Musk once laughed off BYD as a threat. Now the Chinese giant has taken Tesla’s EV crown — here’s how
Chinese automaker BYD had one of the biggest stands at the IAA show in Munich, Germany in 2023.
Arjun Kharpal | CNBC
Elon Musk dismissed BYD in 2011 by laughing at their products during a Bloomberg interview.
“Have you seen their car?” Musk quipped. “I don’t think it’s particularly attractive, the technology is not very strong. And BYD as a company has pretty severe problems in their home turf in China. I think their focus is, and rightly should be, on making sure they don’t die in China.”
BYD did not get wiped out. Instead, BYD dethroned Tesla in the fourth quarter as the top EV maker, selling more battery-powered vehicles than its U.S. rival.
“Their goal was to be China’s largest auto manufacturer and put China manufacturing on the map,” Taylor Ogan, CEO of Snow Bull Capital, said of BYD’s long-standing ambition.
So how did the Chinese company, which began by making phone batteries, become an electric car giant?
BYD’s history
While BYD is now known as an electric car giant, its tentacles stretch into many areas from batteries to mining and semiconductors, which is a large reason behind its success.
Chemist Wang Chuanfu founded BYD in 1995 in the southern Chinese city of Shenzhen, China’s massive tech hub. It was founded with 20 employees and 2.5 million Chinese yuan of capital, or $351,994 at today’s exchange rate.
In 1996, BYD began manufacturing lithium-ion batteries, the type that are in our modern day smartphones. This coincided with the growth of mobile phones. BYD went onto supply its batteries to Motorola and Nokia in 2000 and 2002, respectively, two of the mobile phone industry’s juggernaughts at the time.
In 2002, BYD listed on the Hong Kong Stock Exchange, riding the wave of its success in lithium-ion batteries.
BYD’s pivot to autos
It wasn’t until 2003 that BYD acquired a small automaker called Xi’an Qinchuan Automobile.
Two years later, it launched its first car called the F3, which was a combustion model. And then in 2008, it launched the F3DM, its first foray into electric vehicles. The F3DM was a plug-in hybrid electric vehicle.
That same year Warren Buffett’s Berkshire Hathaway made what was at the time a $230 million investment in BYD.
This gave a boost to BYD’s electric car ambitions.
BYD continued to push into the EV space and this is where its history as a battery maker came into play. In 2020, the company launched the Blade battery, which many argued helped spark BYD’s growth in EVs.
It is an LFP or lithium iron phosphate battery. At the time, according to Ogan, many battery makers were moving away from LFP batteries due to perceptions that they had poor energy density, i.e. they were too heavy for the amount of energy they were able to provide.
But BYD touted the Blade as a breakthrough that provided good energy density and high levels of safety. It committed to putting this in its Han, a sporty sedan which was released in 2020 and seen as a rival to Tesla’s Model S. BYD then put the Blade in subsequent models it released.
“The energy density at the cell level and the pack level were actually higher than what BYD initially unveiled … Everyone was blown away,” Ogan said.
BYD sold 130,970 pure battery electric vehicles in 2020. Last year, the company sold 1.57 million battery EVs.
What has been behind BYD’s success?
The breakthrough with the Blade underlines why BYD has found success in EVs — strategic investments and the fact that it has more businesses than just cars.
“BYD cut their teeth being a supplier in the high tech space, building up resiliency by supplying batteries to hard to please companies like Apple,” Tu Le of Sino Auto Insights, told CNBC.
“Wang Chuanfu then had the wherewithal to acquire a broken down local Chinese automotive brand and was able to focus on innovating on battery tech, enough so that it can sell to other automakers. If that wasn’t enough they were head down grinding, continually improving the design, engineering and quality of it’s own stable of vehicles. We didn’t know this at the time, but everything it’s done over the last 15-20 years set it up to surpass Tesla in Q4 ’23.”
Wang Chuanfu, Chairman and President of BYD.
May Tse | South China Morning Post | South China Morning Post | Getty Images
At the start, BYD did not jump straight into pure EVs. The company still sold hybrid cars, which Alvin Liu, analyst at Canalys, said was key to BYD’s initial success.
