Competition among electric vehicle makers is shifting from visible vehicle features to a deeper variable: how quickly an electric vehicle can be recharged. Recent announcements by Geely and BYD have pushed the ultra-fast charging race into what industry observers describe as a megawatt era, with charging speed emerging as a central selling point for electric vehicle products.
Geely has introduced its new-generation artificial-intelligence charging system, Geely Smart Charging, with single-gun peak charging power of 2.2 megawatts and an AI fast-charging function. BYD has introduced its second-generation blade battery and flash-charging technology and has launched a strategy to build 20,000 flash-charging stations by the end of 2026. The two moves, coming in close succession, show that electric vehicle makers are no longer treating charging merely as a supporting service but as a core part of product competition.
The shift matters for electric vehicle users because charging time directly affects the ownership experience. It also matters for electric vehicle makers because charging networks can influence brand choice, customer retention and the ability to sell electric vehicle models in mainstream price segments. As more electric vehicle models reach comparable levels of space and range, the ability to recharge quickly is becoming a new basis for differentiation.
1. Automakers Move From Vehicle Features to Charging Systems
Geely has positioned its new charging system as a system-level upgrade rather than a single-equipment announcement. The company said its new-generation smart charging stations raise single-gun peak charging power to 2.2 megawatts and include an AI fast-charging function. For electric vehicle users, the significance lies not only in the peak figure but in the possibility of shorter charging stops and more efficient use of charging infrastructure during peak periods.
Geely has already built more than 2,500 charging stations and more than 12,000 charging guns, covering 232 cities. Among them are more than 1,500 ultra-fast charging stations and more than 7,000 fast-charging guns. By the end of 2027, Geely plans to operate more than 22,000 charging stations and more than 100,000 charging guns, including more than 15,000 smart charging stations and more than 50,000 smart charging guns. The network is planned to cover all county-level markets, extending electric vehicle charging services beyond major urban centers.
Geely is also expanding its charging and battery-swap partnerships. On September 28, Geely Holding Group and NIO announced a comprehensive strategic cooperation in charging and battery swapping. Under the agreement, Geely Holding Group will invest in NIO Power with 100 percent equity in Yiyi Interconnection and 640 million yuan in cash. After the transaction, Geely Holding Group will hold 30 percent of NIO Power. Yiyi Interconnection’s commercial-vehicle battery-swap business will be merged into NIO Power, and NIO Power will continue to improve the operation of the commercial-vehicle battery-swap network and support Yiyi Interconnection’s commercial-vehicle business.
The two sides will jointly build unified consumer-facing battery-swap technology and standards. Geely Holding Group will develop consumer-facing battery-swap models, and NIO Power will provide services for those models. The arrangement links electric vehicle charging and battery-swap resources across two major industry players and suggests that future electric vehicle competition will involve not only vehicles but also the interoperability of energy-service networks.
BYD’s approach emphasizes coordination across the entire chain. BYD said its flash-charging technology is not simply about raising the power of a single charging pile. Instead, it is a charging system composed of the battery, the vehicle, the charging terminal and energy storage. This system-level approach is important for electric vehicle safety, battery durability and network efficiency, because high-power charging places demands on every part of the electric vehicle charging process.
With the combination of the second-generation blade battery and flash-charging piles, BYD said an electric vehicle can charge from 10 percent to 70 percent in about five minutes and from 10 percent to 97 percent in about nine minutes. That charging time is close to the time traditionally required to refuel a conventional gasoline vehicle. For electric vehicle adoption, such performance could reduce one of the most persistent barriers: the perception that electric vehicle charging is slower and less convenient than refueling.
BYD has already built 10,000 flash-charging stations covering 332 cities and plans to build 20,000 flash-charging stations in the domestic market by the end of 2026. The combination of vehicle technology, battery technology and station construction shows how electric vehicle makers are trying to control more of the charging experience. Instead of relying entirely on third-party networks, they are building systems that connect electric vehicle products with dedicated infrastructure.
The Geely and BYD announcements also signal a change in the competitive language of the electric vehicle market. Earlier phases of electric vehicle competition focused heavily on battery range, cabin space, smart cockpit features and driver-assistance systems. The new phase places charging speed alongside those factors. For electric vehicle buyers, particularly those without reliable home charging, the speed and availability of public charging can be decisive.
2. The Ultra-Fast Charging Race Expands Across Networks and Battery Suppliers
The race is not limited to Geely and BYD. Several electric vehicle makers have built large charging networks with different geographic and usage priorities. Li Auto has built 4,171 supercharging stations and 22,949 supercharging piles across 293 cities, including 1,368 highway supercharging stations and 2,803 urban supercharging stations. Its network structure shows a clear emphasis on long-distance electric vehicle travel, where highway charging availability is critical.
