Tuning

Liberty Walk Unveils Extreme Dodge Challenger LB-WORKS Widebody

Liberty Walk has transformed the Dodge Challenger into an even more intimidating street machine, unveiling a dramatic LB-WORKS widebody build finished in a jet-inspired shade of gray. With massively flared fenders, an ultra-low stance, exposed hardware and aggressive aerodynamic details, this modified Dodge Challenger looks less like a conventional muscle car and more like a fighter jet that somehow found its way onto the road.

The new Liberty Walk Dodge Challenger widebody follows the Japanese tuning company’s unmistakable design philosophy: keep the original identity of the car intact, then push its proportions, stance and visual aggression to the extreme.

And in this case, the formula works exceptionally well.

Liberty Walk Gives the Dodge Challenger a Fighter-Jet Attitude

The Dodge Challenger has never been a subtle automobile. Even in standard form, its long hood, broad shoulders and retro-inspired proportions give it an imposing road presence.

Liberty Walk’s LB-WORKS package takes that familiar silhouette and dramatically increases its visual width.

The centerpiece is a set of enormous front and rear overfenders that extend the Challenger’s bodywork outward. Rather than attempting to make the modifications appear factory-installed, Liberty Walk embraces its trademark exposed-bolt construction. The fenders are visibly riveted to the original body, creating the unmistakable motorsport-inspired appearance that has become one of the company’s signatures.

The result is deliberately raw.

Instead of hiding the modification, Liberty Walk makes it impossible to ignore.

The package also includes a front lip spoiler, hood vents and a distinctive three-piece ducktail rear spoiler. Together with the widened body, these elements give the Challenger an extremely aggressive profile that makes even a standard SRT Hellcat look relatively restrained.

LB-WORKS Dodge Challenger Package Is a Complete Conversion

This isn’t simply a concept rendering or an unfinished project. Liberty Walk lists the LB-WORKS Dodge Challenger package as a complete body conversion designed to dramatically alter the appearance of the American muscle car.

The kit includes:

  • Wide front overfenders
  • Wide rear overfenders
  • Front lip spoiler
  • Hood vents
  • Three-piece ducktail spoiler
  • Liberty Walk’s signature exposed-bolt mounting hardware

The construction method is just as important to the design as the parts themselves.

Rather than cutting away the Challenger’s original structure or extensively reshaping the body, the extended fenders are bolted onto the existing bodywork. That approach allows Liberty Walk to preserve the basic structure of the car while creating a significantly wider visual footprint.

It is a technique the company has used across its extensive range of widebody conversions.

Adjustable Air Suspension Gives the Challenger Its Extreme Stance

The widebody transformation would not be complete without an equally dramatic suspension setup.

This particular Liberty Walk Challenger sits on adjustable air suspension, allowing its ride height to be changed depending on the situation. For photography, shows or parked displays, the car can be dropped dramatically close to the pavement.

For normal driving, the suspension can be raised to provide more practical ground clearance.

That flexibility is particularly important on a car with such an aggressive stance. A fixed suspension setup at this ride height would make everyday driving considerably less convenient, particularly on roads with steep driveways, speed bumps and uneven pavement.

Black Y-spoke wheels tucked underneath the enlarged fenders complete the look. The combination of dark wheels, gray paint, exposed fasteners and exaggerated bodywork gives the Challenger an almost military appearance.

From V6 Muscle Car to 1,025-HP Demon

The Liberty Walk build is based on an early third-generation Dodge Challenger, the generation that first returned the iconic nameplate to Dodge’s lineup for the 2008 model year.

That generation remained in production through the 2024 model year and was offered with everything from relatively modest V6 power to some of the most outrageous V8 performance ever installed in a production muscle car.

At the top of the Challenger hierarchy sat the legendary SRT Demon 170.

With more than 1,000 horsepower available, the Demon 170 could accelerate from 0 to 100 km/h in approximately 1.66 seconds and complete the quarter-mile in just 8.91 seconds under the appropriate conditions.

The SRT Hellcat family was also capable of producing more than 700 hp, giving Dodge Challenger buyers an extraordinary range of performance options.

But Liberty Walk’s demonstration car isn’t attempting to compete with the Demon 170 in a straight line.

Instead, its mission is primarily visual.

