VM Test Report on Xpeng P7 & G9: The Battle for Uniqueness
One experiences a clear sense of déjà-vu: Nio also emerged not too long ago as a young, tech-loving new brand from the Middle Kingdom: high-tech and high-end electric vehicles, showcasing everything from battery swaps to dozens of sensors, covering the entire spectrum of technological offerings. Meanwhile, the initial euphoria has quite dissipated, and Nio is struggling with low sales figures despite high aspirations. Founded just ten years ago, the brand Xpeng presents itself in a quite similar manner – but aims to do everything better.
Ex-Hyundai Germany CEO Markus Schrick is supposed to help in this, who wants to differentiate himself in the "old school" way through a mainly conservative core value: a genuine dealership network. Thanks to electric-enthusiast partners with experience and the trust of customers, they ensure the distribution and service of vehicles, even down to the local spare parts depot in case remote diagnosis via software or the obligatory over-the-air updates no longer suffice. At the start, there are twelve dealerships at 24 locations, doubling by the end of the year, and by 2026, there are plans to integrate 60 dealerships with 120 locations.
Other companies also build good EVs
Because many companies now build good EVs, as Schrick knows, with Tesla being the pioneer and benchmark in efficient and high-performance EVs. But very few can consistently "maintain" this, with Tesla itself struggling heavily with quality and service issues. An invaluable advantage of the established local providers, which unfortunately, they have not yet completely supported with correspondingly attractive electric vehicles. The best mix of product and service for EVs is currently offered undoubtedly by the Koreans from the Hyundai group.
So Xpeng is now trying its luck and aims to conquer the most demanding market in Europe. After the first rounds in the stylishly designed but very spacious P7 sedan and the full-size P9 SUV, one must say: these are good EVs. However, the vehicles are not groundbreaking better than a Tesla Model 3, a Kia EV6, a Hyundai Ioniq5, or even a Nio ET7.
Wasteful Dimensions, Little Space Inside
The P7 already stands out with its wasteful sheet metal, stretching over 4.90 meters in length and 1.90 meters wide, with a Tesla-flat height of 1.45 meters. The cW value of 0.23 fits into the series of aerodynamic electric sedans, but the space conditions do not. Inside, the well-crafted and attractive P7, though still "popular" in terms of materials and plastics and not overly luxurious, surprisingly offers little space.
Especially in the back, one has to arrange their limbs quite a bit to sit somewhat comfortably. Additionally, a central tunnel and the massive center console are bothersome. The trunk is a narrow hatch with a nominal volume of 440 liters, at least with decent loading depth; a frunk is nowhere to be found in the front. The opulent space of the Model 3 or Ioniq 5 or EV6 is far from being matched by the Xpeng, even a VW ID.3 or an MG4, two classes below, offer significantly more space.
Rather Comfortable Character
On the road, you have to really maneuver the "Chinese ship" around city corners; this package is not really nimble. It's not very agile either: the steering feels rather synthetic, even in sport mode, as do the brakes and the unfeeling accelerator pedal. The P7 generally opts for a more comfortable line, resulting in quiet rolling and low wind noise. Admittedly, the propulsion itself in the driven Long-Range version with rear-wheel-drive synchronous motor is beyond doubt thanks to 348 kW and a sprint from 0 to 100 km/h in 6.7 seconds, as well as to the strict speed limits of the Feldberg route. The performance version accomplishes this in a usually illegal 4.1 seconds ...
But this is an issue that doesn't arise in everyday life, as all electric cars are designed to be overperformant. In this regard, the all-wheel-drive performance versions, optionally with freaky but totally impractical "gullwing doors," can be considered prestige objects, rather overqualified for fleets. The standard version starts fully equipped at 49,600 euros, which could be suitable and sounds like a "fair deal".
Constant Reminders
Especially since, apart from the fantastic but naturally expensive Dynaudio system (€3,960), all the comfort and safety features are on board that one would need today to drive at Level 2+. However, not all of them work very well. On the 90-kilometer round trip, you feel like you're being reminded to keep your eyes on the road about 100 times. We couldn't find a way to turn it off, although otherwise everything can be finely adjusted via the central screen. Following Tesla’s example, all operations are focused on this screen, resulting in considerable distraction and tapping at first—and numerous reminders from the attention assistant. At least the sensors work more reliably than those on Nio; distance and lane assistance are fine, as is the stop-and-go assistant. However, the voice assistant didn’t understand "station" when you said "Hey Xpeng" to turn off the attention assistant...
Consumption is acceptable, but not frugal
In terms of consumption, the 17.8 kWh/100 km (16.8 kWh/100 km in WLTP) displayed by the onboard computer of the two-ton electric vehicle are "in the green range," but not sensational for a moderately driven Feldberg round trip in spring, which are actually ideal conditions. The 86.2 kWh NMC battery is charged behind the charging flap that opens with a key tap on the 800-volt basis with a decent 175 kW, going from 20 to 80 percent in 25 minutes. AC charging is done with the usual 11 kW. Everything is okay, but it's not a new benchmark.
P9: Spacious SUV with Upper-Class Touch
Regarding the similarly long SUV P9, which starts at 57,600 euros, the "big cruiser" appears even more modern. Its rather smooth driving assistance can also recognize traffic lights, offers a more comfortable ride, provides ample space, a flat floor in the rear, and a huge 660-1,600-liter trunk. No wonder, given its height of 1.68 meters and van-like width of 1.93 meters. Optionally, there's cognac-colored leather that adds a touch of nobility to the generally quite nicely designed interior.
The handling of the 2.2-ton vehicle is less agile but rather comfortable and well-insulated. Here too, an all-wheel drive version is available, starting at 69,600 euros, below a Kia EV9 with rear-wheel drive starting at 72,600 euros. The all-wheel drive version comes in at 77,000 euros. The 75.8 kWh LFP battery charges up to 260 kW, with a range sufficient for 460 kilometers. After a short city-to-countryside drive, we recorded a consumption of an appropriate 18.8 kWh/100 km for such a big vehicle.
VM Conclusion:
As mentioned, everything is in order; Xpeng's electric vehicles deliver good quality and a mature level of technology. Yet, aside from all the tech-explorer hype and the race for attention and superlatives: the EVs are not much better than those from Tesla, BYD, Volkswagen, or the Korean brands. Rather, it gives the impression of a "me-too" project. Xpeng still needs to establish its uniqueness. This path will not be an easy one ...
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