“In the early stages of the Chinese EV market, BYD chose to simultaneously launch Battery Electric Vehicles (BEV) and Plug-in Hybrid Electric Vehicles (PHEV). This strategy allowed BYD to win the market when charging infrastructure was not well-established, and users were not very clear about the advantages of EVs,” Liu told CNBC.
“PHEV’s characteristics like high economic efficiency and not having range anxiety played a significant role in helping BYD to win the market.”
Liu said BYD postioned itself in the mid-range market where there were fewer competitors in China which helped propel its growth. BYD has done well on branding, according to Liu, creating differetn sub-brands to tackle different price points in the market. One such example is BYD’s mid-to-high-end EV brand Denza.
Beijing backs EVs
As well as BYD’s own tactics, its rise has been helped by the Chinese government’s huge support of the country’s EV sector. Over the past few years, Beijing has offered subsidies to incentivize buyers of electric cars and offered state support to the industry. These measures began around 2009, at the time BYD was looking to ramp up its EV push.
Rhodium Group estimates that BYD received approximately $4.3 billion in state support between 2015 and 2020.
“BYD is a highly innovative and adaptive company, but its rise has been inextricably linked to Beijing’s protection and support,” Gregor Sebastian, senior analyst at Rhodium, told CNBC. “Without Beijing’s backing, BYD wouldn’t be the global powerhouse it is today.”
“Over time, the company has enjoyed below-market equity and debt financing allowing it to scale up production and R&D activities.”
Global ambitions
After dominating China’s EV market, BYD is now epanding aggressively overseas. It sells cars in a number of countries from the United Arab Emirates to Thailand and the U.K.
In southeast Asia, BYD has a 43% market share in electric vehicles. But BYD’s interntional expansion is not just about selling cars, it involves manufacturing and materials too.
BYD said in December it would open its first European manufacturing plant in Hungary. And the company is also looking to buy lithium mining assets in Brazil. Lithium is a key component of BYD’s batteries.
However, with global expansion comes scrutiny from governments who are concerned about the subisides that Chinese carmakers have received.
In September, the European Commission, the executive arm of the European Union, launched an investigation into subsidies given to electric vehicle makers in China.
Meanwhile the U.S. is trying to boost its own domestic EV sector through the Inflation Reduction Act, with an aim of keeping out Chinese competitors.
“Initiatives like the IRA and the EU anti-subsidy probe aim to impede China’s progress in these markets,” Rhodium’s Sebastian said.
“To ensure sustained growth, BYD is proactively addressing these political hurdles, as seen in its recent investment in an EV plant in Hungary, underscoring its commitment to global expansion.”
What next?
The battle between Tesla and BYD — the world’s two biggest EV makers — is set to continue. Sino Auto Insights’ Le said he beleives that BYD still hasn’t “reached max potential.”
“Most automotive companies for the longest time didn’t take them seriously. That’s where part of their journey mirrors Tesla’s because people didn’t take Tesla seriously in the early days either,” Le said.
As for Tesla, the company is facing stiffer competition in 2024 with Chinese competitors launching more models and traditional automakers trying to catch up in the EV race.
Daniel Roeska, senior research analyst at Bernstein Research, told CNBC that there isn’t a big driver of sales volumes in Tesla’s car portfolio in the coming months. BYD on the other hand could see faster growth.
“BYD quite to the contrary is really pushing the pedal to the metal … by accelerating growth in Europe and other overseas markets. And so there is a lot more growth in the BYD story in the next 12 to 24 months for sure,” Roeska said.
Tesla’s Musk has recognized that he shouldn’t have taken BYD lightly. In a comment posted in X in response to a video of his 2011 Bloomberg interview, Musk said: “That was many years ago. Their cars are highly competitive these days.”
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Boaz Weinstein, founder and chief investment officer of Saba Capital Management, during the Bloomberg Invest event in New York, US, on Wednesday, June 7, 2023.
Jeenah Moon | Bloomberg | Getty Images
Boaz Weinstein, the hedge fund investor on the winning side of JPMorgan Chase’s $6.2 billion, “London Whale” trading loss in 2011, is now taking on index fund giant BlackRock.
On Friday, Weinstein‘s Saba Capital detailed in a presentation seen by CNBC its plans to push for change at 10 closed-end BlackRock funds that trade at a significant discount to the value of their underlying assets compared to their peers. Saba says the underperformance is a direct result of BlackRock’s management.