Liberty Walk Challenger Focuses on Style Rather Than Maximum Power

Underneath the aggressive exterior, the Liberty Walk Challenger remains much closer to a street-oriented muscle car than an all-out drag racing machine.

Rather than attempting to extract Demon-level horsepower from the engine, the build focuses on creating a distinctive combination of appearance, stance and sound.

A custom variable-valve exhaust system adds another layer to the transformation. The system allows the car’s exhaust character to be adjusted, giving the Challenger the ability to sound more aggressive when desired without making every drive unnecessarily loud.

That approach makes sense for a car designed to attract attention on the street rather than dominate a drag strip.

After all, the Challenger already has enough performance credibility.

Liberty Walk’s job here is to make sure nobody mistakes it for an ordinary one.

Why Liberty Walk’s Exposed-Bolt Design Still Works

One of the most recognizable characteristics of Liberty Walk vehicles is the decision to leave the fasteners exposed.

Traditional body modifications often attempt to make wide fender extensions appear seamless. The additional panels are blended into the original bodywork, painted and smoothed until the car can look as though it left the factory that way.

Liberty Walk takes the opposite approach.

The bolts are part of the design.

The visible hardware creates a deliberately mechanical appearance and emphasizes the fact that the car has been extensively modified. On the Challenger, the effect works particularly well because the original car already has a muscular, industrial character.

The result isn’t intended to look like a factory Dodge.

It is supposed to look modified.

And that distinction is central to the LB-WORKS philosophy.

Does a Liberty Walk Widebody Increase a Car’s Value?

One interesting question surrounding heavily modified cars is whether an expensive widebody conversion can increase resale value.

The answer is complicated.

A professionally executed Liberty Walk build can dramatically increase a car’s visual appeal and potentially make it more desirable to the right enthusiast. A rare or particularly well-known build may even command a premium among collectors or tuning fans.

However, modification costs do not automatically translate into equivalent increases in resale value.

A buyer looking for an original Dodge Challenger may actually prefer a factory-standard example, while another enthusiast could consider the Liberty Walk conversion the most desirable version available.

That means the financial impact of a widebody conversion depends heavily on the quality of the work, the parts used, the underlying vehicle, documentation and, perhaps most importantly, the preferences of the eventual buyer.

In other words, a $20,000 modification doesn’t necessarily make a $50,000 car worth $70,000.

Sometimes it simply makes the car more interesting.

The Dodge Challenger Looks Right at Home With the LB-WORKS Treatment

The Dodge Challenger’s basic proportions make it particularly well suited to a Liberty Walk transformation.

Its long hood, short rear deck, broad body and squared-off styling provide plenty of visual mass for the enlarged fenders and aggressive aerodynamic components. Unlike some sports cars, the Challenger doesn’t need delicate bodywork to create an exotic appearance.

Liberty Walk instead amplifies what is already there.

The result is a Challenger that looks wider, lower and considerably more aggressive than the standard car. The jet-inspired gray paint reinforces the theme, while the black wheels and exposed hardware provide enough contrast to make the widebody components stand out.

It is an exaggerated interpretation of the American muscle car, but that exaggeration is precisely the point.

Liberty Walk’s Dodge Challenger Is About Presence

The final product isn’t necessarily the fastest Dodge Challenger ever built. It doesn’t need to be.

The Demon 170 will remain the benchmark when the conversation turns to quarter-mile acceleration and outright factory performance. The Hellcat family will continue to represent one of the most recognizable high-horsepower muscle car formulas of the modern era.

The Liberty Walk Challenger is playing a different game.

It is about presence.

The huge fenders, low ride height, exposed bolts, black wheels, ducktail spoiler and custom exhaust transform a familiar American muscle car into something far more theatrical.

And that may be the most impressive part of the build.

Liberty Walk hasn’t tried to erase the Challenger’s identity. Instead, it has taken everything people recognize about the car and turned the volume all the way up.

For enthusiasts who believe a muscle car should be impossible to overlook, the LB-WORKS Dodge Challenger widebody might be one of the most convincing interpretations of that philosophy yet.

Source: Liberty Walk

Auctions

1963 Corvette Grand Sport Becomes the Most Expensive Corvette Ever Sold at Auction

The 1963 Chevrolet Corvette Grand Sport has just rewritten the record books. One of only five Grand Sport race cars ever built has sold for an astonishing $18.7 million at auction, making it the most expensive Chevrolet Corvette ever sold publicly.

