Support CleanTechnica's work througha Substack subscription,on Patreon, oron Stripe. Help us produce all of thehigh-quality, original content we publish week after weekdespite the challenges of content-scraping AI, antisocial media, inflation, and other hurdles.BYD launched the new Da Han last week as a global flagship-level sedan. This is not just an evolution of the Han and BYD brand. The Da Han challenges and, in many ways, beats top models from global premium automakers.
The original Han was one of the first competitive, electrified offerings from a Chinese brand in the 200,000+ RMB (~$29k+) price range, previously dominated by JV gasoline cars. While not perfect, the original Han challenged long-established Western brands. The Han quickly became the car of choice for premium car services. The current Han EV has dropped in price to 179,800-187,800 RMB, likely to help clear inventory, as many anticipate this model will be discontinued in China soon. The newer Han L is priced from 219,800 to 279,800 RMB, which overlaps the Da Han model, and many are anticipating this model will also be discontinued in China. However, while the pricing and name might be similar, BYD’s latest Han model, referred to as the Da Han on their website, is elevating the brand to a new level.
Global Flagship
Looking at the details, BYD clearly has its sights set on taking the lead from legacy flagship-level sedans. RWD models have a single motor with 370 kW (496 hp), while AWD models add a 200 kW front motor for 570 kW total (764 hp). The AWD accelerates from 0-100 km/h in 3.3s and from 100-150 km/h in 3.2s. Top speed, in case you ever have a chance to use it, is rated at 270 km/h.
Due to standard rear wheel steering, the turning radius of the large sedan is 4.95 m, the same as a subcompact Seagull. DiSus-A dual chamber air suspension reads the road ahead and offers 100 mm of height adjustment, taking the low-slung sedan to almost SUV-like ground clearance. Meanwhile the suspension claims to be able to adjust stiffness from supple to sporty.
The exterior has a premium look, while still looking like a BYD. The lighting signature extends across the width of the vehicle, while metallic trim does not seem excessive. Floating wheel center caps, as seen on Rolls Royce cars, sit in the middle of 21” wheels. A drag coefficient of 0.197 is at the top of its class, only beaten by the Yang Wang U7. This performance undoubtedly contributes to its efficiency.
The RWD Da Han gets 1,008 km of range, while the AWD can travel 880 km (CLTC). Both use 1000V architecture with a 102.326 kWh second-generation Blade Battery. That battery can flash charge from 10-70% in 5 minutes and 10-97% in 9 minutes, as with other flash charging cars from BYD. Buyers also get 18 months of flash charging included.
BYD plans to have over 20,000 flash charging stations by the end of the year, each with multiple charging points. For comparison the US has 15,539 DC charging stations total. In addition, China is on track to have 28 million total charging points by the end of the year, not including home charging. In combination, the Da Han is poised to be more convenient than gasoline vehicles in China.
On the technology side, the Da Han comes standard with BYD’s LiDAR-equipped God’s Eye B (DiPilot 300) system, with BYD taking responsibility for city and parking operation. Meanwhile, onboard infotainment and voice control are powered by a 3 nm AI chip.
On the inside, the Han has a HUD, a driver screen, a center screen and a passenger screen up front. In the rear, a center screen folds down from the ceiling, screens attach to seatbacks and control screens are integrated into the rear center armrest and back of the center console. Also in the center console is a refrigerator, while the seatbacks contain tray tables. A locking glove box can be opened by password or voice control.
Nappa leather seats have heating, cooling, massage, recline and extending leg rests. Wood grain surfaces are hand-polished real white ash, while metallic surfaces are metal. Electronic smart dimming black PDLC privacy glass is included on the rear windows and sunroof. All glass is laminated as part of over 200 noise reduction measures to keep unwanted sound out. Meanwhile a 31-speaker Devialet sound system with Dolby Cube Atmos 2.0 fills the interior with the sound you want to hear.
