When BYD Decided to Build a Supercar
BYD is the world’s largest electric vehicle manufacturer by sales volume. The company that most people know for family crossovers and urban hatchbacks did something unexpected in 2023: it built a supercar. Not a “sporty” saloon with a slightly more powerful engine, but a genuine supercar with four independent electric motors, 1,305 horsepower, a carbon fibre body, a jumping suspension, and a price tag half that of the Ferrari SF90 Stradale. That car is the Yangwang U9 — and it is one of the most extraordinary production vehicles ever built.
Yangwang is BYD’s sub-brand for the ultra-premium segment. The name translates from Chinese as “to look upward” or “to aspire to the summit.” The brand’s first car was the U8 — an SUV capable of a tank turn and of floating on water. The second was the U9. And if the U8 already shattered established assumptions about SUVs, the U9 shattered everything we thought we knew about supercars.
This review covers the Yangwang U9 in full: the story behind its creation, the e4 platform technologies, the DiSus-X system, performance figures, records, the Xtreme and Track Edition variants, and why this car matters as a cultural event well beyond China’s borders.
Who Built the Yangwang U9: A World-Class Team
The first thing to understand about the Yangwang U9 is that it is not a car developed by Chinese engineers starting from zero in isolation. It is the product of an international team with an impeccable track record.
The U9’s design was created by Wolfgang Egger — the man who previously served as chief designer at Audi, Lamborghini, and Alfa Romeo. He was responsible for the Lamborghini Gallardo, the first-generation Audi A5, and the Alfa Romeo Giulia. Since 2017 Egger has worked at BYD heading its global design direction — his signature is visible throughout the Ocean lineup and, of course, in the U9.
The e4 platform was created by BYD engineers working alongside specialists from formula racing. DiSus-X — standing for Dynamic Intelligent Suspension System eXtreme — is a proprietary development worked on by a team of former active suspension engineers from McLaren and Lamborghini Urus.
The battery system is a Blade Battery on LFP chemistry from FinDreams, a BYD subsidiary. The same cells used in the flagship Sealion 7 and Tang crossovers, but adapted for racing applications with thermal management capable of sustaining a 100% increase in maximum cooling capacity compared to standard configurations.
Design: Time Gate and a Carbon Body
The Yangwang U9 was created in a proprietary design language called Time Gate — a reference to the idea that the U9 is a car that has outpaced its era.
The silhouette is classic supercar: long bonnet, low stance, a coupe body without B-pillars. Length 4,966 mm, width 2,029 mm, height 1,295 mm. Wheelbase 2,900 mm. It is longer than the Ferrari F8 Tributo and wider than the Lamborghini Huracán. Yet at 1,295 mm tall, the U9 is one of the lowest production electric vehicles in the world.
The entire body is the Super Carbon-Fiber Cabin — a structure made from multiple types of carbon fibre and high-strength composites. Body type: carbon monocoque, as in formula racing cars. Torsional rigidity: 54,425 Nm per degree. For context, the Bugatti Chiron achieves approximately 50,000 Nm per degree. Roof crush resistance: over 11 tonnes on one side — meaning the structure would withstand the weight of several elephants in a rollover.
The doors are butterfly units (also known as lambo doors), opening upward and forward. When open, both door apertures form a single air intake space combining ventilation for the brakes, radiators, and electric motors. The design is considered not only aesthetically but aerodynamically.
Twelve active and passive aerodynamic elements are fitted to the U9. An active rear spoiler, a diffuser, front air channels, and a flat undertray with a carbon tunnel collectively generate significant downforce at high speeds. The drag coefficient is optimised for a supercar, and the active aerodynamics adapt to the driving mode selected.
Five body colours are available: white, black, grey, dark blue, and Phantom Red — an exclusive shade that pays homage to the classic Ferraris. Wheels are 21 inches: 275/35 front and 325/30 rear. The difference in tyre widths is characteristic of a rear-drive performance car where maximum rear tyre width maximises traction.
