比亞迪的仰望U9 售價236000美元：0-100 公里/小時僅需 2.36 秒，配備LFP（磷酸鐵鋰）電池
BYD’s YangWang U9 launched at 236,00 USD: 0-100 km/h in 2.36s with LFP battery
譯文簡介
中國的物價太瘋狂了，價格戰(zhàn)來勢洶洶。
正文翻譯
YangWang U9 launched in China with a single option priced at 1.68 million yuan (236,000 USD). The all-electric supercar sits on the e4 platform and is equipped with BYD’s Disus X suspension system, which enables it to drive on three wheels, jump, or dance. Four electric motors power the EV with a total output of 960 kW (1287 hp) and 1,680 Nm peak torque.
比亞迪仰望U9在中國推出，單一選項售價為168萬元人民幣（236,000美元）。這款全電動超級跑車基于 e4 平臺，配備比亞迪的 Disus X 懸架系統(tǒng)，使其能夠實現三輪驅動、跳躍或跳舞。該電動汽車由四臺電動機提供動力，總輸出功率為 960 kW（1287 hp），峰值扭矩為 1,680 Nm。
U9, which stands for Ultimate 9 according to BYD, is AWD and can accelerate from 0-100 km/h in 2.36 seconds, and drag race time for 400 meters (quarter mile) is 9.78 seconds, according to BYD. The electric motor can spin at 21,000 rpm. Interestingly, unlike other high-end cars, the car is not equipped with an NCM chemistry battery but features BYD’s lithium iron phosphate (LFP) Blade battery pack.
據比亞迪介紹，U9是Ultimate 9的縮寫，它是全輪驅動的，0-100公里/小時加速只需2.36秒，400米（四分之一英里）的直線加速賽時間為9.78秒。電動機的轉速可達 21,000 rpm。有趣的是，與其他高端汽車不同的是，該車并未配備NCM（三元鋰）化學電池，而是配備了比亞迪的磷酸鐵鋰（LFP）刀片電池組。
據比亞迪介紹，U9是Ultimate 9的縮寫，它是全輪驅動的，0-100公里/小時加速只需2.36秒，400米（四分之一英里）的直線加速賽時間為9.78秒。電動機的轉速可達 21,000 rpm。有趣的是，與其他高端汽車不同的是，該車并未配備NCM（三元鋰）化學電池，而是配備了比亞迪的磷酸鐵鋰（LFP）刀片電池組。
The official top speed of YangWang U9 is 309.19 km/h. It was tested on the famous Shanghai International Circuit, reaching the official lap time of 2 minutes, 17 seconds, and 65 milliseconds. Here are the times of other cars for comparison:
仰望U9的官方最高時速為309.19公里/小時。它在著名的上海國際賽車場進行了測試，達到了官方單圈時間2分17秒65毫秒。以下是其他車的時間對比：
仰望U9的官方最高時速為309.19公里/小時。它在著名的上海國際賽車場進行了測試，達到了官方單圈時間2分17秒65毫秒。以下是其他車的時間對比：
Nio EP9: 2 minutes, 01 seconds, and 11 milliseconds
蔚來 EP9：2分01秒11毫秒
蔚來 EP9：2分01秒11毫秒
BMW M5 F90: 2 minutes, 22 seconds, and 828 milliseconds
BMW M5 F90：2分22秒828毫秒
BMW M5 F90：2分22秒828毫秒
Porsche Panamera Turbo: 2 minutes 27 seconds, and 727 milliseconds
保時捷 Panamera Turbo：2 分 27 秒 727 毫秒
保時捷 Panamera Turbo：2 分 27 秒 727 毫秒
The YangWang U9’s dimensions are (L/H/W) 4966/2029/1295 mm with a wheelbase of 2900 mm (195.51/79.88/50.98 inches with a wheelbase of 114.17 inches). The LFP battery on board has a capacity of 80 kWh, good for 465 km of CLTC range. The maximum charging power is 500 kW, and the battery pack weighs 633 kg (1395.45 pounds). The car has a 2,475 kg (5,456 pounds) curb weight, which is quite a lot for the supercar.
