CATL TECH DAY 2026

Please enjoy. Distinguished guests, friends from the media, and friends watching online. Good evening. Welcome to the CATL Super Tech Day 2026. I'm the host of today's launch event, Rose. I come from the CATL Hong Kong Research Institute and I'm the executive editor and chief of the journal. Before we officially begin, I would like to take this opportunity to make a small announcement. Many questions about our limits of batteries. So I hope that you can imagine with us: if you are given a bottle of magic potion that could push one battery performance metric to the dream, what would you choose? Maximum range, unlimited lifespan, or absolute safety and lower cost? Perhaps you would say, 'I want it all.' And we can deliver it all. Then you might ask, how can we make that happen? Our answer is multi-chemistry advancing in parallel, together pushing toward the limits. Next, I would like to invite a pioneer who has long worked in uncharted territory of materials to show us how CATL starts from the fundamental level of materials to meet everyone's expectations. Please join me in welcoming CATL's chief scientist, academician of the Chinese Academy of Engineering, Mr. Wu Kai.

Distinguished guests, dear friends, hello everyone. I'm Wu Kai from CATL. It's a pleasure to gather with you all to celebrate the CATL Super Tech Day. As the industry has evolved to this day, the penetration rate of new energy vehicles has surpassed 50%, and lithium batteries now account for over 65% of installed power storage capacity. At such a critical moment, technological innovation is needed more than ever. So today, I'd like to discuss with you why CATL has been able to sustain its innovation. The answer comes down to three points. First, we dare to lead the way. Second, we're committed to a multi-chemistry approach. And third, which is the most important thing, we deliver on our word.

So first, daring to lead, doing what is difficult but right. Today new energy vehicles are something we all just take for granted. But if you look back to over a decade ago, even with the world's most advanced batteries at the time, an electric car could only travel just over 100 kilometers. To become truly competitive, the battery energy density had to increase more than threefold. So many saw the difficulty and stopped there. But CATL, drawing on over a decade of experience in consumer lithium-ion battery R&D and commercialization, made a decisive judgment: lithium-ion batteries have the full potential to become the critical energy units enabling the transition of both energy and transportation. Once we decided what must be done, we moved forward with resolve. So we successfully introduced a series of breakthroughs: CTP technology, Qilin battery, Shenxing battery, condensed battery, Freevoy, Super Hybrid Battery, and Naxtra, among other technologies. Leading is an outcome, and behind it a mindset of always daring to be the first.

Second, commitment to multi-chemistry development. A complex world demands multiple answers. Pursuing a multi-chemistry system is not an option, it's a necessity, because every material has its limitations and no single material can simultaneously optimize every performance metric. Therefore, based on the different demands of different scenarios, we have built capacity across multiple chemistry systems. This is what it truly means to be responsible for the users. The users do not need a one-size-fits-all answer but an answer that suits them best. Of course, this is also the responsibility to society and to the nation. New energy must not serve only a handful of scenarios. It must reach more regions, more industries, and more applications. It also concerns industrial security, resource security, and technological leadership.

So let's start with LFP battery. We are all familiar with its strengths: safety, low cost, and long cycle life. But we are also clear-eyed about the fact that the energy density of today's LFP products is approaching its theoretical limit. Therefore, we have positioned it as a technology centered on fast charging, achieving the ultimate balance of performance. As for the NCM system, the theoretical energy density limit of NCM materials is twice that of LFP. That is why the NCM system has long been a fiercely contested technological high ground in the global power battery industry. However, the higher the energy density, the less stable the crystal structure becomes. For a long time, the global industry has made slow progress on this challenge. But CATL found the optimal solution. We pioneered the theory of cross-layer coordinative oxygen locking technology, discovering a new pathway to structural stability at the atomic level. Based on this, we created a series of new materials, including the world's first single-crystal NCM cathode material, and set a world record of 240 Wh/kg. In terms of sodium-ion batteries, they show great application prospects in extreme conditions such as high temperature and severe cold, as well as energy storage scenarios. We have already resolved the core challenges in manufacturing and achieved mass production within this year. Meanwhile, for even more frontier chemistry systems, we are advancing R&D in parallel.

