BYD’s Pingshan Closed-Door Briefing Resets the 2026 Roadmap: DM-i 6.0, Xuanji A3 4 nm Chip, Semi-Solid Blade and a 20,000-Stall Megawatt Network

On June 9, 2026, BYD chairman Wang Chuanfu walked roughly a thousand invited shareholders, analysts and supplier partners through what amounts to the most aggressive single-event technology refresh the Chinese automaker has ever staged. The Pingshan headquarters briefing was deliberately closed-door: no consumer livestream, no embargoed product reveal, but four interlocking strategic shifts that together describe how China’s largest NEV maker plans to defend its volume lead through 2027.

The four pillars are the sixth-generation DM-i hybrid powertrain, an in-house 4 nm Xuanji A3 ADAS compute chip, a second-generation semi-solid Blade battery with megawatt-class flash charging, and a 20,000-stall national megawatt charging network — all backed by a guided 2026 production target now reset to 5.5 million units.

DM-i 6.0 and the Xuanji A3 Chip

DM-i 6.0 is positioned as a ground-up architecture rewrite rather than a 5.0 facelift. BYD says depleted-battery fuel consumption on next-generation 10–30-RMB-wan models will land in the 2 L/100 km range, plug-in pure-electric range will exceed 400 km on the long-range trim, and combined range with a full tank will exceed 2,000 km. Cold-weather degradation is held within 15 percent. First DM-i 6.0 cars launch in the second half of 2026 across Dynasty and Ocean Network.

The Xuanji A3 ADAS chip is BYD’s first SoC built on a 4 nm process node, rated above 700 TOPS single-chip and targeting more than 2,100 TOPS in BYD’s reference triple-chip layout. That puts the architecture squarely in the same compute neighborhood as Li Auto’s Mach M100 and Huawei’s Ascend stack, and it is the cornerstone of pushing God’s Eye 5.0 into mass-market trims at 100,000 RMB and below.

Semi-Solid Blade, Megawatt Network and the 5.5-Million-Unit Target

The second-generation semi-solid Blade is BYD’s most consequential cell-level upgrade since the original 2020 launch. Cell energy density rises about 50 percent, packaged CLTC range reaches 1,200 km, and the cell supports megawatt-class peak charging. BYD demonstrated nail-penetration and high-temperature thermal-runaway tests on stage, claiming a 10x lower fire risk than mainstream liquid lithium-ion. First fitments are expected on Yangwang and Han EV flagships in 2027.

The 20,000-stall megawatt flash-charge network is the customer-facing backbone of all of the above. Each stall is rated at 1 MW peak with a paired 1 MW battery buffer to soften grid load, and BYD has committed to opening the network to all 800 V and 1,000 V capable EVs once the CCS-2 China and ChaoJi 2.0 dual-handshake protocol is finalized in H2 2026. For the full slide-by-slide breakdown — including the 2027 1,000 GWh battery production guidance — see iEVChina’s full coverage of the BYD Pingshan briefing.