NIO has laid out 9,166 charging and battery-swap stations, including 4,006 battery-swap stations and 5,160 charging stations. Its total number of charging piles has reached 29,801. NIO continues a charging-and-swapping parallel strategy, with battery-swap stations and charging stations accounting for nearly half of its network each. For electric vehicle users, battery swapping offers an alternative to conventional charging, while charging stations provide broader coverage for different usage scenarios.
XPeng’s self-operated charging stations have reached 3,782, and its self-operated supercharging piles have exceeded 13,600. GAC Energy has built 2,471 self-operated charging stations and 30,835 self-operated charging piles, covering 232 cities. XPeng and GAC Energy place greater emphasis on the density of self-operated piles, which can support brand-specific electric vehicle charging services and improve the user experience for owners of their electric vehicle models.
The following table summarizes the charging network data disclosed by several electric vehicle makers and related networks.
| Company or network | Station and pile data | Coverage and structural focus | Plans or related targets |
|---|---|---|---|
| Geely | More than 2,500 charging stations; more than 12,000 charging guns; more than 1,500 ultra-fast charging stations; more than 7,000 fast-charging guns | 232 cities; smart charging and ultra-fast charging | By end-2027: more than 22,000 charging stations; more than 100,000 charging guns; more than 15,000 smart charging stations; more than 50,000 smart charging guns; all county-level markets |
| BYD | 10,000 flash-charging stations | 332 cities; battery, vehicle, charging terminal and energy storage coordination | 20,000 flash-charging stations in the domestic market by end-2026; 10 percent to 70 percent in about five minutes and 10 percent to 97 percent in about nine minutes with the second-generation blade battery and flash-charging pile |
| Li Auto | 4,171 supercharging stations; 22,949 supercharging piles | 293 cities; 1,368 highway supercharging stations; 2,803 urban supercharging stations | Network structure tilted toward long-distance electric vehicle travel |
| NIO | 9,166 charging and battery-swap stations; 4,006 battery-swap stations; 5,160 charging stations; 29,801 charging piles | Charging and battery swapping in parallel | Battery-swap and charging networks developed together |
| XPeng | 3,782 self-operated charging stations; more than 13,600 self-operated supercharging piles | Emphasis on self-operated pile density | Self-operated charging network expansion |
| GAC Energy | 2,471 self-operated charging stations; 30,835 self-operated charging piles | 232 cities; emphasis on self-operated pile density | Self-operated charging network expansion |
The comparison shows that electric vehicle charging networks are not developing along a single model. Li Auto’s larger share of highway stations reflects a focus on intercity electric vehicle travel. NIO’s combination of battery swapping and charging reflects a dual approach to energy replenishment. XPeng and GAC Energy emphasize self-operated pile density, which can support brand-specific services and user loyalty. Geely and BYD combine vehicle sales, battery technology and charging infrastructure in different ways.
Gao Chengfei, general manager of the IP business department at Tiaoyuan Marketing Consulting, said ultra-fast charging is becoming a new competition dimension in the mainstream price band of 150,000 to 200,000 yuan. In same-price model battles, charging speed has replaced space and range as the core selling point. He said that when one electric vehicle maker pushes flash charging down to 100,000-yuan-class models, other electric vehicle makers that do not follow will see insufficient product momentum.
Battery suppliers are also entering the ultra-fast charging race. Sunwoda Power has released a 15C intelligent flash-charging battery system, referring to a 15-times charge and discharge rate. CATL has accelerated cooperation talks with electric vehicle makers on ultra-fast charging and plans to build 4,000 integrated ultra-fast charging and battery-swap stations by the end of 2026. It also plans to work with electric vehicle makers and energy partners to build an ultra-fast charging and battery-swap sharing network.
The entry of battery suppliers shows that ultra-fast charging is not only a station-building contest. It also depends on electric vehicle battery chemistry, thermal management, safety control and the ability of the grid to handle high-power charging. For electric vehicle makers, the choice of battery partner and charging standard can affect the performance, cost and long-term durability of their electric vehicle products.
Gao Chengfei said the follow-up approaches of different players are diverging. BYD is taking a closed-loop route of full-stack self-development plus self-built networks. Geely is taking a resource-integration route of multi-brand rollout plus integration of third-party charging piles. CATL is choosing a platform route of battery technology output plus an integrated charging and battery-swap network. He said that whoever finds the optimal solution between charging speed and battery life will gain the initiative in the next round of competition.