Third, commitment to deliver on our word, achieving high-standard execution. Take safety technology for example. As early as 2020, we proposed that even if a single cell experiences thermal runaway, the system must prevent thermal propagation and the battery must not catch fire. This vision was translated into commercial products the same year and later gradually became an industry consensus. Thanks to the joint efforts, the fire incident rate of new energy vehicles has dropped significantly, and the national mandatory standard for thermal propagation in power batteries has been upgraded from a five-minute warning to no fire, no explosion. Take reliability for another example. We developed industry-leading accelerated testing and equivalent testing methods and built one of the world's largest testing and verification centers. And in manufacturing, we introduced the concept of extreme manufacturing, establishing over 7,000 quality control points and achieving an extreme production speed of one cell per second.

Dear friends, throughout our journey, CATL has always pursued three things: daring to lead, defining the direction of the technology; committed to the multi-chemistry system, answering a complex world; deliver on our word, setting high-standard benchmarks for the industry. So what you are about to see next are the latest outcomes along this very path. Thank you.

Thank you, Academician Wu, for your sharing. As a PhD trained in material science research and a scientific editor who has reviewed tens of thousands of global new energy studies, I deeply resonate with what Academician Wu just mentioned. No single material can achieve optimal performance across all metrics, which I feel strongly about. Every material has its own strengths and weaknesses. Rather than spending enormous effort attacking weaknesses, it is better to skillfully leverage each material's characteristics and limits, and through efficient synergy, break through technological limits. At this point, has CATL really achieved this, and how was it done? Let's welcome CATL's CTO, Mr. Gao Huan, to unveil the process innovations behind the pursuit of extreme performance.

Distinguished guests, dear friends and partners, good evening. I'm Gao Huan from CATL. As Academician Wu just mentioned, one of CATL's core values is: we do what we say and deliver to the highest standards. Every technological breakthrough we achieve must not only set the bar high but also stand the test of market and time, and ultimately be accountable to every user. Today, let's start with the latest numbers. As of February 2026, over 25.8 million EVs on the road are powered by CATL batteries. In Q1 2026, our market share in China reached 47%. That means for every two EVs sold in China, one is powered by CATL batteries. Behind these numbers is the trust of tens of millions of users around the world. To every user and partner who chooses and trusts CATL, I want to express my sincere gratitude. Thank you very much.

As of March this year, our products cover 67 countries and regions, serving 176 brands and 529 passenger vehicle models. We have the world's largest base of R&D and real-world usage data. No one is closer to real-world driving scenarios than we are, and no one understands users' core pain points and true needs better. There's no best, only better, and that we all know. Different driving scenarios demand fundamentally different solutions, and naturally that calls for different battery approaches. As Academician Wu pointed out, each material system has its own strengths. My team's goal is simple: to push every technology to its absolute limit and deploy it where it fits best.

Now let me walk you through our latest progress across four product lines: Freevoy, Shenxing, Qilin, and Naxtra, and how we are delivering our answers for every driving scenario. First, we're bringing you the fully upgraded third-generation Shenxing super fast charging battery. It delivers an equivalent 10C and peak 15C, the industry's most powerful supercharging capability. 10% to 35%: just 1 minute of charging. 10% to 80%: just 3 minutes 44 seconds. 10% to 98%: just 6 minutes 27 seconds. Even in extreme cold at minus 30 degrees Celsius, 20% to 98% takes just 9 minutes. So less than 10 minutes. This is Shenxing super fast charging battery: 6 minutes full charge, peace of mind. And this isn't exclusive to Shenxing 3. The new Qilin and Freevoy models we are announcing today will all come standard with this charging capability.

But I also know many of you have been wondering: does supercharging damage the battery? This is also heatedly discussed online recently. So, I'm going to answer this clearly and definitely today. At CATL, we believe true supercharging means charging fast and safely throughout the battery's entire life cycle. Sacrificing battery longevity for short-term charging speed has never been our option. Having worked in the battery industry for nearly 20 years, let me say this with full confidence: the real challenge of supercharging is not trickle charging, it's temperature rise.