仰望U9的尺寸為（長/高/寬）4966/2029/1295毫米，軸距為2900毫米（195.51/79.88/50.98英寸，軸距為114.17英寸）。車載磷酸鐵鋰電池容量為80kWh，CLTC續(xù)航里程為465公里。最大充電功率為500千瓦，電池組重量為633公斤（1395.45磅）。該車的整備質量為 2,475 公斤（5,456 磅），對于超級跑車來說相當大了。
仰望U9的尺寸為（長/高/寬）4966/2029/1295毫米，軸距為2900毫米（195.51/79.88/50.98英寸，軸距為114.17英寸）。車載磷酸鐵鋰電池容量為80kWh，CLTC續(xù)航里程為465公里。最大充電功率為500千瓦，電池組重量為633公斤（1395.45磅）。該車的整備質量為 2,475 公斤（5,456 磅），對于超級跑車來說相當大了。
U9 features 800V architecture and can charge from 30% to 80% in 10 minutes. The supercar also supports dual charging, meaning you can plug in two independent charging guns simultaneously. That is nothing new for BYD, as their Denza D9 and N7 already support this technology and sparked some controversies about charging station occupation.
U9采用800V架構，10分鐘可充電30%至80%。這款超級跑車還支持雙充電，這意味著您可以同時插入兩個獨立的充電槍。這對于比亞迪來說并不是什么新鮮事，他們的騰勢D9和N7已經支持這項技術，并引發(fā)了一些關于充電站占用的爭議。
U9采用800V架構，10分鐘可充電30%至80%。這款超級跑車還支持雙充電，這意味著您可以同時插入兩個獨立的充電槍。這對于比亞迪來說并不是什么新鮮事，他們的騰勢D9和N7已經支持這項技術，并引發(fā)了一些關于充電站占用的爭議。
Like its older brother, the U8, the U9 can also do a tank turn. It doesn’t have lidar, but thanks to its DiPilot ADAS (advanced driver-assistance system), it features an autonomous parking assistant. U9’s lightweight body coefficient reaches 0.95. As for the torsional rigidity, it is 54,425 Nm. The rear spoiler of the U9 provides a downforce of up to 280 kg. The U9 drives on 21″ Pirelli P-Zero tires.
與它的哥哥 U8 一樣，U9 也可以進行坦克轉彎。它沒有激光雷達，但由于其 DiPilot ADAS（高級駕駛員輔助系統(tǒng)），它具有自動停車助手。 U9的輕量化車身系數達到0.95。至于扭轉剛度，則為54,425 Nm。 U9的后擾流板可提供高達280公斤的下壓力。 U9 使用 21 英寸倍耐力 P-Zero 輪胎。
與它的哥哥 U8 一樣，U9 也可以進行坦克轉彎。它沒有激光雷達，但由于其 DiPilot ADAS（高級駕駛員輔助系統(tǒng)），它具有自動停車助手。 U9的輕量化車身系數達到0.95。至于扭轉剛度，則為54,425 Nm。 U9的后擾流板可提供高達280公斤的下壓力。 U9 使用 21 英寸倍耐力 P-Zero 輪胎。
The interior is quite dull, especially compared with the striking interior, where almost too much is happening in front and rear. Three LCD screens have thick bezels and look like something from the 2010s. Two are identical, measuring 10.25 inches: one is positioned in front of the driver, and the other in front of the passenger. The bigger vertical screen is 12.3″ and positioned in the middle as the central control screen. The three-spoke steering wheel is quite large, as the supercar should be, and features many physical buttons.