At 5,256 mm long, 1,999 mm wide and 1,510 mm high on a 3,130 mm wheelbase, this is a large sedan. That makes the Da Han longer than a standard wheelbase Mercedes S Class at 5179 mm and a little shorter than an extended wheelbase at 5290 mm. The Da Han is also 78 mm (~3”) wider than the S Class. The EQS is a little smaller in China at 5224 mm. Of course, BYD’s EV makes better use of the space than the internal combustion models that need to make room for large engines and the associated mechanical systems. Da Han also has a 160l frunk, while the EQS lacks the forward storage compartment
In terms of price, the Premium RWD comes in at 249,900 ($37,181). Moving up to Flagship trim costs 269,900 ($40,156) for RWD and 299,900 RMB ($44,620) for AWD. Of note, these are pre-sale prices, which tend to be higher than sales prices at BYD.
Challenging Mercedes
In the launch presentation, BYD compared the Da Han to the Mercedes-AMG S 63 LE PERFORMANCE. The Mercedes has the same acceleration time, longer braking distance, lower top speed and much wider turning diameter at 12.4 m. In comparison, the AMG has less onboard technology and fewer luxury amenities. It also starts at 2,674,800 RMB ($397,6262) in China, or around 10X as much.
The closest EQS in China to the AWD Han is the AMG EQS 53 4MATIC+. That has a larger 111.8 kWh battery but only 601 km of CLTC range due to lower efficiency. It is also slower at 3.5s 0-100 km/h. In addition, its intelligent driving system and onboard technology are less advanced. And it costs 1.566 million RMB ($232,990), compared to 299,900 RMB ($44,620) for AWD Da Han. While style is subjective, the “jellybean” shape of the EQS has not attracted many fans, and Mercedes plans to merge it with the S Class.
On paper, the new Da Han seems above the Mercedes and claims to lead the industry in 44 metrics. Included features are often not available even at Maybach levels. Integrating technology in a way that seems better thought out. Placing physical controls and screens across the interior without feeling cluttered or drawing too much attention. Achieving better aerodynamic performance without resorting to a polarizing shape. From images and descriptions, the Da Han seems to be up to Mercedes material quality levels, although real world experience would be needed to know for sure. Of course, at a fraction of the price, the Da Han loses some exclusivity and appeal to people seeking to show off how much money they can spend.
The Da Han is already superior to the S class in many ways, despite the price gap. With rapid iteration happening in a matter of months rather than decades, that gap is likely to widen.
Beating Tesla Model 3 In Affordability & Efficiency
Given the size and level of premium equipment on the Da Han, the default EV sedan comparison to a Model 3 might feel like a mismatch. However, with Tesla discontinuing the Model S, it is the closest model in their lineup. In terms of price, the Tesla is still more expensive, while also being less efficient.
In China, a Long-Range Model 3 with 19” wheels is the closest spec. The RWD starts at 259,500 RMB but rises to 321,500 RMB ($47,833 USD) with 19” wheels and Tesla Driver Assist. For the Long-Range AWD, that increases to 347,500 RMB ($51,702). However, the AWD Flagship acceleration is closer to the M3 Performance, which increases the price to 339,500 RMB or 403,500 RMB with Tesla Driver Assist ($60,033), although range drops to 647 km CLTC. It should be noted that Tesla Driver Assist (can’t legally call it FSD in China) is not fully functional, and the system is facing challenges meeting new Chinese intelligent driving regulations.
The Model 3 LR RWD has an 84.85 kWh battery and offers 830 km of range or 800 km with the 19” wheels under CLTC. Under the same rating standard, the Da Han with 21” wheels goes 1008 km from a 102.3 kWh battery. If you do the math, and the larger, more luxurious and more powerful Da Han uses fewer kWh per 100 km.