Offered by RM Sotheby’s, the ultra-rare C2 Corvette was widely expected to challenge the existing auction record for a Corvette. Few, however, could have predicted just how far bidding would go. The final price of $18.7 million eclipsed the previous Corvette auction record by nearly $15 million, underscoring the extraordinary appeal of Chevrolet’s legendary factory-built racing machine.

For collectors, this was never simply another classic Corvette. Chassis No. 003 represents one of the most important chapters in American motorsport history—and perhaps the ultimate expression of Zora Arkus-Duntov’s vision for the Corvette.

The Most Expensive Corvette Ever Sold at Auction

Before the 1963 Corvette Grand Sport crossed the auction block, the record for the most expensive Corvette sold at public auction belonged to a 1967 Corvette L88 Coupe.

That car achieved $3.85 million in 2014, establishing a benchmark that remained untouched for more than a decade. Several Corvettes subsequently crossed the $3 million threshold, but none came close to challenging the L88’s record.

The recent auction completely changed the picture.

The $18.7 million sale price is almost five times the previous Corvette auction record. It also places this Grand Sport among the most valuable American automobiles ever sold at auction.

The current top three Corvette auction results include:

  • 1963 Chevrolet Corvette Grand Sport – $18.7 million
  • 2025 Chevrolet Corvette ZR1 VIN 001 – $3.7 million
  • 2023 Chevrolet Corvette Z06 70th Anniversary Edition – $3.6 million

The scale of the new record is particularly remarkable because the Grand Sport is more than six decades old. Its value comes not from modern performance or technology, but from rarity, competition history, provenance and its place in Corvette history.

Only Five Corvette Grand Sports Were Ever Built

The extraordinary value of this Corvette begins with one simple fact: Chevrolet built only five original Grand Sport cars.

The Grand Sport program was conceived in 1962 by legendary Corvette engineer Zora Arkus-Duntov. His objective was straightforward but ambitious—to create a lightweight, purpose-built Corvette capable of taking on Ford-powered competition such as the Shelby Cobra.

At the time, General Motors had decided to withdraw from official factory-supported racing programs. That decision, however, did little to stop Duntov and his team from pursuing their own vision.

The Grand Sport was developed largely in secret, with engineers working on the project outside their regular responsibilities.

Duntov originally intended to build 125 examples, which would have been enough to satisfy homologation requirements for international Grand Touring competition.

General Motors management eventually discovered the program and ordered it to be stopped.

Only five cars had been completed.

Those five Corvettes subsequently became some of the most coveted American racing cars ever produced.

Chassis No. 003 Has a Serious Racing Pedigree

The Corvette that achieved the $18.7 million auction result carries chassis number 003, making it one of just five original Grand Sports.

Its competition history adds another layer of significance.

The car was raced by Dick Doane during the 1963 season, winning three SCCA races. It later competed at the legendary 12 Hours of Sebring, finishing second in class in 1964 and third in class in 1965.

Its cockpit also saw some of the biggest names in American racing.

Drivers associated with the car include A.J. Foyt, Jim Hall, Augie Pabst and Dick Thompson.

That combination of rarity and documented competition history is exactly what serious collectors look for. Unlike many expensive classic cars, this Corvette is not valuable merely because it is old or attractive. It has genuine motorsport credentials and a direct connection to one of the most important periods in American racing.

A Corvette Designed to Fight the Shelby Cobra

The original Grand Sport was radically different from an ordinary Corvette.

Rather than simply adding more horsepower to the production C2, Chevrolet engineers focused on reducing weight and improving the car’s ability to compete on a race track.

The Grand Sport program was developed around a lightweight construction philosophy and a dedicated racing specification. The goal was to create a Corvette that could challenge lighter and highly competitive sports cars of the era.

The Shelby Cobra was one of the primary targets.

That rivalry helped create one of the most fascinating chapters in the history of American performance cars. The Grand Sport ultimately never received the opportunity to fulfill its original homologation program on the scale Duntov envisioned, but the five cars that survived became automotive legends.

More Than 600 Horsepower From a Period-Spec V8

Under the hood of chassis No. 003 is an all-aluminum 6.2-liter V8 built to period specifications.

The engine is equipped with four original Weber 58 DCOE carburetors, an arrangement that immediately identifies this Corvette as a serious competition machine rather than a conventional road-going C2.