車內設計相當沉悶，特別是與引人注目的前后座內飾相比，幾乎在前后座發(fā)生了太多的變化。三塊液晶屏幕的邊框較厚，看起來有些像2010年代的產物。其中兩塊屏幕尺寸相同，均為10.25英寸：一塊位于駕駛員面前，另一塊位于乘客面前。更大的垂直屏幕為12.3英寸，位于中央作為中央控制屏。三輻方向盤相當大，正如超級跑車應該有的樣子，并配備了許多物理按鍵。
車內設計相當沉悶，特別是與引人注目的前后座內飾相比，幾乎在前后座發(fā)生了太多的變化。三塊液晶屏幕的邊框較厚，看起來有些像2010年代的產物。其中兩塊屏幕尺寸相同，均為10.25英寸：一塊位于駕駛員面前，另一塊位于乘客面前。更大的垂直屏幕為12.3英寸，位于中央作為中央控制屏。三輻方向盤相當大，正如超級跑車應該有的樣子，并配備了許多物理按鍵。
The cockpit system is called Dilix and is powered by a 5G and 4nm chip co-developed by BYD and Qualcomm.
該座艙系統(tǒng)名為Dilix，搭載比亞迪和高通共同開發(fā)的5G和4nm芯片。
該座艙系統(tǒng)名為Dilix，搭載比亞迪和高通共同開發(fā)的5G和4nm芯片。
YangWang is BYD’s high end brand. U9 is its second car after the hard-core, floating-on-water SUV U8, which started deliveries in December last year. The third model – the YangWang U7 sedan, with a 135.5 kWh battery – will follow soon. Based on CarNewsChina information, the fourth car will be a fastback SUV.
仰望是比亞迪旗下的高端品牌。 U9是繼去年12月開始交付的硬派水上SUV U8之后的第二款汽車。第三款車型——配備 135.5 kWh 電池的仰望 U7 轎車——即將推出。據CarNewsChina信息顯示，第四款車將是一款溜背SUV。
仰望是比亞迪旗下的高端品牌。 U9是繼去年12月開始交付的硬派水上SUV U8之后的第二款汽車。第三款車型——配備 135.5 kWh 電池的仰望 U7 轎車——即將推出。據CarNewsChina信息顯示，第四款車將是一款溜背SUV。
There was no word on when the deliveries would start, but CarNewsChina expects it will be in mid-2024. Pre-orders started today, and customers who want to purchase U9 must pay a non-refundable 300,000 yuan deposit. BYD will offer a warranty for 6 years or 150,000 km.
目前還沒有關于何時開始交付的消息，但 CarNewsChina 預計將在 2024 年中期。今天開始預購，想要購買U9的顧客必須支付不可退還的30萬元定金。比亞迪將提供6年或15萬公里的質保。
原創(chuàng)翻譯：龍騰網 http://www.top-shui.cn 轉載請注明出處
目前還沒有關于何時開始交付的消息，但 CarNewsChina 預計將在 2024 年中期。今天開始預購，想要購買U9的顧客必須支付不可退還的30萬元定金。比亞迪將提供6年或15萬公里的質保。
原創(chuàng)翻譯：龍騰網 http://www.top-shui.cn 轉載請注明出處
YangWang U9 will compete with Geely’s Lotus Emeya sedan and GAC Aion’s Hyper SSR with 1224 horsepower. It also eyes Chinese owners of Ferrari or Lamborghini.
仰望U9將與吉利的蓮花Emeya轎車和廣汽Aion的1224馬力Hyper（昊鉑）SSR競爭。它還瞄準了中國法拉利或蘭博基尼車主的市場。
仰望U9將與吉利的蓮花Emeya轎車和廣汽Aion的1224馬力Hyper（昊鉑）SSR競爭。它還瞄準了中國法拉利或蘭博基尼車主的市場。
評論翻譯
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Caysman2005.
Price war's hittin hard
價格戰(zhàn)來勢洶洶。
they're not just going after ford
they're also going after ferrari
他們不僅追趕福特，還將目標對準法拉利。
What is really interesting about this is that there are now LFP batteries in high end sports cars. That's crazy progress.
真正有趣的是，現在已經有了使用磷酸鐵鋰電池的高端跑車。這是瘋狂的進步。
Crazy how BYD achieved these impressive specs with LFP batteries, Destroying the myth that LFP is for mass market.
