Hamburg There was a dispute about the name before the child was even born. Audi had sued the Chinese newcomer Nio because the designation of their electric vehicles was confusingly similar to some Audi models. Since no agreement has been reached so far, Nio quickly renamed his new SUV. ES7 became EL7. But no matter what is written at the end: This seven from Shanghai could cause Audi & Co. completely different problems.
In his home country, Nio already has over a quarter of a million electric vehicles on the road. A similar success in Europe will take some time, but the Chinese have already left their business cards with us. The first serve with the business sedan ET7 was – at least in the media – a precision landing.
Car experts unanimously praised the design, exchanged warm words with the voice assistant Nomi, the Chinese counterpart to Alexa, and discussed the mobile battery swapping system, in which empty batteries are exchanged for full ones in just five minutes in so-called Power Swap Stations (PSS). So far there have been a meager three stations in Germany. For 2023, Nio promises up to 120 battery exchange points in Europe, primarily along the main travel routes. Later use by other manufacturers would be conceivable.
The door handles are embedded flush. If the driver approaches with his key card, they jump out invitingly.
Let’s swap over to the tin. After the ET7, the EL7 is now driving up. A stately premium SUV, with a closed Tesla-style front, Nio calls it a sharknose, with narrow LED light slits above it. The clear side lines do not interrupt any showy beading, flush-mounted door handles jump out invitingly when the driver approaches with their key card. Above the windshield, not really elegantly placed, are bulbous sensors, behind which, according to Nio, “the largest panoramic sunroof in the industry” illuminates the interior. At the end, a continuous, narrow strip of lights (202 LED modules) visually widens the rear.
At 4.91 meters, the Nio SUV is a type of BMW iX caliber, but with a capacity of 570 liters it has a significantly larger luggage compartment (BMW iX 500 liters). This becomes 658 liters with the trunk floor lowered and 1545 liters with the rear seat backs folded down. The EL7 has a generous wheelbase of almost three meters between the axles, which ensures airy space. Front and back.
What is immediately noticeable is the top quality. Light years away from all the chinese pickles of days gone by. And – yes – also at least one class above Tesla. What you touch feels good. Nothing creaks, everything fits. That has to be the case if you want to play with the big boys from a good family. Nevertheless: We still have to get used to such a level “made in China”. Everything in here looks stylish and high quality. And everything is standard. Only special paintwork and larger wheels cost extra.
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Nio speaks of the “Second Living Room”, the second living room. Great seats, electrically adjustable (also in the back) and with a massage function. The passenger lounge seat has an extendable leg rest, almost like in business class you can lie flat here.
Of course, the interior is sustainable and vegan. The seat covers could be made of leather, but they are made using the coffee bean shell tanning process, and the cool decor is made from renewable rattan. When it comes to operation, Nio trusts a few buttons on the steering wheel and center console. This works relatively intuitively and logically. In the middle sits a large tablet, Tesla seems to have served as a blueprint here too.
Technically, the EL7 is almost the same as the ET7. Means: two battery sizes, 75 kWh (lithium-ion, range 390 kilometers) or 100 kWh (nickel-magnesium, range 509 kilometers). A 150 kWh battery with a range of around 850 kilometers is to follow later. Four-wheel drive is always standard, thanks to two electric motors, one on each axle. The system output is an impressive 480 kW/653 hp, and the maximum torque is 850 Newton meters. What helps the heavyweight to a start that seems downright grotesque.
What is immediately noticeable is the top quality. Light years away from all the China models of yesteryear. And – yes – also at least one class above Tesla.
What you touch in the NIO EL7 feels good. Nothing creaks, everything fits.
The almost 2.4-tonne EL7 (in sport mode) smashes the 100 km/h mark extremely casually in just 3.9 seconds. Just a few years ago we were celebrating super sports cars. The EL7 is big and bulky and rather clumsy in the city. The turning circle is a sprawling twelve meters plus. If you let him run free in front of the city gates, he gains in stature. And class. He takes fast corners upright and predictably, the steering still lacks a bit of serious feedback, the straight-line stability could be better.
Thanks to air suspension and sensitively responding adaptive dampers, however, it travels extremely comfortably. Even with the huge 21-inch wheels (2,500 euros extra, 20-inch wheels are standard). Comfort tuning and noise level may not quite reach the polished level of a Mercedes, BMW or Audi – but you’re not far from the best in the class either.
Nio wants to refine many things with a software upgrade “over the air” and refers to his computer genius Adam. The central computer shines with a computing power of eight gigabytes per second – designed for the autonomous driving of tomorrow. We already recommend today to the mastermind and his digital intervention team: Relax! Because if there’s something really annoying about this car, it’s the constant paternalism of the electronics. Some assistance systems are super nervous, intervene too often, much too early and then not very sensitively.
Sitting above the windshield, not really elegantly placed, are bulbous sensors.
At the end, a continuous, narrow strip of lights (202 LED modules) visually widens the rear.
And little Nomi is constantly chattering away with her sweet little voice. She doesn’t let you out of her artificial eyes for a second, honors you and warns against God and the world. Nio gives hope, after all the cheeky girl has artificial intelligence and is constantly learning.
Let’s go to the cash register. And it’s not only expensive, it’s also a bit complicated. You can get the EL7 from Nio in a car subscription with a fixed term (12 to 60 months) from 1,300 euros per month, with a flexible one (1 month or longer) from 1,700 euros. You can also buy the SUV for 73,900 euros. However, without a battery. That costs extra. 12,000 euros for the small one, 21,000 euros for the large one. Alternatively, there are rental options for the batteries. 169 and 289 euros per month. Actually quite logical, right Nomi?
Nio EL7 (100 kWh battery) – Specifications
Five-door electric SUV with all-wheel drive
- Length: 4.91 meters
- Width: 1.99 meters
- Height: 1.72 meters
- Wheelbase: 2.96 meters
- Electric drive with two electric motors, front 180 kW/245 hp, rear 300 kW/408 hp
- Total output 480 kW/653 hp
- maximum torque 850 Nm
- automatic transmission
- Lithium-ion battery with 100 kWh
- Curb weight 2,366 kilograms
- Trunk 570 – 1545 liters
- max. trailer load 200 kilograms
- 0-100km/h: 3.9s
- V max: 200 km/h
- Charging power 11 kW AC
- 140kWDC
- max. range 509 km (WLTP, combined)
- Price: from 73,900 euros
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