The engine is estimated to produce more than 600 horsepower and approximately 530 lb-ft (813 Nm) of torque.

Those numbers are remarkable even by modern standards. In a lightweight race car developed in the early 1960s, that level of power transforms the Grand Sport into something far more intimidating than the average classic Corvette.

The combination of low weight, substantial power and racing-focused engineering was precisely what Duntov and his team intended.

Restored to Its 1964 Sebring Appearance

The Grand Sport’s history continued after its racing career.

Collector Larry Bowman acquired the car in 2004 and subsequently commissioned a restoration designed to return it to the appearance it carried when it competed in the 1964 24 Hours of Sebring.

That approach is particularly important for a historically significant competition car. Rather than simply restoring it to an attractive showroom condition, the objective was to preserve and recreate its racing identity.

The result is a Corvette that represents a specific moment in its competition history while retaining the authenticity that collectors demand from a car of this importance.

The Second Grand Sport to Appear at Public Auction

The $18.7 million sale is even more remarkable when considering how rarely an original Grand Sport has been offered publicly.

This was only the second Grand Sport to appear at a public auction.

The first was offered in 2009. Although bidding reached $4.9 million, the car failed to meet its reserve and did not sell.

It was later sold privately for an undisclosed amount believed to have exceeded $4 million.

Another original Grand Sport changed hands privately in 2002 for approximately $4.2 million.

Those earlier transactions provide an interesting perspective on the explosive appreciation of the Grand Sport. A car that was already considered exceptionally valuable more than two decades ago has now reached a completely different level of collectability.

Why Did This Corvette Sell for $18.7 Million?

The answer is a combination of factors rather than a single feature.

First, there is extreme rarity. Only five original Chevrolet Corvette Grand Sports were produced.

Second, there is provenance. Chassis No. 003 has a documented racing history that includes SCCA victories and multiple appearances at the 12 Hours of Sebring.

Third, the car is directly connected to Zora Arkus-Duntov, one of the most influential figures in Corvette history.

Fourth, it represents a factory racing program that General Motors never allowed to reach its intended production target.

And finally, there is the Grand Sport’s place in American motorsport history. It represents a rare moment when Chevrolet engineers attempted to transform the Corvette into a lightweight international racing weapon.

For collectors, that combination is extraordinarily difficult to replicate.

The Grand Sport Is Now One of America’s Most Valuable Cars

At $18.7 million, the 1963 Corvette Grand Sport is not only the most expensive Corvette ever sold at auction. It is also the third most expensive American car ever sold publicly.

Only two American automobiles have achieved higher auction prices.

A 1964 Shelby Cobra Daytona Coupe recently sold at Pebble Beach for an extraordinary $42.9 million, setting the American-car auction record.

Second place belongs to a 1935 Duesenberg SSJ, which sold for $22 million.

The Corvette Grand Sport therefore occupies an extraordinary position alongside two of the most valuable and historically significant American automobiles ever produced.

A Record That Could Stand for Years

The $18.7 million sale dramatically changes the landscape for collectible Corvettes.

The previous record of $3.85 million had stood since 2014. The new benchmark is so far beyond that figure that another Corvette would need to be something truly extraordinary to challenge it.

That does not mean the market has reached its ceiling. The five original Grand Sports remain among the most desirable American racing cars, and the history of the remaining examples could eventually produce another headline-making transaction.

For now, however, chassis No. 003 sits comfortably at the top.

The 1963 Chevrolet Corvette Grand Sport was born from a secret racing project that General Motors ultimately shut down. Only five examples escaped into the world.

More than 60 years later, one of those five has become an $18.7 million automotive icon.

And in the process, the Corvette has entered an entirely new level of collector-car value.

1963 Chevrolet Corvette Grand Sport: Key Facts

Model: Chevrolet Corvette Grand Sport
Year: 1963
Chassis: No. 003
Production: 5 original examples
Engine: 6.2-liter all-aluminum V8
Induction: Four Weber 58 DCOE carburetors
Estimated output: More than 600 hp
Estimated torque: 530 lb-ft (813 Nm)
Auction house: RM Sotheby’s
Sale price: $18.7 million
Previous Corvette auction record: $3.85 million
Previous record holder: 1967 Chevrolet Corvette L88 Coupe

Source: RM Sotheby’s

News

BYD Yangwang U7 Completes 30,000-Kilometer Battery Endurance Test at 240 km/h

BYD has put its electric-vehicle battery technology through an extraordinary real-world stress test, with the Yangwang U7 covering 30,000 kilometers in less than nine days while traveling at an average speed of around 240 km/h for most of the test.