比亞迪如何利用磷酸鐵鋰電池實現這些令人印象深刻的規(guī)格，這打破了磷酸鐵鋰僅適用于大眾市場的神話，這真是太瘋狂了。
Just because something can perform well doesn't mean it's not also for mass market. It can be for both.
僅僅因為某些東西表現良好并不意味著它不適合大眾市場。它可以同時適用于兩者。
I think you have miss interpreted my comment, LFP is seen as cheaper, inferior tech, Less energy dense compared to NMC batteries...(Not anymore)
我認為你誤解了我的評論，之前人們認為磷酸鐵鋰電池（LFP）更便宜、技術較差、比NMC（三元鋰）電池能量密度低...（現在不再是這樣了）。
I mean. It probably still is less energy dense, theyre just showing that the density isnt as important.
我的理解是，它可能仍然比較低能量密度，只是他們表明密度并不是那么重要。
But notably its not really less power dense, i remember building battery packs out of A123 32650 cells like 15 years ago and even back then you could pull 15C out of them.
Like, the original Killacycle used LFP cells.
但值得注意的是，實際上它并不是功率密度更低。我記得大約15年前使用A123 32650電池組裝電池包，即使在那時，它們也能提供15C的放電率。比如，最初的 Killacycle（一款電動摩托車）就使用了磷酸鐵鋰電池。
Slightly lower density ain't a bad tradeoff for 2-3x as many cycles and a calendar life of around 20 years instead of NMC's 15. LFP is the under dog to watch. Plus you can charge to 100% so it doesn't affect your day to day range as much. There is a reason LFP is so popular in China.
稍微降低密度并不是一個壞的權衡選擇，略低的能量密度對于能夠獲得2-3倍的循環(huán)壽命以及大約20年的日歷壽命，而不是三元鋰電池的15年。磷酸鐵鋰電池（LFP）是一個值得關注的黑馬。此外，你可以充電至100%，因此它對日常續(xù)航里程的影響并不那么大。磷酸鐵鋰電池在中國如此受歡迎是有原因的。（注：三元鋰電池不推薦滿充滿放）
LFP is already becoming mainstream (of course the west is like 5 years behind, as always in this space). The underog to watch is sodium-ion.
磷酸鐵鋰電池已經成為主流（當然，西方在這個領域總是落后大約5年。）。值得關注的黑馬是鈉離子電池。
You don't need great battery tech to go very fast. That's the absolute easiest thing to do in an EV. You could, without very much difficulty, do it with battery tech from ten or twenty years ago, provided you had decent motors, which are also not terribly difficult to build and largely a solved problem. So the fact that this car gets to 60 relatively quickly is just not that impressive, and that it does so with LFP batteries isn't remotely interesting. Especially at a price tag of $236k.
That it gets under 200 miles of range also isn't terribly surprising, but does definitely point to why people say LFP is for mass market. It's got significantly less range than other cars which are just as fast and cost less. All while weighing 300lbs more. There's just absolutely nothing remotely impressive about this car, other than the fact that for some reason, someone decided to stick a stupidly heavy, small battery pack into something that they hoped would impress supercar buyers. That level of poor decision-making actually is incredibly impressive.
確實，要實現高速行駛并不需要先進的電池技術。在電動汽車中，（電池）是絕對最容易實現的事情之一。你可以輕松地使用十年或二十年前的電池技術，只要你有像樣的電機，而且電池制造起來也不是特別困難，這基本上已經是一個解決了的問題。因此，這輛車相對較快地達到60英里的速度并不那么令人印象深刻，而且它使用磷酸鐵鋰電池來實現這一點也沒有什么特別的地方，尤其是考慮到它的售價高達23.6萬美元。
事實上，它的續(xù)航里程不到200英里并不特別令人驚訝，但確實說明了為什么人們說磷酸鐵鋰電池是為大眾市場而設計的。它的續(xù)航里程明顯比其他同樣快且價格更低的汽車少得多，而且重量還增加了300磅。這輛車實際上沒有任何令人印象深刻的地方，除了有人不知為何決定在一輛希望能打動超級跑車買家的汽車上安裝一個非常重、容量較小的電池組。這種程度的糟糕決策實際上相當令人印象深刻。
They just released the lap times for the Shanghai International Circuit... a disappointing 2:17.65.