3. Policy and Standards Push Charging Infrastructure From Scale to Quality
Behind the collective acceleration of electric vehicle makers is a combination of policy support and stronger standards. In October 2025, the National Development and Reform Commission and five other departments jointly issued the Three-Year Doubling Action Plan for Electric Vehicle Charging Facility Service Capacity (2025-2027). The plan set clear targets for expanding electric vehicle charging infrastructure and improving service capacity.
| Policy or standard | Timing | Key provisions and targets |
|---|---|---|
| Three-Year Doubling Action Plan for Electric Vehicle Charging Facility Service Capacity (2025-2027) | Issued in October 2025 by the National Development and Reform Commission and five other departments | By end-2027: 28 million charging facilities; more than 300 million kilowatts of public charging capacity; capacity to meet charging needs of more than 80 million electric vehicles; doubling of charging service capacity |
| Safety Requirements for Power Batteries for Electric Vehicles (GB 38031-2025) and Safety Requirements for Electric Vehicles (GB 18384-2025) | Effective July 1, 2026 | Mandatory national standards with hard test clauses for fast-charging batteries; significantly higher industry access threshold |
The policy targets show that electric vehicle charging infrastructure is being planned as a system that must keep pace with electric vehicle ownership. The goal of 28 million charging facilities by the end of 2027, together with more than 300 million kilowatts of public charging capacity and the ability to meet the charging needs of more than 80 million electric vehicles, points to a doubling of service capacity. For electric vehicle users, this means the policy environment is moving beyond simply counting charging piles toward improving actual service capability.
The two mandatory national standards that took effect on July 1, 2026, add another layer of pressure and opportunity. The Safety Requirements for Power Batteries for Electric Vehicles and the Safety Requirements for Electric Vehicles include hard test clauses for fast-charging batteries. The industry access threshold has been raised significantly. For electric vehicle makers and battery suppliers, ultra-fast charging must be achieved without compromising safety, durability or reliability.
Data from the National Energy Administration for August 2026 illustrates both the scale and the structural change in electric vehicle charging infrastructure. The total number of electric vehicle charging infrastructure guns reached 24.223 million, up 39.6 percent year on year. Public charging guns numbered 5.160 million, up 19.5 percent, with average power per gun of about 50.69 kilowatts. Private charging guns numbered 19.063 million, up 46.3 percent, and private charging facility installed capacity reached 163 million kilovolt-amperes.
| Electric vehicle charging infrastructure metric | August 2026 data | Year-on-year change or related detail |
|---|---|---|
| Total electric vehicle charging infrastructure guns | 24.223 million | Up 39.6 percent |
| Public charging guns | 5.160 million | Up 19.5 percent; average power per gun about 50.69 kilowatts |
| Private charging guns | 19.063 million | Up 46.3 percent; private charging facility installed capacity 163 million kilovolt-amperes |
The data shows that private charging still accounts for a large share of electric vehicle charging infrastructure, while public charging capacity continues to expand. For electric vehicle owners with access to private charging, daily charging may remain convenient. For electric vehicle users who depend on public charging, however, the speed, reliability and location of public charging facilities remain critical. The growth of ultra-fast charging stations is therefore closely tied to the practical experience of electric vehicle ownership in dense urban areas and along highways.
The shift from scale expansion to quality improvement is also visible in the way electric vehicle makers describe their charging investments. They are no longer focusing only on the number of stations. They are also emphasizing peak power, charging time, station layout, battery safety and network operation. This reflects a broader change in the electric vehicle industry: as the number of electric vehicle models increases, the quality of the charging experience becomes a more important part of brand competition.
4. Strategic Routes Diverge as Electric Vehicle Users Demand Faster Charging
The ultra-fast charging race is producing different strategic routes. BYD is building a closed loop that connects electric vehicle batteries, vehicles, charging terminals and energy storage with its own flash-charging network. Geely is combining multi-brand electric vehicle rollouts with the integration of third-party charging piles and a broad smart charging network. CATL is positioning itself as a platform player, supplying battery technology and working with electric vehicle makers and energy partners on integrated charging and battery-swap networks.
| Player | Strategic route in the electric vehicle charging race | Main focus |
|---|---|---|
| BYD | Full-stack self-development plus self-built network; closed-loop route | Coordination of battery, electric vehicle, charging terminal and energy storage; flash-charging stations |
| Geely | Multi-brand rollout plus integration of third-party charging piles; resource-integration route | Smart charging, ultra-fast charging, broad station coverage and partnerships |
| CATL | Battery technology output plus integrated charging and battery-swap network; platform route | Cooperation with electric vehicle makers and energy partners; ultra-fast charging and battery-swap sharing network |
These routes have different implications for electric vehicle users. A closed-loop route can give an electric vehicle maker more control over the charging experience, but it requires heavy investment and disciplined execution. A resource-integration route can expand coverage faster by connecting different charging assets, but it depends on interoperability and consistent service quality. A platform route can spread battery and charging technology across multiple electric vehicle brands, but it requires coordination among automakers, battery suppliers, charging operators and energy partners.