The extreme endurance run was designed to push the electric sedan’s battery, thermal-management system, charging technology and drivetrain to their limits. Even more impressive, the test was conducted in hot and humid conditions rather than inside a controlled laboratory environment.

At the conclusion of the test, BYD reported that the Yangwang U7’s 150-kWh battery had suffered just 1.3 percent degradation.

That means the battery reportedly retained 98.7 percent of its original capacity after 30,000 kilometers of high-speed driving, 350 ultra-fast charging sessions and repeated exposure to substantial thermal loads.

BYD Yangwang U7 Drove for Nearly Nine Days Without Stopping

The endurance test took place at BYD‘s 400-hectare testing facility in Nanning, China. The site includes a high-speed circuit and dedicated Flash charging infrastructure designed to deliver extremely high charging power.

The Yangwang U7 remained in continuous operation for 8 days, 19 hours and 58 minutes.

For virtually the entire test, the electric sedan traveled at approximately 240 km/h. The objective was straightforward: put an enormous amount of stress on the battery by rapidly consuming energy, returning to the charger, replenishing the battery and repeating the process.

This cycle continued around the clock.

The result was a remarkable 30,000 kilometers of accumulated distance in less than nine days.

For comparison, that distance is equivalent to driving from London to Sydney and back several times, although the Yangwang U7 completed the equivalent distance on a test track at speeds that would be extreme even for a high-performance gasoline-powered car.

The Yangwang U7 Used More Than 1 MW of Charging Power

The charging portion of the test may be even more significant than the high-speed driving itself.

The Yangwang U7 is equipped with a 150-kWh battery, and during the endurance test it was repeatedly charged from approximately 40 percent to 80 percent.

According to Chinese media reports, charging power exceeded 1 megawatt, or 1,000 kW.

One charging session reportedly took around 10 minutes.

That is an extraordinary charging rate for a passenger vehicle and illustrates the direction in which China’s most advanced EV manufacturers are pushing charging technology.

Instead of attempting to fill the entire battery every time, BYD repeatedly restored a relatively small portion of the pack before sending the Yangwang U7 back onto the track.

The vehicle completed approximately 350 Flash charging sessions during the test.

350 Charges Does Not Mean 350 Full Battery Cycles

The headline figure of 350 charging sessions needs some context.

The Yangwang U7 was not repeatedly charged from zero to 100 percent. Each charging event replenished the battery from approximately 40 percent to 80 percent, meaning that each session represented roughly 40 percent of a complete battery cycle.

As a result, 350 charging events correspond to approximately 140 equivalent full charge cycles.

That distinction is important when evaluating battery degradation.

Even so, subjecting an electric-car battery to approximately 140 equivalent full cycles while simultaneously driving at around 240 km/h, operating in hot weather and repeatedly charging at more than 1 MW represents an unusually demanding test.

Battery Degradation Was Reportedly Just 1.3 Percent

After completing the 30,000-kilometer endurance run, BYD inspected the battery and reported degradation of only 1.3 percent.

In other words, the 150-kWh battery reportedly retained 98.7 percent of its original capacity.

Battery degradation is influenced by numerous factors, including temperature, charging speed, depth of discharge, charging frequency and driving conditions. High-power DC charging combined with sustained high-speed operation can generate significant heat, making thermal management particularly important.

The Yangwang U7 test therefore provides an interesting demonstration of how BYD’s battery and thermal-management systems perform when several demanding conditions occur simultaneously.

The result is especially notable because the battery was not subjected to a gentle laboratory test designed to maximize longevity.

It was repeatedly charged at an extraordinary rate after being heavily discharged during sustained high-speed driving.

The Test Was Conducted in Extreme Heat and Humidity

The environmental conditions made the test even more challenging.

Temperatures at the Nanning facility reached approximately 36 degrees Celsius, while relative humidity climbed as high as 80 percent.

Despite those conditions, the Yangwang U7’s air conditioning system operated continuously, maintaining an interior temperature of approximately 24 degrees Celsius.