The e4 Platform: Four Motors, Four Wheels, One Purpose
The heart of the Yangwang U9 is the e4 platform. The “e” stands for electric; the “4” stands for four independent electric motors — one at each wheel. This is a fundamentally different architecture from most electric vehicles, where one or two motors distribute drive through differentials.
In the e4, each motor is controlled independently. This means every wheel can receive precisely the torque it needs at any given moment — regardless of what is happening at the other three. The electronics process thousands of inputs per second and redistribute drive in milliseconds.
Combined output of the four motors is 960 kW, which depending on the conversion standard equates to 1,287 hp (metric) or 1,305 hp. Maximum combined torque: 1,680 Nm. Acceleration 0–100 km/h: 2.36 seconds. Acceleration 0–400 metres (standing quarter mile): 9.78 seconds. Top speed: 309.19 km/h (electronically limited).
The practical consequence of independent per-wheel drive is a set of capabilities found in no other production supercar. The U9 can do three things that look like conjuring tricks but are grounded in precise physics.
First — three-wheel driving. If a wheel suffers a puncture or motor failure, the system disables the damaged motor and redistributes drive to the remaining three. The car continues moving while maintaining directional stability. This could literally save your life on a circuit.
Second — the jump. DiSus-X allows all four wheels to simultaneously leave the ground by several centimetres. It sounds like a circus act, but has a practical application: if an obstacle suddenly appears in the car’s path, the system can jump over it. Maximum suspension travel: 75 mm. Single-axle lift speed: up to 500 mm per second. Instantaneous lifting force: over one tonne.
Third — the dance. The U9 can move all four corners of its body synchronously to music. This looks absurd, but viral videos that have amassed tens of millions of views have made the U9 the most recognisable electric supercar in the world.
The DiSus-X System: A Suspension That Defies Physics
DiSus-X (Dynamic Intelligent Suspension System eXtreme) is the Yangwang U9’s defining technological innovation, the one that makes it a fundamentally different car from all existing supercars.
Conventional active suspensions — whether Lamborghini’s MagneRide, McLaren’s Proactive Chassis Control, or Ferrari’s SSG — operate on the principle of reaction: sensors detect an impact at the wheel and the electronic system adjusts damper stiffness after the impact has already occurred. The response is always retrospective.
DiSus-X operates differently. The system predicts the impact rather than reacting to it. Cameras and radars scan the road surface ahead and adjust suspension settings in advance, before the wheel meets the irregularity. This is called proactive active suspension — and it is what allows the U9 to remain stable even on a single wheel.
The technical parameters of DiSus-X are impressive. Suspension travel: up to 75 mm (versus the 30–40 mm standard for performance cars). Single-axle lift speed: 500 mm per second. Instantaneous lifting force: over one tonne per axle. The system can raise one corner of the body while simultaneously lowering the opposite corner — for optimal weight transfer through corners.
Beyond the jump, DiSus-X manages ride height: adjustable from the standard 120 mm to a maximum 145 mm at speeds up to 70 km/h. On a circuit the system automatically lowers the body to increase downforce. At urban speeds it raises the body to protect against road hazards.
Suspension construction: double wishbone front, multi-link rear. Both circuits are electronically controlled with adaptive dampers and air springs. Progressive steering with a ratio that automatically adjusts based on speed.
Battery and Charging: 500 kW and Dual-Plug Capability
The Yangwang U9’s battery is 83 kWh gross capacity (80 kWh usable) on LFP Blade Battery technology from FinDreams, a BYD subsidiary. Nominal voltage is 630 V, placing the system in the 800-volt architecture category. CLTC range: 465 km, which at real-world WLTP-equivalent conditions translates to approximately 360–390 km in mixed use at a measured pace. Under dynamic driving, energy consumption rises proportionally.
DC fast charging is supported at up to 500 kW — one of the highest figures among any production EV. Charging time from 10 to 80%: approximately 23 minutes. This means that between circuit sessions a meaningful charge can be recovered with minimal downtime.