In addition, long range versions of the Model 3 use ternary batteries, where regular charging to 100% is not recommended. If they were to switch to LFP to be able to effectively use 100% of battery capacity on a daily basis, that would add weight due to lower energy density. That weight would further reduce efficiency on the Tesla. And, if Tesla were to extend the range to 1008 km, they would need a larger battery, further reducing efficiency. Not to mention that a Tesla Model 3 at 4720 mm long is a little smaller than a Mercedes C Class (4751 mm), while the Da Han the is size of an S Class. While Tesla recently claimed an efficiency advantage, they are behind now.
And the charging speed is dramatically faster on the Da Han. To add as many km of range as a Da Han can add in 5 minutes would take roughly ten times as long in a Model 3.
Transitioning From Past Success
In 1980, Lincoln introduced the Panther platform Town Car (initially as a Continental trim), and Mercedes introduced the W126 S Class to the US. At the time, almost 80% of Mercedes cars were sold in the US with diesel engines, which were seen at the time as an advanced fuel saving technology. However, with only 120 hp to move a large car, the diesel Mercedes compromised in the name of efficiency. In some ways the 1980 Town Car was better, with 130 hp and 140 hp engines.
Here in New York City, “black cars” or premium car services most often used Lincoln Town Cars. In Germany, Mercedes wasn’t always perceived to be as premium of a brand. In its home country, E-Class sedans often take the taxi role, whereas S Class tended to take the premium car service role.
However, times changed. Ford rebodied the Town Car and switched to Modular V8 engines but persisted on the Panther platform. Ford increasingly embraced the car service buyer, who liked the parts interchangeability and were somewhat resistant to change, even though 19 mpg at best combined fuel economy hit them in the pocketbook. When the Town Car was discontinued in 2011, it was completely outclassed. Even so, prices extended above $50,000 (~$75k in 2026 dollars), so it wasn’t cheap. However, sometimes you need to change from what once made you successful to what will make you successful in the future. Mercedes stepped up, creating increasingly more advanced vehicles that attracted increasingly more affluent buyers. If you compared a 2011 Town Car to a 2011 W221 S Class, they were decades apart under the skin. Ford/Lincoln no longer sells sedans in the US.
Times are changing faster in China. Recently, the Qin tended to take on the taxi role, whereas the Han took on the “black car” role. If you order a DiDi now, the premium car is often a Han. However, BYD is trying to elevate their Dynasty cars above their past utilitarian roles, creating the Linghui sub-brand to target fleets. The E9, launched in May, effectively replaces the Han for car service. It is based on the underpinnings of the older Han but uses a far less powerful 135 kW or 150 kW motor on the front wheels. However, it includes flash charging. The E9 will keep the durability-focus and parts interchangeability that car services desire, without compromising the premium nature of the consumer car.
On Chinese social media, the Da Han is nicknamed the “Shenzhen Maybach.” BYD claims that they are trying to be something else, ushering in “the Era of Chinese flagship sedans.” But they clearly benchmarked the S-Class, basically matching or exceeding it on every metric.
However, beyond the metrics, pride is clearly a factor here. BYD does not want to just be “good for the money” but rather “great, regardless of the money.” They could have easily put the Da Han in one of their premium brands. While other companies will need to work hard to elevate their game, BYD’s premium brands will need to work even harder to justify their positioning. However, the premium position in the main brand with a model tied to historical Chinese dynasties has psychological significance. Whether a pride-driven product decision works from a brand portfolio perspective remains to be seen.
Of course, to be a truly global flagship, a car needs to be offered in global markets. Politicians will block people from being able to buy better cars for less money. Other protectionist measures and threats may also keep the most advanced technology out of many markets, at least initially. However, for the markets where people have the freedom of choice, the Da Han could be an attractive option for many.
The Da Han is seeking to set the benchmark for large, premium sedans. Much like the Mercedes S Class has been for decades. Not just electric sedans, but all sedans. While class-leading efficiency and an electric powertrain has appeal, the car is appealing beyond just energy savings and low emissions. This car is not making sacrifices for efficiency, like the Mercedes Diesels of the past. The new Da Han is a better car overall in large part because it is efficient and electric.
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