A potential breakthrough in electric vehicle technology promises to dramatically reduce charging times, perhaps eliminating a major barrier to wider EV adoption. Chinese automaker BYD recently announced its “Super-e” platform capable of accepting charging speeds up to 1,000 kilowatts-rivaling the speed of refueling a gasoline car-and is already deploying supporting infrastructure in China. The technology, alongside similar advancements from battery manufacturer CATL, hinges on innovations in battery cell chemistry and thermal management, positioning China as a key player in the next generation of EV charging.
The automotive industry is abuzz following BYD’s March announcement regarding its Super-e platform, capable of accepting charging speeds of up to 1,000 kilowatts – or one megawatt. This development, if realized, could dramatically reduce electric vehicle charging times, potentially rivaling the refueling speed of gasoline or diesel vehicles. BYD’s advancements come as automakers worldwide race to address range anxiety and improve the convenience of EV ownership.
Ignoring energy loss during the charging process, the Super-e platform could theoretically add over 16 kilowatt-hours of energy per minute. Translated to real-world driving, this means EVs built on the platform could gain enough charge in just five minutes to travel approximately 250 miles, assuming an average energy consumption of around 20 kilowatt-hours per 100 kilometers.
The leap in charging capability is significant when compared to current technology. Even after recent updates, the Porsche Taycan, utilizing an 800-volt electrical system, is capped at a 320-kilowatt charging rate – less than a third of BYD’s potential. Volkswagen and Mercedes-Benz electric vehicles currently top out at 200 kilowatts. While the 1,000-kilowatt rate is initially limited to 20% state of charge (SOC), the Super-e platform maintains impressive performance at higher levels, exceeding 650 kilowatts at 35% SOC and over 400 kilowatts at 63% SOC.
Two Cables for 1,000 Kilowatts
The Super-e platform consists of three key components: the battery, a high-speed charger, and new vehicles capable of accepting this level of power. Alongside the platform announcement, BYD unveiled two models designed for rapid charging: the seven-seat Tang L SUV and the luxury Han L sedan. Both vehicles feature 100 kilowatt-hour batteries and are currently available for order in China. The Han L is priced at approximately $10,000 to $13,000 USD, depending on battery configuration.
BYD also announced plans to deploy over 4,000 1,000-kilowatt charging stations across China, enabling customers to fully utilize the Super-e technology. The first 500 “Megawatt” fast-charging stations were operational as of early April. These stations technically utilize two 500-kilowatt chargers connected simultaneously to the vehicle, requiring the Han L and Tang L to be equipped with dual DC charging connectors. BYD’s charging stations will also incorporate battery storage to operate effectively on lower-capacity power grids.
Further bolstering the advancements in fast-charging technology, CATL, another major battery manufacturer, recently announced its second-generation super-fast charging battery, capable of accepting up to 1,300 kilowatts. According to the company, this allows for a charge from 5% to 70% in under five minutes, with integration into 67 models planned for this year.
Optimized Cells
Achieving such high charging speeds requires overcoming the challenge of heat generation. BYD states that the Super-e platform utilizes a modified version of its existing Blade cells – relatively inexpensive lithium iron phosphate (LFP) batteries that the company has been manufacturing for years. These blade-shaped cells are also supplied to other automakers, including Hyundai, Ford, and Tesla, and are used in the Model Y produced at the Grünheide, Germany factory.
However, the Super-e platform incorporates more than just an improved cooling system. BYD has reduced the internal resistance of the cells by 50%, significantly minimizing heat buildup during charging. Electrical resistance impedes the flow of current, converting energy into heat, and reducing resistance improves efficiency.
The Super-e platform operates at a voltage of 1,000 volts, exceeding the 800-volt systems found in Porsche, Hyundai, and others, and significantly surpassing the more common 400-volt standards still used by many automakers. Heat generation in the battery is primarily determined by current. At a given power level, higher voltage allows for lower current, and therefore less heat. BYD’s battery technology combines efficient cooling with inherently lower heat production than might be expected given the extreme charging speeds.
Further insights into the advancements in BYD’s Blade cells come from recent analysis by battery experts. Joachim Sann of Justus Liebig University and Markus Erdmann, Head of Product Development at Designwerk Technologies AG, suggest that BYD is allowing for higher operating temperatures in its LFP cells. LFP batteries are inherently more thermally stable than nickel-manganese-cobalt (NMC) batteries, which are widely used but more sensitive to heat – with temperatures exceeding 40 degrees Celsius considered critical. BYD, however, allows its LFP cells to operate up to 60 degrees Celsius without degradation.
Coming to Europe
The BYD Han L and Tang L are slated for release in Europe, following an announcement at the IAA Mobility show in Munich in September, where the company stated it plans to establish 200-300 1,000-kilowatt charging pillars by the second half of 2026. Notably, these will utilize a single charging cable, rather than the dual-cable system currently used in China. The core technological breakthrough, however, lies in the battery cells themselves, which can withstand high charging currents even at elevated states of charge.
At a 350-kilowatt High Power Charging (HPC) station – common along highways in Europe – vehicles equipped with these Chinese supercells could maintain near-maximum charging speeds throughout the process. This results in a flat charging curve, remaining at the charger’s upper limit until reaching 70% SOC. Charging providers like Ionity and Tesla are transitioning to 500–600 kilowatt chargers, ideal for batteries capable of accepting this level of power.
Charging speeds of 1,000 kilowatts or higher are most impactful for large, expensive EVs with battery capacities of 100 kilowatt-hours or more. Smaller batteries of the same architecture can handle proportionally lower power levels; for example, a 50 kilowatt-hour battery at the same charging rate would still equate to 500 kilowatts. This would make even an affordable LFP-powered compact car viable for long-distance travel.
Extremely fast charging also addresses a significant challenge: the lack of home charging access for drivers who park on the street. If public charging can be as quick as refueling a gasoline vehicle, the need for a home charging station or dedicated electrical connection diminishes, as most gasoline car owners do not have their own gas pumps in their garages.
Affordable and ultra-fast charging LFP cells are expected to provide a significant boost to EV adoption. These developments also highlight China’s lead in battery technology, while European manufacturers like Northvolt, Varta, and Customcells struggle to compete.
