — but so are the roadblocks.

Meanwhile, the race for ultra-fast charging is heating up. BYD’s megawatt charging demo turned heads, and rivals like Huawei and Zeekr are rushing to keep up. But beyond the impressive specs, a key question remains: how much of this tech will actually reach everyday EV users anytime soon?

There’s no doubt the ambition is there. But these stories remind us that brand equity, local politics, and infrastructure challenges can be just as decisive as battery range or acceleration times.

Let’s dig in.

Sebastian

Table of Contents

• Denza Lands in Europe—But Can You Sell Luxury With …

• Leapmotor T03: From fast start to full stop in Eur …

• Megawatt Charging: impressive specs, limited impac …

Denza Lands in Europe—But Can You Sell Luxury Without a Legacy?

While most Chinese EV brands take a cautious, step-by-step approach to Europe, BYD goes all-in with Denza. Launched during Milan’s Brera Design Week, Denza enters the premium segment with confidence—and a clear target: Porsche. The new Z9 GT leads the charge, with both full-electric and advanced plug-in hybrid versions based on BYD’s bespoke e3 platform. A second model, the D9 luxury van, adds breadth to the launch lineup.

Denza’s message is clear: “Technology drives elegance.” The brand merges European-inspired design—under the direction of Wolfgang Egger—with BYD’s vast EV expertise and advanced features like steer-by-wire, crab-walk mode, and CTB battery integration. While exact market rollout dates remain unclear, Denza is expected to tap into BYD’s existing retail network, skipping the early struggles most newcomers face.

Denza is still a relatively young brand—yet in 2024 it already accounted for just over three percent of BYD’s total global sales, which topped 4.3 million vehicles. That may sound modest, but it highlights Denza’s strategic importance in the premium space, where margins and brand image matter more than volume. The Denza D9, in particular, has been a strong performer in China, topping the local MPV charts and surpassing models like the Toyota Sienna.

And here's where I see both the opportunity and the challenge: the Z9 GT certainly looks like a premium product and can compete with established brands on tech and specs. Yet, it's still missing one crucial asset—brand equity. European customers don’t know Denza. Trust isn’t built overnight, and without a recognizable badge, even an impressive spec sheet may not be enough to win over a Porsche Taycan buyer.

BYD has the scale, resources, and now, growing recognition in Europe. It should use that to Denza’s advantage. This brand won’t succeed by standing alone but by building on BYD’s credibility while carving out its unique identity. And while pricing hasn't been revealed, if it mirrors German premium levels too closely, the question for many buyers will remain: why not just buy the Porsche?

Leapmotor T03: From fast start to full stop in Europe?

Just nine months after launching assembly of the Leapmotor T03 in Poland, Stellantis has hit the brakes. Production of the budget-friendly city EV at the Tychy plant ended abruptly on March 30, confirmed by Stellantis without a clear explanation. Officially, the group says it remains committed to bringing Leapmotor to Europe and is exploring alternative production options. But behind the scenes, the strategy appears to be shifting.

The T03, a compact EV offered for as little as €89 per month via leasing deals, had started gaining traction with price-conscious customers. German dealers like the Bleker Group reported growing demand, despite the razor-thin margins. “It’s not about profit—it’s about meeting Stellantis’ EV quota,” one dealer said. Missing the quota would mean losing out on group-wide bonuses, which makes the T03’s availability crucial for retail partners.

So why stop now? Insiders suggest the move is politically motivated. China's government has reportedly advised domestic automakers to hold off on direct investments in EU countries that supported new tariffs on Chinese EVs. Poland—where the T03 was assembled from CKD kits shipped from China—was among those voting in favor of tariffs of up to 45 percent. Spain, by contrast, remained neutral. It now emerges as a likely alternative for Leapmotor’s next model: the B10, a larger crossover EV, with local media hinting at production starting in Zaragoza as early as Q1 2026.

The T03 might not return to Europe in its current form. Sources close to the matter say Stellantis and Leapmotor are focusing on next-gen models, including a revamped A-series that could replace the T03 entirely. These future vehicles may be produced outside China to better navigate trade dynamics—and perhaps even to regain control over quality and cost.

What started as a clever workaround—assembling Chinese EVs in Europe to sidestep import duties—has turned into a case study in geopolitics. EV production is no longer just about price, tech, or consumer demand. It’s about tariffs, alliances, and government signals.

Two weeks ago, I spoke with Martin Resch, who oversees Leapmotor’s German market entry. Even then, the shift in strategy toward the upcoming Leapmotor C10—offered both as a BEV and with a range extender—was already visible. But the abrupt sidelining of the T03 didn’t seem to be on the table yet, at least not officially.

Resch’s comments reflected a cautious, adaptive approach:

When asked whether local assembly in Poland helped maintain a sustainable price point for the T03, his answer hinted at pressure on margins:

Now that the T03 appears to be quietly retired, it’s fair to question whether that mix ever really added up. The model may have been a means to an end—helping Stellantis meet EV quotas and win attention in the low-cost space.

But in the long run, it looks like Leapmotor’s European story will be written by more sophisticated, and likely more expensive, models.

Megawatt Charging: impressive specs, limited impact (for now)

The headlines sound futuristic: BYD’s new “megawatt flash charging” promises up to 1000kW via a single connector — or 1360kW with dual connectors. Zeekr counters with 1200kW, Huawei teases 1.5MW. The race to extreme charging speeds is clearly on. But here’s the question: who really needs this right now?

While these announcements showcase technological muscle, the practical reality for most EV drivers remains far more grounded. Even today, most ultra-fast chargers deliver well below their peak rates. EVs advertised as “15-minute charge to 80%” often need twice that— 30 minutes or more in daily use.

There are good reasons why theory rarely matches practice. Hitting 1MW charging speeds requires sustaining 1000V and 1000A simultaneously—something that’s nearly impossible under real-world conditions. Battery platforms, vehicle temperature, voltage ramp-up profiles, and end-of-charge trickle phases all slow things down.

Beyond physics, there’s economics. These megawatt-level stations require expensive liquid-cooled charging systems, often costing 3–5 times more than air-cooled ones. Maintenance is higher too, with regular coolant replacement. So even if you could technically charge in minutes, you still need to find such a charger — and that’s a challenge in itself.

BYD’s solution? Flash charging stations with built-in energy storage: 1.5 MWh battery packs preloaded with off-peak electricity. Smart energy management adjusts power output to protect the grid and avoid overload. But again — once that energy’s spent, the next car gets regular-speed charging. It’s a clever workaround, but not a silver bullet.

And maybe that’s the point. Megawatt charging is perfect for certain use cases — highways, logistics hubs, or refueling-style locations. But for most drivers, reliability, price, and coverage still matter more than a few extra kilowatts. As one industry insider recently said to me: “Fast is sexy, but available is essential.”

With BYD pledging to open its flash charging tech to the wider industry, a new chapter in EV infrastructure might be starting. But we’re still in the prologue — most of us just want a charger that works, where we actually need it.

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_{Sources: Denza - Information per Mail / Elektroauto-News - Stellantis stoppt Bau des Leapmotor T03 in Polen / Automobilwoche - Stellantis stoppt überraschend europäische Produktion des Leapmotor T03 / 36.kr - 兆瓦闪充都来了，为啥我充电永远要一小时？}