Xpeng is seen By some like the Chinese response to Tesla, not only because of its accent on technology, in particular self-clarification, but also in terms of positioning. One of the three Chinese start-ups EV has been listed in the United States for a long time, it has been better considered a Ran thanks to disappointing sales against Nio and the better known sales power Li Auto.
All this changed for Xpeng last year thanks to two new models. Sales of the first, the Xpeng Mona M03, started in August and quickly the car became the best -selling model in Xpeng. Then, in November, the sales started at Xpeng P7 +, and he marked a huge reset for the start-up based in Shenzhen.
The unveiling of the P7 + at the Paris Auto Show last year in Europe says a lot about the growing confidence of the company, as well as the rapid export acceleration. April of this year saw the car exposed to Milan’s design week before going to sale on the continent later in 2025. Xpeng already sells cars in the United Kingdom, Germany, France, Denmark, Sweden, Finland, Norway, Iceland, Netherlands, Belgium, Luxembourg, Spain, Portugal, Ireland, Poland.
The Mona M03 and P7 + are actually liftbacks, a type of tailgate. As such, they differ considerably from previous cars from Xpeng, which were all sedans and SUVs, and a strange choice given the limited attraction of liftbacks on the Chinese market.
Photo graceful of Xpeng
However, much more important, distinguishing the P7 + from all previous Xpeng cars is its democratization from autonomous characteristics. Xpeng has long been proud of its prowess in this area. In 2021, the company was the first to launch a mass produced en masse equipped with Lidar, the P5. This by 2022 has allowed Xpeng to call NGP (Navigation Guide Pilot) for self-deputy (an official driving aid) in a selected strip of cities (City NGP), a first in China.
Complete reset
In 2023, Xpeng introduced a more advanced version called XNGP on its G9 and P7i models, we tested it on the latter. Xpeng gradually deployed it across the country until the system covers most of the roads in China.
The problem was that when Xpeng deployed the system through its range, each model adopted a two -level approach to autonomous adas characteristics. On the high -end maximum versions, they used the LIDAR, while the lower versions went with a system based on the camera, which has restricted use to highways.
The P7 + of Xpeng marks a complete reset. The Lidar dear units is over, and yet, the launch, Xpeng said that the P7 + was capable of the same level of driving aid as its Toting Lidar models.
With sensors now composed of 12 external cameras, 12 ultrasonic sensors and wavelength radars of 3 millimeters, depending on the brand, it allows the two versions (there are only two) of the P7 + to offer the same flagship level of self-wave capacity. And unlike Tesla and a few others, it costs no additional cost for buyers. We will come back to this.
The size of the battery and the power of the engine are the only real differences between the two versions of the P7 +. My test car was the Max ultra-long range, which has the largest 76.3 kWh battery and a more powerful 230 kW engine. Both models use lithium iron phosphate batteries, but the cheaper long -range maximum version uses a smaller 60.7 kWh pack. Currently, the P7 + is only delivered with a single electric motor mounted at the rear, and the basic model is satisfied with a less powerful 180 kW unit. The range for Wired’s test version would be 450 miles using the CLTC test cycle to Urban Driving of China and more forgiving.