What is temperature rise? Simply put, when a battery charges, it generates heat, and heat accelerates battery aging. According to the Arrhenius equation, for every 10 degrees Celsius increase in temperature, internal side reactions increase roughly double, with a significant impact on battery lifespan. Have you noticed that many fast charging batteries slow down in the later stage of charging? One important reason is that the battery temperature rises, so the system has to reduce the current to bring the temperature down. This is what's known as trickle charging. At CATL, our supercharging approach is true supercharging without compromising battery life. It comes down to three pillars: first of all, reduce the heat generation; secondly, stronger thermal management; and thirdly, higher precision. So I will go through them one by one.

First of all, reducing heat generation. As we all know, charging speed is determined by charging power. At the same voltage, the higher the current, the faster the charging speed. However, according to Joule's law, heat generation in the battery scales with the square of the current. If the internal resistance remains unchanged, the time saved by increasing current cannot offset the resulting temperature rise. Therefore, to increase charging speed without increasing heat generation, the fundamental solution is to reduce internal resistance. To achieve this, we first deconstructed the structure of internal resistance in batteries. We then carried out comprehensive optimization across three dimensions: ohmic impedance, interfacial reaction impedance, and diffusion impedance.

First, ohmic impedance. According to the law of resistance, the longer the conductor, the greater the resistance. Cell length is the key factor determining ohmic impedance. Our precise calculations show a 300-millimeter cell compared with a 400-millimeter cell can reduce heat by over 20%. This is why since 2015, CATL has firmly adopted the 300-millimeter scale for our supercharging cells. A long-term engineering decision rooted in fundamental physics.

Second, interfacial reaction impedance. Simply put, this is the resistance lithium ions face passing through the cell's security gate, a gate formed by the SEI film on the anode surface. Only tens of nanometers thick, it must accomplish two completely contradictory tasks at the same time: allow lithium ions to pass quickly while blocking solvent electrolytes from passing through. These two contradictory demands, achieving both on a nanometer-scale SEI film, is challenging. Now, with the industry's first SEI gene-directed editing technology, we customize the SEI film for supercharging. First, precisely identify substance X, the key bottleneck blocking lithium-ion migration. Then, directionally replace substance X. This doubles lithium-ion transmission through the SEI film, perfectly balancing supercharging speed and battery longevity.

Third, diffusion impedance. Lithium ions must intercalate into the graphite anode layers, but graphite's interlayer spacing is just 0.33 nanometers, like a narrow capillary. Not only is the passage extremely tight, but atomic-level repulsion forces severely slow down lithium-ion intercalation. To address this, we developed a new layer-expanded graphite technology, modifying the graphite anode at a single-atom level, equivalent to precisely implanting a stent into a narrow capillary. This effectively expands the interlayer spacing of graphite, enabling a qualitative leap in lithium intercalation speed.

So just now we talked about minimizing heat at the cell level. We've also built in safeguards at the system level too. On thermal management, beyond the conventional bottom cooling, our large-surface cooling solution launched in 2022 quadrupled the heat exchange area and remains industry-leading today. And now we introduce our latest breakthrough: cell cooling solution. Through topology simulation analysis, we found that during charging, heat is most concentrated at the cell tab region. By applying precision cooling directly to this hottest zone, we've improved overall cooling efficiency by over 20%.

Thirdly, just now we talked about improving overall cooling efficiency. And finally, let's talk about temperature measurement. You can't control what you can't accurately measure, right? Many assume measuring battery pack temperature is simple. But measuring the temperature at every point across a cell is a highly complex engineering challenge. Without accurate measurement, controlling temperature rise is simply impossible. Using a physical model of electrochemical and thermal coupling integrated with NTC sensor data, we precisely decoded the actual cell temperature, achieving measurement accuracy within plus or minus one degree Celsius. We make it possible. After 1,000 supercharging cycles, battery capacity retention remains above 90%.