For reference, the Audi RS Q8 (an SUV) did 2:19.88, only two seconds slower. The Zeekr 001 FR was 5 seconds faster than the Audi on the Zhejiang Circuit, and the Lotus Emeya was 7 seconds faster.BYD's 1.68 million "hypercar" can't even beat other Chinese sedans in lap times...
他們剛剛公布了上海國際賽車場的單圈成績……令人失望的 2 分 17.65 秒。作為參考，奧迪 RS Q8（一款 SUV）的成績?yōu)?2:19.88，僅慢了兩秒。在浙江賽道上，Zeekr 001 FR比奧迪快了5秒，蓮花Emeya則快了7秒。比亞迪168萬輛“超級跑車”單圈成績連其他中國轎車都打不過……
I've been saying this numerous times, the Chinese brands DO NOT have any real experience in racing, which legacy auto took almost a century to perfect it.You can see here brands under Geely(Zeekr & Lotus) seems to have good laptimes with significantly less power. Lotus and Polestar did well sharing their race experience with the parent company, which helped Geely build better cars across all its lineup.
我已經多次強調過，中國品牌在賽車方面沒有任何真正的經驗，而傳統(tǒng)汽車制造商幾乎花了一個世紀的時間來完善這一領域。
你可以在這里看到吉利旗下的品牌（極氪和路特斯）似乎擁有不錯的圈速，但動力明顯較低。 路特斯和Polestar（極星）很好地與母公司分享了他們的比賽經驗，這幫助吉利在其所有產品線中打造了更好的汽車。
任何人都可以制造一輛外觀漂亮且快速的汽車。但要真正使其駕駛、操控和乘坐得當則非常困難。需要經過幾代汽車的積累才能達到這一點?，F代和起亞現在才在其主流車型上達到這一水平，但它們的性能車型仍然過于激進，且在懸掛舒適性上存在不足。中國可能會比韓國更快地取得進展，但我們距離中國汽車真正能夠與美國和歐盟最好的汽車相媲美還需要1-3代的時間。
原創(chuàng)翻譯：龍騰網 http://www.top-shui.cn 轉載請注明出處
I offer GM as a sacrifice if we can plz plz plz just import BYD - just BYD please common gov plz give us the good EV’s.
如果我們可以的話，我愿意將通用汽車作為犧牲品，請進口比亞迪 - 請進口比亞迪，請政府給我們好的電動汽車。
Nah, I like GM, offer Chrysler or Ram as a sacrifice, I’ve never met a Ram owner worth a shit 不，我喜歡通用汽車（GM），獻祭克萊斯勒或Ram（道奇）吧，我從未見過比狗屎更好的Ram車主。
As an American, I want our own automobile companies to do well. However, at the same time, cheaper EVs means more EVs/less ICE cars, which is reduces the amount of pollution that is good for our health.I would rather choose to protect the health of Americans, than protect the profits of American automakers. But I wonder if our politicians feel the same way.
作為美國人，我希望我們自己的汽車公司表現出色。然而，與此同時，更便宜的電動汽車意味著更多的電動汽車和更少的內燃機汽車，這減少了污染量，對我們的健康有益。我寧愿選擇保護美國人的健康，而不是保護美國汽車制造商的利潤。但我想知道我們的政治家是否也有同樣的感覺。
Absolutely. We should let them in, but it should be conditioned on a joint venture with a local competitor, either GM or Ford, which would allow sharing of BYD's profit and IP transfer.
好主意。我們應該允許他們（BYD）進入市場，但條件是與當地的競爭對手建立合資企業(yè)，可以共享比亞迪的利潤并進行知識產權轉讓，可以選擇與通用汽車或福特等企業(yè)進行合作。