The PRC’s electric cars have the same limitations as other EVs: slow charging, limited practical use, and pollution, as they still rely on fossil fuel for charging. The only factor keeping their price down is government subsidies.
Pro-CCP accounts on social media are spreading deliberate disinformation: “China’s SUVs all have TVs, refrigerators, freezers, chair massagers, and now they can charge in 9 minutes and have range extenders. All for in the $20k range. We are being so played by the oil and auto industries. Bubbles about to be bursting all over this country.”
Every major claim in this post is misleading or outright false.
The amenities cited, TVs, refrigerators, and massaging seats, have existed in vehicles since the vans and luxury cars of the 1970s. They are not innovations. Today, they exist in SUVs worldwide and are not limited to China. Nor are they standard across Chinese models. These extras are available only on select models, and they increase the cost.
Even the term “freezer” is an exaggeration; these are mini-fridges. Chinese EVs at the 2025 Shanghai Auto Show did include models with these features, for example, the Deepal S09 at $33,000 and XPeng’s flagship sedan at $29,000 before subsidies, but at those price points, comparable luxury features exist in vehicles from every major auto-producing nation.
More critically, in a battery-powered vehicle, every accessory draws from the same finite energy source that moves the car. Running a refrigerator, TV, and seat massagers reduces battery range and requires more frequent charging, unlike in a gas vehicle, where the engine runs independently of accessories.
The claim of a 9-minute charge is real but narrowly applicable. BYD launched the Song Ultra EV in March 2026, priced from $21,000, capable of charging from 10% to 97% in 9 minutes, but only using BYD’s own proprietary megawatt flash chargers running at 1.5 MW. Standard chargers cannot do this. BYD had built only 5,000 of these stations as of early 2026, with a target of 20,000 by the end of the year, meaning coverage remains limited inside China and nonexistent elsewhere.
Home charging cannot deliver fast charging. It is slow charging by definition, overnight, with standard voltage. The 9-minute charge requires a specific vehicle and a specific proprietary station, and it carries the highest per-kWh cost of any charging option.
The home charging option is unavailable to most Chinese EV owners. China’s urbanization rate is around 65%, and the overwhelming majority of urban Chinese live in high-rise apartment buildings with shared parking. China had 345.7 million registered vehicles by the end of 2024 but total parking capacity of only 190 million spaces, meaning China faces a severe parking shortage. Equipping those 190 million spaces with chargers at a conservative $2,000 per unit would cost a minimum of $380 billion, for a country with a nominal per-capita income of roughly $13,500.
That figure excludes grid upgrades, which would represent a substantial cost. The existing electrical grid in most Chinese residential areas was not designed to handle simultaneous charging across hundreds of vehicles per building, requiring transformer upgrades building by building across the entire country.
It also excludes ongoing maintenance, periodic hardware replacement as technology evolves, and the environmental cost of manufacturing the copper wiring, steel housing, circuit components, and rubber cabling required for each unit.
In the United States, with roughly 325 million residential parking spaces, the equivalent calculation produces a minimum of $650 billion for residential installation alone, before touching commercial or public spaces.
The range-extender claim also undermines the underlying argument behind all electric vehicles, that they can replace cars that run on fossil fuels. The Geely Galaxy M9 uses a gas engine as a generator to charge the battery or power the wheels directly, achieving an estimated 808 miles of total range, only 130 of which are purely electric. The fact that Chinese automakers are embedding gasoline engines into their most capable EVs to make them practical is proof that fossil fuels remain the most reliable power source.
Chinese EV prices are only so low because of massive government subsidies and state-controlled supply chains. Edmunds noted that the Geely M9, starting at $25,000 in China, would cost $50,000–$60,000 in the U.S. BYD itself reported a 30% drop in domestic sales in Q1 2026, reflecting structural oversupply problems in the Chinese EV market.
The $20,000 price point, meanwhile, represents almost two years’ average salary in China ($13,000/year) in nominal terms. Top-end Chinese SUVs reach $50,000, roughly four years’ salary.
Finally, the “clean energy” framing of electric vehicles collapses on its own terms. Coal accounts for approximately 66% of China’s electricity generation, but that is only part of the story. Fossil fuels combined account for approximately 80–85% of all energy consumed in the country, with transportation running almost entirely on oil outside the electrical grid.
Converting vehicles to electric does not eliminate fossil fuel consumption; it relocates it to power stations that predominantly burn coal. Fully electrifying China’s vehicle fleet would require expanding electricity generation by approximately 10–12% above current levels, at a cost of hundreds of billions in additional grid infrastructure, on top of the $84.7 billion China already invested in grid expansion in 2024 alone.
Chinese EVs are not clean vehicles. They are coal-powered vehicles with a battery in the middle. They are not $20,000, and they do not charge in 9 minutes. Electrifying all vehicles in China or the US would be impossible, and attempting to do so would be an environmental disaster.
The post The Lies Surrounding China’s SUVs: Not All Fast Charging, Not $20K, and Cannot Eliminate Fossil Fuel appeared first on The Gateway Pundit.