The hedge fund wants board control at three BlackRock funds and a minority slate at seven others. It also seeks to oust BlackRock as the manager of six of those ten funds.
“In the last three years, nine of the ten funds that we’re even talking about have lost money for investors,” Weinstein said on CNBC’s “Squawk Box” earlier this week.
At the heart of Saba’s “Hey BlackRock” campaign is an argument around governance. Saba says in its presentation that BlackRock runs those closed-end funds the “exact opposite” way it expects companies to run themselves.
BlackRock “is talking out of both sides of its mouth” by doing this, Saba says. That’s cost retail investors $1.4 billion in discounts, by Saba’s math, on top of the management fees it charges.
BlackRock, Saba says in the deck, “considers itself a leader in governance, but is crushing shareholder rights.” At certain BlackRock funds, for example, if an investor doesn’t submit their vote in a shareholder meeting, their shares will automatically go to support BlackRock. Saba is suing to change that.
A BlackRock spokesperson called that assertion “very misleading” and said those funds “simply require that most shareholders vote affirmatively in favor.”
The index fund manager’s rebuttal, “Defend Your Fund,” describes Saba as an activist hedge fund seeking to “enrich itself.”
The problem and the solution
Closed-end funds have a finite number of shares. Investors who want to sell their positions have to find an interested buyer, which means they may not be able to sell at a price that reflects the value of a fund’s holdings.
In open-ended funds, by contrast, an investor can redeem its shares with the manager in exchange for cash. That’s how many index funds are structured, like those that track the S&P 500.
Saba says it has a solution. BlackRock should buy back shares from investors at the price they’re worth, not where they currently trade.
“Investors who want to come out come out, and those who want to stay will stay for a hundred years, if they want,” Weinstein told CNBC earlier this week.
Weinstein, who founded Saba in 2009, made a fortune two years later, when he noticed that a relatively obscure credit derivatives index was behaving abnormally. Saba began buying up the underlying derivatives that, unbeknownst to him, were being sold by JPMorgan’s Bruno Iksil. For a time, Saba took tremendous losses on the position, until Iksil’s bet turned sour on him, costing JPMorgan billions and netting Saba huge profits.
Saba said in its investor deck that the changes at BlackRock could take the form of a tender offer or a restructuring. The presentation noted that BlackRock previously cast its shares in support of a tender at another closed-end fund where an activist was pushing for similar change.
At the worst-performing funds relative to their peer group, Saba is seeking shareholder approval to fire the manager. In total, BlackRock wants new management at six funds, including the BlackRock California Municipal Income Trust (BFZ), the BlackRock Innovation and Growth Term Trust (BIGZ) and the BlackRock Health Sciences Term Trust (BMEZ).
“BlackRock is failing as a manager by delivering subpar performance compared to relevant benchmarks and worst-in-class corporate governance,” the deck says.
If Saba were to win shareholder approval to fire BlackRock as manager at the six funds, the newly constituted boards would then run a review process over at least six months. Saba says that in addition to offering liquidity to investors, its board nominees would push for reduced fees and for other unspecified governance fixes.
A BlackRock spokesperson told CNBC that the firm has historically taken steps to improve returns at closed-end funds when necessary.
“BlackRock’s closed-end funds welcome constructive engagement with thoughtful shareholders who act in good faith with the shared goal of enhancing long-term value for all,” the spokesperson said.
Weinstein said Saba has run similar campaigns at roughly 60 closed-end funds in the past decade but has only taken over a fund’s management twice. The hedge fund sued BlackRock last year to remove that so-called “vote-stripping provision” at certain funds and filed another lawsuit earlier this year.
BlackRock has pitched shareholders via mailings and advertisements. “Your dependable, income-paying investment,” BlackRock has told investors, is under threat from Saba.
Saba plans to host a webinar for shareholders on Monday but says BlackRock has refused to provide the shareholder list for several of the funds. The BlackRock spokesperson said that it has “always acted in accordance with all applicable laws” when providing shareholder information, and that it “never blocked Saba’s access to shareholders.”
“What we want is for shareholders, which we are the largest of but not in any way the majority, to make that $1.4 billion, which can be done at the press of a button,” Weinstein told CNBC earlier this week.
WATCH: CNBC’s full interview with Saba Capital’s Boaz Weinstein
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