A unique feature is dual charging: the U9 supports simultaneous connection of two charging cables. Finding a station with this capability outside China is extremely difficult, but in principle it means the charging time could be nearly halved. The charging port is located on the left rear quarter.
Battery thermal management at circuit pace is one of the weaknesses openly acknowledged by test drivers: under aggressive driving at maximum power, the battery heats up and the system temporarily limits output. BYD claims a 100% increase in maximum cooling capacity versus earlier versions, but on a closed circuit without pauses the duration of full power delivery is constrained by thermal limits.
Interior: A Racing Cockpit With Urban Compromises
Inside, the Yangwang U9 greets the driver and sole passenger (the car is strictly two-seat) with an interior executed in the concept of the armoury: everything black, matte, carbon. No superfluous decoration. Every element exists for a specific purpose.
The steering wheel is a rectangular yoke with cropped sides, like those in Formula E or the Tesla Model S Plaid. Touch-sensitive controls on the horizontal spokes. In place of a conventional gear selector, a small console with mode buttons. Pedals: aluminium, motorsport-type.
The infotainment system is DiLink 150, running on a custom 4 nm 5G chip. The platform is specifically optimised for circuit use, with an intelligent racing assistant containing data for nearly 30 Chinese tracks — telemetry, optimal racing lines, sector breakdowns. The central screen is touch-sensitive in portrait orientation. A digital instrument cluster sits directly in front of the driver.
Seats are racing buckets with 14-way adjustment. Seatbelts are multi-point harness-type. Boot volume is 200 litres — enough for a helmet and a small bag. The car uses keyless entry and start throughout.
The audio system is minimalist for a supercar, because DiLink 150 is first and foremost a circuit tool. No panoramic roof, no wood trim, no tri-zone climate control. The U9 does not try to be a luxury limousine — it tries to be the perfect supercar. And in this it is honest.
Records: Nürburgring, 496 km/h, and the Track Edition With 3,019 HP
The Yangwang U9 has already entered the record books several times, each achievement worth examining separately.
In November 2024, a production U9 lapped the Nürburgring Nordschleife in 7 minutes 17.9 seconds — one of the fastest times ever recorded by a production electric vehicle. This is quicker than most exotic combustion-engine supercars and broadly equivalent to the McLaren P1 and Porsche 911 GT2 RS. Subsequently the Xtreme version set a record of 6 minutes 59.157 seconds — the first electric vehicle to break the seven-minute barrier on this circuit.
As part of the U9 Xtreme programme, a speed of 496.22 km/h was achieved on a specially prepared car. This result briefly appeared in lists of the world’s fastest production cars before the FIA excluded it on methodological grounds — the measurement was taken in one direction only, rather than as the average of two runs. Nevertheless, the fact that an electric vehicle reached nearly 500 km/h is an extraordinary technical achievement.
In August 2025, China’s Ministry of Industry and Information Technology published the technical specifications of the U9 Track Edition — a variant intended for circuit competition. Four TZ240XYA motors at 555 kW each deliver a combined output of 2,220 kW, or 3,019 metric horsepower. Top speed: 350 km/h. This makes the U9 Track Edition more powerful than the Koenigsegg Gemera (2,300 hp), Rimac Nevera R (2,107 hp), and Lotus Evija (1,972 hp). Production is limited to 30 units at an estimated price of $500,000–700,000.
The standing quarter-mile record deserves separate mention: 0–400 metres in 9.78 seconds. For an electric vehicle weighing 2,475 kg, this is an exceptional result, approaching the figures of Bugatti and Rimac hypercars.