We've just covered peak performance at standard temperatures. I know many of you, especially from northern regions, are wondering: at minus 30, lithium-ion activity drops sharply. Can we still deliver stable supercharging? We've already prepared a complete all-scenario solution. Let's start with the facts. In low temperatures, internal resistance rises sharply, with the interfacial reaction impedance alone increasing by nearly 100-fold. So in winter, before supercharging can even begin, the battery must first be warmed up to restore activity and enable efficient charging. Today the industry relies on two main approaches. The first and most common is using the thermal management system to slowly warm the battery, like a radiator. But this method is highly inefficient. The temperature rise rate is less than one degree Celsius per minute, making winter charging painfully sluggish. The second approach uses superchargers with energy storage units for rapid heating. Before charging begins, the battery discharges at high current to the storage unit, generating heat through discharge for rapid warming. But the drawback is that these storage-equipped superchargers are rare on the market and not widely available. Neither is the optimal solution for users.

To truly solve this pain point, we offer two better alternatives. First, what we call battery self-heating. By applying oscillating currents or pulses at specific frequencies, the battery heats itself up internally with no need for any specialized external charger. Even with a standard supercharger, rapid warming is fully achievable, delivering true low-temperature supercharging with no charger constraints. Second, our super swap-and-charge solution. The ultimate advantage of our energy replenishment system. It delivers a full charge in 9 minutes at minus 30 degrees and near-instant replenishment through battery swap. For details, my colleague Yang Jin will walk you through it shortly. This is the fully upgraded Shenxing 3 super fast charging battery: 6 minutes full charge, peace of mind.

We've just introduced the third-gen Shenxing super fast charging battery. Some of you may be wondering: with LFP's charging, longevity, and safety all resolved, just what range can it actually achieve? We've also noticed that LFP-powered vehicles claiming 1,000 kilometers of range have entered the market. But LFP has an energy density gap versus NCM. To hit 1,000-kilometer range with LFP, the blunt approach is simply to scale up the battery size and add more capacity. Think about it. If a C or D segment sedan were to achieve 1,000 km range using LFP, the battery pack alone would exceed 880 kilograms, possibly a full ton. This would severely compromise ride quality and handling. It also goes against a century of automotive pursuit of lightweight design. There is a well-known saying in automobile engineering: better to shed 1 kilogram than add 10 horsepower. Weight is the primary enemy of efficiency and performance. From a vehicle design perspective, even for a full-size SUV, the battery pack should not exceed 750 kilos, because a heavier battery means a heavier vehicle. A heavier vehicle consumes more energy. Higher energy consumption demands an even bigger battery. A vicious cycle of chasing your own tail, dragging down efficiency, safety, and handling all at once. What users truly need is a ride that's nimble and spirited like a thoroughbred. In a sense, excessive weight is a form of waste.

To address this, countries like Norway, France, Switzerland, and Japan have already begun implementing vehicle weight-based taxation. The heavier the vehicle, the higher the tax. So in the future, we may all pay for excessive vehicle weight. So could CATL build a 1,000-km LFP battery? Of course, we could. In fact, as early as two years ago, our LFP batteries were already capable of 1,000-kilometer range. But we believe it is unnecessary and not what a premium vehicle should be. In CATL's R&D philosophy, every material system has its area of greatest strength. Our job is to push each one to its absolute limit. For us, energy density is the defining standard for premium batteries. NCM is the optimal solution for premium long-range vehicles. For BEVs priced above 250,000, choosing LFP is, in my view, a disguised downgrade.

So allow me to introduce today's second major product: the third-gen CATL Qilin battery, a premium NCM battery combining extraordinary range with ultimate performance. Beyond its standard equivalent 10C, peak 15C supercharging, the Qilin battery's gravimetric energy density reaches 280 Wh/kg and volumetric energy density reaches an impressive 600 Wh/L, comfortably achieving 1,000 kilometers of range with a total battery pack weight of just 625 kg. Compared to LFP batteries of the same class achieving 1,000 kilometers, Qilin 3 is a full 255 kilos lighter, roughly the combined weight of three adult men. So what does a 255-kilo weight reduction actually mean for users?

First, superior handling. Comprehensively elevating both drivability and safety. Let us illustrate this through three core metrics of handling: first, acceleration; second, evasion; and third, braking. Typically they are measured by 0 to 100 acceleration, moose test, and 100 to zero braking distance. First, 0 to 100 km/h acceleration. Many associate rapid acceleration merely with the thrill of launch. But that's not the whole story. The real value lies in how cleanly and decisively you can overtake. Consider a 2.6-ton mid-to-large sedan with a 5-second 0 to 100 time. A 255-kilo weight reduction improves acceleration by 0.6 seconds, reducing the danger window during overtaking by 12%. Second, the moose test. It simulates a scenario when sudden obstacles demand rapid successive lane changes at high speed. The ultimate benchmark for handling stability and chassis limits. A 255-kilo weight reduction improves the moose test passing speed by 8%. It also reduces body roll angle by 6.5%. Meanwhile, it boosts extreme evasion capability by 15 to 25%.

