After testing the Nio ET5 in both the Touring and fastback versions, we traveled aboard the current flagship of the Chinese manufacturer: the Nio ET7.
The chinese flagship is a luxury electric vehicle that competes with the Tesla Model S at lower prices and has a unique advantage: battery swapping. This feature allowed us to travel over 800 km with stops comparable in duration to those of a diesel car.
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil 
Image: NordiskBil
Nio ET7: our tops & flops
The Nio ET7 is a classy sedan, with excellent build quality, spacious and well-crafted. Designed more for travel in extreme comfort, both in the front and rear, it is currently the most powerful model in the entire lineup of the Chinese brand, with a 0-100 km/h time of just 3.8 seconds and a total power output of 652 HP. But this isn’t really its strongest point: as always, the brand’s battery swapping technology allows it to face any rival, even diesel ones, by ensuring a good range as an electric car with a claimed 580 km, and “refueling” times of just 5 minutes. On the traditional charging side, however, 150 kW of DC power might seem a bit limited today, and cheaper cars are doing better in this regard. Additionally, the closed operating system, though functioning well, has some flaws. In short, with Nomi being more of a charming presence than a useful tool, the Nio ET7 stands out well as a flagship, both in terms of performance and build quality, outshining many rivals.
What we like:
- Spacious interior for everyone;
- Smooth and well-functioning OS;
- Driving dynamics;
What we don’t like:
- The trunk is a bit compromised;
- The navigation system isn’t always perfect;
- The charging power is somewhat underwhelming.
Prices in Scandinavia
Design
I’ll briefly touch on the design, as I’ve already extensively discussed it for the other two cars. The design is once again by Kris Tomasson, an American designer of Icelandic origin, known for his minimal, pure, and elegant style.
The front is consistent with all Nio sedans, featuring a closed grille, split headlights, and a long, pointed hood with few creases, giving it a sleek appearance.
The car’s imposing dimensions are noticeable, reaching almost 5.1 meters in length with a wheelbase of 3 meters. It’s slightly shorter than the more expensive rival, the Mercedes EQS, but offers more space than the Model S.
At the rear, there’s a more elegant and less sporty tail, typical of a true sedan, which is visually streamlined by the black color of our test vehicle.
There are still some sporty details, such as the bright red brake calipers partially hidden behind the aerodynamic wheels, and the entire Nio Aquila Lidar system, which resembles air intakes.
Interior
The interior reflects the philosophy of the “Second Dining Room,” with extensive use of Nappa leather, renewable materials like rattan, and a futuristic design enriched with cutting-edge technology.
Compared to the ET5, there are numerous wood inserts, and many color options are available, while the finishes are in metal, including the frames of the buttons on the steering wheel spokes and the logo at the center of the steering wheel.
At the rear, there is an armrest also covered in wood and velvet-like material, with an extendable cup holder. Despite the space, the car is more suited for 4 people than 5, as indicated by the less comfortable center seat.
Finally, the trunk has a minimum capacity of 363 liters, which is limited by the sedan’s form and not the most spacious entry.
Comfort from 652 HP
The Nio ET7 stands out as a flagship vehicle for its performance: it offers a quiet driving experience and is equipped with significant power, all while maintaining a high level of comfort thanks to its particularly soft suspension. With its 652 HP, it accelerates from 0 to 100 km/h in just 3.8 seconds in Sport+ mode.
However, this also results in high energy consumption, around 22/23 kWh per 100 km, and even higher on highways, due to both the high power and the weight of 2.3 tons.
With a 100 kWh battery (and a 150 kWh version is also planned), it promises up to 580 km, a realistic figure even in the very cold temperatures of a Scandinavian winter (we tested the car last december for the first time, before a second time in the summer).
At 120 km/h (the maximum on most of the Swedish and Danish highway network), it demonstrated a real-world range of around 400 km in slightly below-zero temperatures, while in the city it can reach around 550 km.
Nevertheless, beyond the range, battery swapping remains a key advantage. During my trip, I opted for it over charging stations (though the supported DC charging power is 150 kW), and the stop lasted just 5 minutes, allowing me to match the travel times of a diesel car.