Yangwang U9 — Full Technical Specifications
| Specification | Yangwang U9 (production version) |
|---|---|
| Body type | Two-door coupe, 2 seats, carbon monocoque |
| Power (4 motors combined) | 960 kW / 1,305 hp / 1,287 bhp |
| Torque | 1,680 Nm |
| Drive | AWD — one motor per wheel (e4 platform) |
| 0–100 km/h | 2.36 seconds |
| 0–200 km/h | ~7 seconds |
| Standing quarter mile (0–400 m) | 9.78 seconds |
| Top speed | 309.19 km/h |
| Battery | 83 kWh (80 kWh usable), LFP Blade Battery |
| Battery architecture | 630 V (800-volt class) |
| Range (CLTC) | 465 km |
| Energy consumption (CLTC) | 17.2 kWh/100 km |
| Maximum DC charging power | 500 kW (dual-plug capability) |
| Charging time 10–80% | ~23 minutes |
| Kerb weight | 2,475 kg |
| Length / width / height | 4,966 / 2,029 / 1,295 mm |
| Wheelbase | 2,900 mm |
| Suspension | Double wishbone / multi-link, DiSus-X |
| DiSus-X suspension travel | up to 75 mm |
| Torsional rigidity | 54,425 Nm per degree |
| Boot volume | 200 litres |
| Nürburgring (production version) | 7 min 17.9 sec |
| Nürburgring (Xtreme version) | 6 min 59.157 sec |
| Price (China, from) | 1.68 million CNY (~€215,000 / ~$233,000) |
Comparison With Rivals: Ferrari, Lamborghini, Rimac, Porsche
The Yangwang U9 competes with what is known as the first tier of supercars — vehicles producing 1,000+ horsepower with 0–100 km/h times in the 2–3 second bracket. The comparison is honest and speaks for itself.
| Model | Power | 0–100 km/h | Top speed | Price (from) |
|---|---|---|---|---|
| Yangwang U9 | 1,305 hp | 2.36 sec | 309 km/h | ~€215,000 |
| Rimac Nevera | 1,914 hp | 1.97 sec | 412 km/h | from €2,000,000 |
| Ferrari SF90 Stradale | 1,000 hp | 2.5 sec | 340 km/h | from €450,000 |
| Lamborghini Revuelto | 1,001 hp | 2.5 sec | 350 km/h | from €500,000 |
| Porsche Taycan Turbo GT | 1,108 hp | 2.2 sec | 305 km/h | from €200,000 |
| Tesla Model S Plaid | 1,020 hp | 2.1 sec | 322 km/h | from €110,000 |
The conclusions are clear. In terms of dynamics, the U9 is in direct competition with the Ferrari SF90 and Lamborghini Revuelto, trailing only the Rimac Nevera and Tesla Plaid in acceleration time. On price, the U9 is half the cost of Ferrari and Lamborghini, and a quarter of the Rimac. But the U9 has technologies that none of the above possess: the jumping DiSus-X suspension, independent per-wheel drive, 500 kW charging, and the ability to continue moving on three motors following a failure. On the combined measure of price, technology, and uniqueness, the U9 has no direct equivalent.
Honest Weaknesses: A Clear-Eyed Assessment
The Yangwang U9 is a remarkable car but not a perfect one. An honest review requires listing its shortcomings.
A kerb weight of 2,475 kg is the sharpest point of criticism. This is nearly double that of a Porsche 911 (approximately 1,480 kg). Even with 1,305 hp, such mass means higher loads on tyres and brakes through corners, and no algorithm can defeat the physics of inertia. The Rimac Nevera at 2,150 kg is also heavy, and on circuit courses this is felt. The U9 is a straight-line monster; on twisty circuits it demands a driver experienced in managing a heavy car.
The battery’s thermal ceiling under circuit driving causes the system to limit power output when it overheats. Over three or four consecutive full laps of the Nürburgring, the car begins to run out of thermal headroom. This is precisely why the Track Edition features a substantially redesigned thermal system.
The 465 km CLTC range (realistically 360–390 km) is respectable for a supercar but requires planning on longer journeys. The charging infrastructure outside China limits access to 500 kW charging in practice.
Availability. At the time of writing, the Yangwang U9 is officially sold only in China. European sales have not been announced, though the Yangwang U8 has begun expansion into the UAE and Hong Kong. For Moldovan buyers the car is available only through parallel import, with the associated complications of certification and warranty service.