Finally, the 100 to 0 km/h braking distance. This measures the distance required to bring a vehicle from 100 kilometers per hour to a complete halt under standard conditions. A vehicle must not only accelerate fast, it must stop fast. Data from authoritative institutions like CATARC show that every 1-meter reduction in braking distance lowers the probability of highway accidents by 8%. In our sedan example, a 255-kilo weight reduction shortens braking distance by 1.44 meters. It is 4% the full length of a vehicle's front end. In a critical moment, those 1.44 meters can mean the difference between life and death, especially on wet, snowy, or icy roads where braking distances multiply. The third-gen Qilin battery's lightweight advantage ensures you stop sooner than any competitors, maximizing accident prevention.

Beyond enhanced handling, let me turn to how weight reduction elevates vehicle durability. A lighter battery naturally reduces wear on the chassis and tires. A 255-kilo weight reduction extends the lifespan of the entire braking system, suspension, and critical components, including chassis parts and rubber bushings, by 40%. Tire longevity increases by over 30%. Instead of replacing them every 30 to 40,000 kilometers, now you gain at least an extra 10,000 km. Third, lower energy consumption and fewer carbon emissions. Compared to an LFP battery of the same capacity, a 255-kilo weight reduction reduces energy consumption per 100 kilometers by at least 6%. And this translates to saving 7.8 kilowatt-hours every 100 kilometers. Assuming 20,000 kilometers driven annually, 1 million vehicles equipped with the Qilin battery would save 156 million kilowatt-hours a year, cutting CO2 emissions by 78,500 tons, equivalent to planting 2.55 million trees and covering 1,250 hectares of green space.

The Qilin battery isn't just lighter, it is more compact. Take a 1,000-kilometer range sedan equipped with an LFP battery: upgrading to the third-gen Qilin battery frees up a full 112 liters of space, equivalent to three standard 20-inch carry-on suitcases. Relocating these 112 liters to the cabin increases headroom in the car by at least 18 millimeters without altering the vehicle's overall height. It is what we call a two-finger margin. For a passenger around 180 cm tall, those 18 millimeters are what it takes to sit tall with confidence. Beyond the high energy density of 280 Wh/kg, the ultimate lightweight of 625 kilos, and 1,000 kilometers of range, the third-gen Qilin battery delivers a major leap in power output. The vehicles that broke records at the Nürburgring in 2025 were equipped with our second-gen Qilin track battery, achieving a peak power of 1,330 kilowatts, the industry's highest at the time. Today, the third-gen Qilin battery brings three megawatts of discharge power, more than doubling last year's benchmark.

And behind all these extreme performances lies an unwavering commitment to thermal management and safety. As early as 2020, CATL pioneered NP, no propagation, technology for mass production. Now it is being massively produced. To date, over 10 million vehicles equipped with NP technology have been shipped. Despite this scale, many still ask: what exactly is NP technology? So allow me to explain. NP stands for no propagation, meaning no thermal propagation. It utilizes multi-layer thermal insulation, flame-retardant structures, and directional pressure relief to isolate, contain, and prevent high-temperature gases from a runaway cell, preventing heat from spreading to adjacent cells, ensuring a single cell failure does not lead to pack ignition or propagation. And we call this thermal isolation. But CATL engineers believe safety has no finish line. Today we take battery safety even further with the introduction of thermal-electric separation. Building on thermal isolation, we physically separate the cell's high-voltage components and pressure relief valves and engineer independent sealed exhaust channels for each cell at the system level, achieving complete physical isolation from all high-voltage components and sampling circuits. Even under extreme conditions with cell thermal runaway, high-temperature gases are rapidly vented through dedicated channels, never contacting any live electrical parts. So heat takes the thermal path, electricity takes the electrical path. This severs the chain from thermal runaway to electrical failure at its root, achieving the leap from thermal isolation to true thermal insulation.