That detail matters because the vehicle’s energy consumption was not limited to propulsion.

The battery was simultaneously supplying power for the electric motors, climate control and other vehicle systems while the car was traveling at very high speed.

According to calculations based on the reported figures, the Yangwang U7 consumed approximately 70 kWh/100 km during the endurance test.

That figure might appear extremely high compared with the official energy consumption figures of many electric cars, but the circumstances are anything but typical.

Driving an enormous electric sedan at approximately 240 km/h for days on end creates vastly greater aerodynamic drag than normal highway driving. Vehicle mass, tire resistance, drivetrain load and continuous air-conditioning use also contributed to the energy consumption.

Why Driving at 240 km/h Matters

Speed is one of the biggest factors affecting an electric vehicle’s energy consumption.

Aerodynamic drag increases dramatically as speed rises, meaning that maintaining 240 km/h requires exponentially more energy than cruising at normal highway speeds.

For that reason, the Yangwang U7 endurance test should not be interpreted as an indication of the car’s normal road-going range.

Instead, it is better understood as a stress test.

BYD deliberately created conditions that would rapidly drain the battery and generate substantial heat before immediately subjecting the pack to extremely high charging power.

That combination makes the test interesting from a battery-engineering perspective.

BYD’s Blade LFP Battery Takes the Heat

The Yangwang U7 uses BYD’s Blade battery technology based on lithium iron phosphate, or LFP, chemistry.

LFP batteries have become increasingly important in the electric-vehicle industry because of their combination of durability, thermal stability and resistance to degradation.

The chemistry generally offers lower energy density than some nickel-based battery technologies, but it can provide advantages in cost, longevity and thermal stability.

BYD has heavily invested in its Blade battery architecture, and the Yangwang U7 endurance test appears intended to demonstrate how the technology performs under unusually severe conditions.

The reported 1.3-percent degradation figure is therefore potentially significant.

However, one endurance test should not be treated as definitive proof of how every Blade battery will perform over the entire lifetime of an electric vehicle. Real-world degradation depends on many variables, including climate, charging behavior, driving style, battery temperature and vehicle use.

30,000 Kilometers in Nine Days Is More Than a Range Test

This was not a conventional electric-car range test.

The purpose was not to determine how far the Yangwang U7 could travel on a single charge. Instead, BYD subjected the vehicle to a repeated cycle of high-speed driving, rapid energy consumption and ultra-fast charging.

The test effectively compressed a huge amount of battery usage into less than nine days.

Covering 30,000 kilometers in 8 days, 19 hours and 58 minutes means the vehicle averaged roughly 142 km/h across the entire test period when charging stops are included.

Considering that the car spent a significant amount of time charging, its average speed while actually moving had to be substantially higher.

The test therefore represents an extreme workload for the battery and vehicle.

What the BYD Yangwang U7 Test Could Mean for EV Owners

For consumers, the most interesting part of the test may not be the 240-km/h driving or the 1-MW charging figure.

It is the reported battery durability.

One of the biggest questions surrounding electric vehicles is how quickly their batteries lose usable capacity over time. Faster charging has traditionally raised concerns about heat generation and accelerated degradation, particularly when combined with repeated high-power charging.

BYD’s results suggest that modern battery-management and thermal-management technology can potentially mitigate some of those concerns.

If the reported figures are independently validated and prove representative of production vehicles, they would strengthen the case for high-power charging without necessarily requiring a dramatic sacrifice in battery longevity.

That is increasingly important as automakers move toward charging systems capable of delivering hundreds of kilowatts and, in some cases, more than 1 MW.

BYD Is Pushing EV Charging Technology Into New Territory

The Yangwang U7 test also highlights the broader technological race taking place among Chinese EV manufacturers.

Charging speed has become one of the industry’s major battlegrounds. While early electric vehicles often required lengthy charging stops, newer architectures are increasingly capable of adding hundreds of kilometers of range in a matter of minutes.

BYD’s Flash charging technology is part of that push.

A charging system exceeding 1 MW requires far more than simply installing a larger charger. The vehicle’s battery cells, electrical architecture, cooling system, charging hardware and battery-management software all have to work together to safely handle the enormous power flow.

The Yangwang U7 endurance test was therefore as much a demonstration of the company’s charging ecosystem as it was a test of the battery itself.

Source: BYD

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