The interior at €215,000 reads as minimalist: a Porsche Taycan or Ferrari 296 GTB offer richer materials and greater personalisation options. The U9 consciously chooses function over luxury — but this will not suit every buyer at this price point.
Yangwang U9 Xtreme: When 1,305 HP Was Not Enough
In September 2025, Yangwang unveiled the U9 Xtreme — a limited series of 30 units created for record hunters and collectors. Estimated price: $500,000 to $700,000.
The U9 Xtreme is the result of direct involvement by the factory racing team in its development. The aerodynamics were reworked: a new active front splitter, an extended rear diffuser, and a revised profile for the side air intakes. Weight was reduced by removing most road equipment. Tyres are special Michelin Pilot Sport GT units developed jointly with Yangwang.
It was the U9 Xtreme that set the Nürburgring record of 6:59.157 and reached 496.22 km/h. Although the speed record was excluded from FIA official lists due to methodology (one-directional measurement rather than the average of two runs), the achievement itself remains fact: an electric vehicle accelerated to within 4 km/h of 500 km/h.
Among the 30 Xtreme buyers are primarily collectors and investors: the limited production of a documented record holder makes the car an asset that, according to several analysts, can only appreciate in value.
Cultural Context: Why the U9 Matters to the Whole World
The Yangwang U9 is not simply a fast car. It is a manifesto that China is no longer copying — China is innovating. And it is doing so in the most demanding segment, where reputation is built over decades: the supercar segment.
Before the U9, “Chinese supercar” was an oxymoron. Supercar buyers are people for whom a brand’s history, Italian passion, German engineering, or British aristocracy are part of the purchase. BYD entered this world not with heritage but with technology: DiSus-X does not exist in any Ferrari. The e4 with independent per-wheel drive exists in no Lamborghini. Five-hundred-kilowatt charging exists nowhere outside China.
Viral videos of the U9 dancing and jumping have been viewed hundreds of millions of times worldwide. This car has become a symbol of a new chapter in the global automotive industry — a chapter in which the technological leader does not necessarily reside in Stuttgart, Maranello, or Wolfsburg.
For Moldova, positioned at the centre of the European automotive market, the U9 matters as an indicator: the Chinese brands already sold here — BYD, XPeng, Deepal — use the technologies and engineering of the same ecosystem that produced this supercar. Dealers sell crossovers, but behind them stands the same engineering expertise that allowed a car to be built which outran Ferrari around the Nürburgring.
Who the Yangwang U9 Is For
The Yangwang U9 is a niche product for a very specific audience, and that is honest. Here is who that buyer is.
The exotic collector who already has Ferrari, Lamborghini, or McLaren in the garage. The U9 adds “the first Chinese supercar,” “the car with the jumping suspension,” and “the Nürburgring record holder” — three unique stories in a single vehicle. The entrepreneur or business owner for whom the car is a public statement. The U9 produces a wow factor an order of magnitude beyond any European supercar at the same price, because it is — unexpected. The technology enthusiast for whom the number of TOPS and charging speed matter more than brand heritage. The investor: limited production, documented records, and uniqueness are the components of an asset that appreciates.
The U9 is NOT right for anyone looking for a practical daily car — a two-seat coupe with 200 litres of boot space and a minimalist interior demands a second car for everyday life. It is not right for those who value European service standards and familiar warranty terms — in Moldova and the region this would be a serious challenge with a parallel import. It is not right for those who want “quiet luxury” — the U9 attracts attention everywhere, always, without fail.
The Yangwang U9 in Moldova: Is It Realistic
There are no official Yangwang U9 sales in Moldova — the model is not exported from China in volume. The only realistic path is parallel import through specialist brokers who work with the Chinese market. The total cost accounting for logistics, customs duties, VAT, and broker fees could exceed 300,000 euros.