This is the all-new third-gen CATL Qilin battery. For premium EV users, safety is the foundation. Ultimate performance is the pursuit. And the key to ultimate performance is relentlessly pushing energy density. As early as April 2023, we introduced condensed battery technology for electrified aviation, achieving an energy density of 500 Wh/kg. This technology has already completed its maiden flight validation on a full-ton commercial aircraft and will soon undergo further testing on aircraft exceeding 8 tons. A dedicated technical launch event will also follow. Stay tuned as CATL takes flight. Today we bring this aviation-grade condensed technology to passenger vehicles with the CATL Qilin Condensed Battery. Cell energy density reaches 350 Wh/kg. Volumetric energy density reaches 760 Wh/L. Both the highest in the world today.

How did we do that? We use new technology to increase the pack weight, kept strictly under 650 kilograms. And we also use aviation-grade materials. Compared to regular materials, the width is reduced by 60% and the weight reduced by 30%, and per-unit intensity increased by over three times. So we increased the intensity by 20 Wh/kg. We use the SUV battery pack and we did a new design, and the range can exceed 1,500 kilometers. So over 1,000 kilometers in a full-size, three-row, six-seat SUV, and most importantly, the weight for the battery pack is kept strictly under 650 kg. 1,500 kilometers is not just EVs overtaking combustion vehicles. It is today's EVs leaving yesterday's EVs behind entirely. It's over 1,000 kilometers from Beijing to Nanning. Even with a 30% highway range reduction, you can make it on a single charge.

Now that we've pushed performance and range to the extreme, many of you may ask: does safety take a backseat? Absolutely not. The Qilin Condensed Battery replaces conventional liquid electrolyte with a condensed-state electrolyte, ensuring zero leakage and zero flammability at the source, entirely eliminating the safety risks associated with electrolyte leakage. This is the CATL Qilin Condensed Battery: 1,500-kilometer range, extreme endurance, absolute safety. I can say this with full confidence: the Qilin battery is the one and only optimal solution for premium EVs. Without Qilin, it is not truly premium.

Just now we redefined the ceiling of supercharging speed with Shenxing 3, and we set the industry benchmark for super-long range with the third-gen Qilin battery. Now we are bringing these two industry-leading technologies to the plug-in hybrid market to fundamentally transform the user experience. Many choose hybrid vehicles for the flexibility of electric for daily commutes, fuel for long journeys. Yet reality often disappoints. A plug-in hybrid's chassis must accommodate a motor, battery, fuel tank, and engine, leaving minimal space for a larger battery. This compromises pure electric range, forcing frequent reliance on the range extender. Ultimately, a promising new energy vehicle devolves into merely a fuel car with a battery pack.

EV drivers know the lure of electric propulsion: instant response, robust power, whisper-quiet operation, and a cost of less than 0.1 RMB per kilometer, vastly superior to combustion engines. However, without sufficient electric range, these benefits remain untapped in the plug-in hybrid market. Unrestricted electric driving has ironically become a luxury. Two years ago, we launched the first-gen CATL Freevoy Super Hybrid Battery with 400 kilometers of pure electric range and 4C supercharging, putting an end to short range, slow charging, and weak power, and leading plug-in hybrid vehicles into the era of large battery capacity. Last year, according to our latest statistics, among all plug-in hybrid vehicles sold with a pure electric range exceeding 300 kilometers, over 95% were equipped with CATL's Freevoy battery.

So again, we would like to thank all the users who chose CATL's products. So we have very high technology intensity today. Okay, allow me to drink some water.

Today we introduced the fully upgraded second-gen CATL Freevoy Super Hybrid batteries. It is a complete solution for the entire plug-in hybrid vehicle segment, covering all material systems and all user demands. For the vast majority of family users, our LFP system achieves a 500-kilometer pure electric range. Featuring 10C supercharging as standard across the lineup, the 500 kilometers of pure electric range effortlessly covers daily commuting needs, turning weekly charging and effortless driving into reality.