The common challenge is the balance between charging speed and battery life. Higher charging power can shorten waiting time for electric vehicle users, but it can also place greater stress on battery materials, thermal management and safety systems. The new mandatory standards for fast-charging batteries make this challenge more urgent. Electric vehicle makers and battery suppliers must demonstrate that ultra-fast charging does not come at the expense of durability or safety.
Grid load is another constraint. Ultra-fast charging stations with high peak power can place significant demands on local electricity networks. Energy storage, smart scheduling and grid coordination are therefore likely to become more important as electric vehicle charging stations move toward megawatt-level power. The integration of energy storage in BYD’s system-level approach and the AI fast-charging function in Geely’s smart charging system both point in this direction.
Hou Wenjie, secretary-general of an industry think tank, said that as electric vehicle ownership grows rapidly, users are placing higher demands on charging speed. Ultra-fast charging can greatly shorten waiting time and alleviate range anxiety, and it is regarded as an important direction for the industry. The intensive deployment by Geely, BYD and others shows their judgment of this market prospect: in the future, ultra-fast charging is expected to become standard for mid-to-high-end electric vehicles and drive synchronous upgrading of charging piles, power grids and supporting links.
Hou Wenjie also noted that challenges remain. Construction and battery costs are relatively high, and there will be pressure on battery life and grid load. Further technological breakthroughs are still needed. Overall, the ultra-fast charging track will become increasingly busy. For the electric vehicle industry, this means the next phase of competition will involve not only vehicle performance but also infrastructure cost, energy efficiency and long-term service reliability.
5. Outlook: Charging Speed, Battery Life and Grid Capacity Will Shape the Next Round
The ultra-fast charging race is changing the priorities of electric vehicle makers. In the past, electric vehicle competition often centered on range figures and cabin features. Now, charging speed is becoming a core selling point in mainstream price segments. When electric vehicle makers can offer flash charging in lower-priced models, the competitive pressure will spread across the market. Electric vehicle buyers will compare not only how far a vehicle can travel on a full charge but also how quickly it can return to the road.
For electric vehicle makers, the challenge is to turn high peak charging power into a reliable user experience. A headline figure of 2.2 megawatts or a charging time of about five minutes from 10 percent to 70 percent is meaningful only if the electric vehicle, the battery, the charging station and the grid can support it consistently. Station utilization, charging standards, payment systems, maintenance and customer service will all affect whether ultra-fast charging becomes a genuine advantage.
The expansion of charging networks also has implications for electric vehicle adoption in different regions. Geely’s plan to cover all county-level markets by the end of 2027 and BYD’s plan to build 20,000 flash-charging stations in the domestic market by the end of 2026 show that electric vehicle charging infrastructure is moving beyond major cities. Li Auto’s highway station data shows that long-distance electric vehicle travel is also a priority. NIO’s battery-swap network adds another option for electric vehicle users who value speed and flexibility.
Policy and standards will continue to shape the electric vehicle charging market. The Three-Year Doubling Action Plan sets a national target for charging facility service capacity, while the mandatory battery and electric vehicle safety standards raise the technical bar for fast charging. These measures are likely to encourage investment in higher-quality electric vehicle charging infrastructure and to filter out lower-quality equipment and services. For electric vehicle users, the result could be a more reliable and interoperable charging experience.
Battery suppliers will play a central role in the next stage. Sunwoda Power’s 15C intelligent flash-charging battery system and CATL’s plan for 4,000 integrated ultra-fast charging and battery-swap stations by the end of 2026 show that battery companies are moving closer to the charging network. The boundary between electric vehicle manufacturers, battery suppliers and charging operators is becoming less rigid. Cooperation and competition will occur at the same time.
The strategic choices made by Geely, BYD, NIO, Li Auto, XPeng, GAC Energy and battery suppliers will determine how quickly ultra-fast charging becomes a standard feature of the electric vehicle market. The race is not only about who can announce the highest charging power. It is also about who can build a sustainable system that balances charging speed, battery life, grid capacity, cost and user convenience. As the electric vehicle industry enters this new phase, charging speed has become a decisive variable in product planning and infrastructure investment.
The coming years are likely to bring more ultra-fast charging stations, more electric vehicle models designed for high-power charging and more cooperation between automakers, battery suppliers and energy partners. The electric vehicle market will judge those efforts by a simple standard: whether electric vehicle users can charge quickly, safely and conveniently in everyday life. That standard will shape the next round of competition in the electric vehicle industry.