Warranty service for such an import is the primary challenge. BYD (and therefore Yangwang) is actively expanding its official European presence, but as of 2026 there is no authorised U9 service in Moldova. Any work would require specialist workshops familiar with 630-volt high-voltage systems and DiSus-X — an unusual request even for experienced EV service centres.
Nevertheless, the car has already appeared on Moldovan and Romanian classified platforms — as offers from private individuals wishing to sell Chinese exotic vehicles through intermediaries. If you are seriously considering the U9, a consultation with an experienced import broker and a pre-arranged agreement with a qualified service centre are essential.
RentCarMoldova.md monitors the development of the electric supercar and premium EV market in the region. If you want advice on choosing an exotic or flagship electric vehicle for your budget, contact us through the feedback form on the site.
Frequently Asked Questions About the Yangwang U9
What does the name Yangwang mean?
Yangwang (仰望) translates from Chinese as “to look upward” or “to aspire to the summit.” It is BYD’s sub-brand for the ultra-premium and exotic segment. Two vehicles have been produced under the Yangwang marque: the U8 (an EREV SUV) and the U9 (a BEV supercar).
How does the Xtreme version differ from the production U9?
The U9 Xtreme is a special limited series of 30 units with reworked aerodynamics, special Michelin tyres, reduced weight, and DiSus-X settings optimised for circuit driving. It was the Xtreme that set the Nürburgring record of 6:59 and reached 496.22 km/h. Price: $500,000 to $700,000.
What is the U9 Track Edition?
The U9 Track Edition is a racing variant registered with China’s MIIT in August 2025, with four motors of 555 kW each (combined 2,220 kW / 3,019 hp) and a top speed of 350 km/h. It is a closed-circuit racing car not intended for use on public roads. No launch date or price has been officially announced.
How does the jump function work?
The DiSus-X system actuates all four active dampers simultaneously at a maximum speed of 500 mm per second per axle, creating an instantaneous lifting force of over one tonne. In jump mode all four wheels synchronously push the car upward, briefly lifting it off the ground. In an emergency situation this can help clear an unexpected obstacle.
Why does the U9 weigh 2,475 kg — is that not too much for a supercar?
Yes, 2,475 kg is substantially more than traditional combustion-engine supercars. The reason is the battery (83 kWh weighs several hundred kilograms) plus four motors and the DiSus-X components. The U9 compensates through immense power and unique technologies, but on twisty circuits with high lateral loads a heavy car objectively trails lighter rivals. This is an honest limitation of current battery technology.
When will the U9 be available in official European sales?
As of the time of publication (2026) there is no official date for European sales of the Yangwang U9. The Yangwang U8 has begun sales in the UAE and Hong Kong — two markets without import restrictions on Chinese cars. The European market is being considered strategically, but the EU’s substantial duties on Chinese electric vehicles and homologation procedures create significant barriers.
Is it true that the U9 can drive on three wheels?
Yes. Thanks to independent per-wheel drive, the system can disable one motor upon its failure and redistribute drive to the remaining three. Yangwang has demonstrated this capability publicly: the car drives confidently in a straight line and executes turns even with one wheel fully raised. This is a genuine safety function, not a marketing stunt.
Conclusion: The Most Important Supercar of the Decade
The Yangwang U9 is not the best supercar in the world by the aggregate of consumer qualities. The Rimac Nevera is faster, the Porsche Taycan is more practical, the Ferrari is more emotional. But the U9 is the most important supercar of the past decade precisely because it exists.
A company founded in 1994 as a manufacturer of mobile phone batteries has in 30 years become the world’s largest seller of electric vehicles, built a supercar that outran Ferrari at the Nürburgring, reached 496 km/h, and created active suspension technology that no European manufacturer possesses. At a price half that of Ferrari.
For those who want the wow factor — and not merely the thrill of speed but the idea that the automotive world has changed irreversibly — the Yangwang U9 is precisely the car that embodies that wow.
Want to learn more about premium and exotic electric vehicles available for rental or purchase in Moldova? Contact the RentCarMoldova.md team — we track the market and will help you find the car that makes exactly the impression you are looking for.