But that's not all. Space constraints in plug-in hybrid vehicles are notoriously tight. Often when using LFP, the capacity falls just short, missing the target range by a fraction. For users who demand greater range without compromising their budget and weight, we are introducing our latest innovation today: the all-new super hybrid system.

You might ask, what exactly is this super hybrid system? Simply put, we have achieved a flawless integration of NCM and LFP materials at a micrometer powder level. It sounds simple, but the underlying technical difficulty is unimaginable.

LFP and NCM materials possess fundamentally distinct core characteristics. Forcing them to coexist stably within a single cell is akin to choreographing a highly complex performance between two individuals with entirely different personalities and habits. The core challenge lies in resolving this very compatibility.

Utilizing the olivine crystal structure of LFP as the core skeleton, we achieved a uniform gradient blending of LFP and NCM materials. At the particulate level, this is not a simple one-plus-one combination. It is true materials innovation.

What is our achievement? We elevated the energy density of this super hybrid system to 230 watts per kilogram. Compared to a pure LFP battery while maintaining the same peak weight, the driving range is directly boosted by over 15%.

Building upon this super hybrid system, we're unveiling another masterstroke. Today we bring the premium NCM technology of the third-gen CATL Chiling battery fully into the second-gen Freevoy, pushing pure electric range beyond 600 kilometers with 10C supercharging standard across the lineup.

As of today, a 400-kilometer pure electric range is merely the passing grade. 600 kilometers is the new competitive benchmark for plug-in hybrid vehicles.

Many might ask, why do we dare to set 600 kilometers as the new gold standard for the plug-in hybrid track? Because it delivers not just a quantitative increase in range, but a qualitative leap in user experience.

Why? Let's examine real-world user data for plug-in hybrid vehicles with a pure electric range under 400 kilometers. The range extender utilization rate is as high as 15%. However, when we push the range to 600 kilometers, big data models project that this utilization rate plummets to below 1%. Essentially, the range extender rarely needs to awaken.

Sufficient for daily commutes, worry-free for long journeys. Anchored by Freevoy's 600-kilometer pure electric range, the vehicle's comprehensive range easily surpasses 2,000 kilometers, truly realizing the elegance of one vehicle, dual mastery.

I'm not sure if there are any hardcore off-roading enthusiasts with us here today, but the natural domain of plug-in hybrid vehicles is the off-road battlefield. The dual energy system of motor plus engine has long been standard for hardcore off-roaders. For hardcore off-roading, the battery is the true beating heart.

Without a heart capable of sustained, stable, and formidable power output, even the most robust chassis, body, and motors cannot unleash their full potential. Veteran off-roaders driving plug-in hybrid vehicles have surely experienced this frustration. A three-ton vehicle where the battery feels like a small horse pulling a heavy cart. When the charge drops to 40%, output power is slashed by 30%, and acceleration becomes sluggish and throttle response lacks.

Once below 20%, even climbing a 20-degree incline becomes a struggle. The second-gen CATL Freevoy Super Hybrid battery is built specifically to solve this. Even at 20% SOC, Freevoy 2 delivers a stable 1.2 megawatts of power.

Very similar to the Shenxing track that we mentioned just now. At full charge, it unleashes 1.5 megawatts of peak power.

Let me illustrate with one of the most demanding off-road scenarios. Every serious off-roader knows the most dreaded obstacle in the desert is the honeycomb pit. These sand pits reach 30 centimeters to over 1 meter deep with 30 to 40-degree sand slopes. In a particularly challenging pit, the battery must deliver over 350 kilowatts of instantaneous power to generate over 470 horsepower from the motor, enough for a single-charge escape.

If the vehicle doesn't have enough power and you happen to be running low on charge, you're left spinning lap after lap, grinding your way up with centrifugal force alone. A grueling test of both skill and patience.

But with Freevoy 2, 1.5 megawatts at full charge, 1.2 megawatts at 20% SOC, more than three times the power needed to escape. Even if you traverse the desert down to 20% charge or even 10% and encounter a sand pit, a single press of the paddle ensures an effortless escape.

To conquer all terrain, true safety is the prerequisite for true freedom. We understand that users who choose plug-in hybrids and love off-roading refuse to be constrained by road conditions. Your vehicle must navigate urban jungles, endure the relentless impact of gravel trails, withstand chassis scrape on steep rocky slopes, and brave waterlogged roads during torrential downpours.

