BYD second-generation Blade Battery pack during livestream teardown analysis. Credit: Weibo Understand China EV’s Market Real-time notifications when critical EV data is released All important data in one place 2,000,000+ data points Become a member A Chinese automotive teardown team behind the widely discussed dismantling of BYD’s second-generation Blade Battery pack has released a detailed follow-up explanation addressing criticism of its testing methods and disclosing additional technical observations from the teardown. The livestream teardown attracted attention after the battery pack endured grinding, cutting, hammering, and prolonged disassembly without catching fire or exploding. The teardown team has now published a longer technical explanation covering pack structure, cooling layout, adhesive use, thermal testing methodology, and repairability concerns. The update follows widespread online debate surrounding the original livestream, including accusations from some BYD supporters that the teardown intentionally damaged the battery pack or manipulated testing conditions. Response to teardown criticism The livestream denied claims that air conditioning was used during fast-charging temperature testing, explaining that cabin heating had only been activated earlier to accelerate battery discharge before testing began. It also rejected allegations that the cooling plate had been damaged during disassembly, stating that the cooling structure remained intact throughout the process. Temperature sensors were installed in the lower sections of the cells because the upper cooling area was inaccessible. The battery pack was frozen in cold storage for roughly 40 hours before dismantling in an attempt to make the structural adhesive more brittle. Even then, the process reportedly required the destructive removal of outer structures because neither heating nor chemical adhesive removers could be safely used near intact cells intended for further examination. Having previously dismantled more than 20 battery packs, the livestream described the second-generation Blade Battery as the most difficult pack it had encountered. The teardown team is examining the internal structure of the BYD Blade Battery pack. 170-cell structure and integrated systems The teardown identified a “目”-shaped internal reinforcement structure dividing the pack into multiple sections. The battery pack was said to contain 170 cells connected in series, with separate high-voltage compartments positioned at the front and rear. The livestream also highlighted an integrated DBO and BMS architecture designed to reduce packaging complexity inside the battery system. Another observation involved the charging layout. AC charging reportedly routes through the onboard charger integrated into the vehicle’s electronic control system rather than directly into the battery pack. Cooling system discussion The teardown discussed BYD’s refrigerant-based direct-cooling approach, which uses phase changes in refrigerant to transfer heat while reducing the need for additional circulation pumps. The livestream argued that the design may improve efficiency and lower system costs, while also raising questions about the consistency of heat distribution across repeated flash-charging sessions, because refrigerants have lower heat capacity than liquid-cooling systems. At the same time, the teardown noted that the flow-channel design within the cooling structure appeared intended to mitigate uneven cooling. BYD Blade Battery cooling structure shown during livestream teardown. Structural and repairability observations The teardown showed extensive structural adhesive throughout the battery pack, including around modules, busbars, tabs, and signal wiring. The amount of adhesive reportedly increased dismantling difficulty significantly and could complicate future repairability and recycling processes. A fiberboard lower protective layer beneath the cells was also identified. The livestream described the material as primarily structural protection rather than an active thermal-management component. Another point focused on the absence of a traditional upper cover structure. The teardown argued that the design should be viewed alongside the vehicle floor and seat-mounting structure rather than as an isolated battery-pack decision. The livestream also questioned the use of aluminium conductors in some high-current charging sections, though no independent validation regarding long-term engineering implications was presented. Measured battery specifications According to measurements disclosed during the teardown livestream, the battery pack weighed approximately 572 kg. The teardown team estimated pack-level energy density at roughly 132 Wh/kg and cell-level energy density at around 179.6 Wh/kg, resulting in an estimated pack integration efficiency of 73.6%. BYD’s EV battery installation volume in China. Credit: China EV DataTracker Broader EV repairability debate The teardown also comes amid an increase in legal disputes between Chinese automakers and online automotive creators. A Chinese court upheld a second-instance ruling ordering an automotive blogger linked to “Long Ge Talks EVs” to issue a public apology and pay 2 million yuan (293,000 USD) in compensation in a case involving unverified claims about BYD vehicle systems. The teardown team compared the dismantling difficulty to overseas battery disassembly programs involving Tesla’s 4680 battery pack, including projects published by Munro Live. The group said increasingly integrated EV battery structures are creating broader challenges for repairability, recycling, and post-collision servicing across the industry. According to China EV DataTracker data, BYD installed 10.49 GWh of EV batteries in April 2026, representing a 16.8% market share. All reported installations were lithium iron phosphate batteries.