For this, the second-gen Freevoy deploys two core technologies, bringing safety protection to the absolute pinnacle of off-road standards. First, bulletproof-grade bottom coating technology. China's national safety standards dictate that a battery pack must withstand 150 joules of impact energy, roughly equivalent to a 3-centimeter stone striking the shield at 332 kilometers per hour.

The battery pack of the second-gen Freevoy withstands 1,500 joules of impact energy, 10 times the national standard, equivalent to a standard rifle bullet. Even amidst extreme off-road challenges, the cells remain fully protected.

Second, industry-leading sealing and waterproofing capabilities. The national standards require a battery pack to be fully submerged in 1 meter of water for 30 minutes without leakage. The second-gen Freevoy can be submerged in 2 meters of water for over 200 consecutive hours. It is almost eight days, still without any performance degradation.

Whether wading through torrential rain or forging rivers off-road, the battery pack remains entirely impermeable, ensuring uninterrupted power and uncompromised safety. This is the second-gen CATL Freevoy Super Hybrid battery. 600 kilometers pure electric for greater freedom. One vehicle for dual mastery. True freedom.

A battery to be truly delivered into the hands of users must go through R&D breakthroughs, testing and validation, pilot production on manufacturing lines, and finally mass production. Everyone may understand how difficult technological R&D is from zero to one. Yet people often overlook that large-scale manufacturing is also an extremely high barrier.

At last year's Super Tech Day, we officially launched our sodium-ion battery. Through innovations such as multi-path fast ion intercalation technology and composite anti-freezing electrolyte technology, we increased sodium battery energy density by 50%, successfully developing a competitive sodium-ion product and bringing sodium batteries into a milestone stage.

While sodium battery manufacturing shares similarities with lithium battery manufacturing, there are also significant differences and numerous technical challenges. Here are a few typical examples. First, during sodium battery manufacturing, trace amounts of moisture from the environment are inevitably introduced into materials and electrodes, which can affect battery lifespan.

To address this, we started with upstream innovation by designing hydrophobic materials, and during production, dynamically and intelligently controlled environmental temperature and air pressure to break the dynamic equilibrium of water molecules, achieving extreme dehydration and reducing water content to below 200 ppm.

Second, there is the gas generation issue during hard carbon slurry preparation. One kilogram of hard carbon contains approximately 10 to the power of 23 ultra-micropores. So from this number, you know there are many ultra-micropores which are highly prone to foaming during slurry mixing, affecting various cell performance metrics.

So we pioneered nanoscale pore size regulation and surface molecular water-locking technology, overcoming a long-standing challenge in sodium electrode fabrication.

Third, the sodium battery anode uses aluminum foils as the current collector, which makes bonding with hard carbon difficult, affecting interface stability and battery performance. We independently developed a bipolar functional coating to enable efficient wetting and strong bonding between the slurry and the aluminum foil substrate, achieving breakthrough improvements in interfacial adhesion and coating uniformity.

Fourth, CATL pioneered and launched the in-situ anode formation technology. The key challenge of this technology lies in the consistency of the sodium metal deposition interface. To address this, we innovatively developed an adaptive dynamic formation system which dynamically guides side reaction gases and precisely controls electrode stress to achieve nanoscale shaping, thereby forming a uniform and stable interface suitable for large-scale mass production.

In fact, there are many such engineering challenges, but we have overcome all of them. Now some sodium battery projects have already been implemented, and we are making final preparations for large-scale mass production.

And I'm truly honored to personally witness and participate in the entire process of this brand-new chemical system from R&D to mass production. Now, I'm proud to announce that CATL's Naxtra battery will officially enter mass production in the fourth quarter. The era of sodium and lithium shining together has arrived.

And with that, the four blockbuster products we brought today have all been unveiled. Shenxing charges fast. Chiling goes far. Freevoy drives free. Naxtra never freezes. And the condensed battery directly heralds a new era of ultra-high energy density.

Today we ascend to the pinnacle of performance, fulfilling our promise to users for an all-scenario mobility experience. No single battery can solve every problem. But for every demand, CATL is always here with a solution. Thank you.