Electric mid-size sedans tested: Where do the newcomers from BYD and XPeng stand?

The talk about the superiority of Chinese electric cars is about as old as the talk about German football lacking a truly world-class center forward since Miroslav Klose. Especially around the Shanghai Auto Show a few weeks ago, there was hardly a publication or talk show that didn't cultivate this narrative. So let's test whether it's really true.

Specifically, in the mid-size segment, the discerning category where the overlap between business and family customers is particularly large. Two competitors, the BYD Seal and XPeng P7, are entering the market. Right from the start, they dispel a misconception: Neither electric sedans are particularly cheap. At least not when compared to the similarly designed and motorized Hyundai Ioniq 6 and VW ID.7 .

You'll have to shell out around €50,000 each before you can take one of the four electric vehicles with you. Are the Seal and XPeng really better than the ID.7 and Ioniq 6? We'll see, as the football emperor said.

The XPeng P7 probably enjoys the most exotic status. After all, the company, named after founder He Xiaopeng (pronounced similar to Shu-Pung), has only been part of the auto industry since 2018 and has built just over half a million cars since then. The P7 certainly doesn't reflect this.

The almost 4.9-meter-long sedan makes a thoroughly sleek impression at first glance and a second glance. This even applies to the interior: the quality of materials and workmanship are of a remarkable standard. Even the plasticizer odor, once common in Far Eastern cars, seems to have disappeared: the P7 exudes a discreet new-car scent.

There's also nothing to criticize about the comfort of the furniture. It proves to be quite comfortable, albeit not quite as high-quality as the seats of competitors. However, it should be noted that the lateral support and shoulder support are good. The necessary steps for starting the car are also quickly familiar. A small lever to the right of the steering wheel controls the transmission functions, true to Tesla style. And, as with Tesla, the lever also serves to activate the standard adaptive cruise control.

However, you should familiarize yourself with the rest of the controls before setting off, as there's little that's intuitive—which also shares something about the XPeng and its Californian counterparts. Lighting functions, for example, have to be controlled via the touchscreen. The hazard warning switch located in the roof area isn't exactly a model of ergonomics either. At least the P7 has a conventional lever to the left of the steering wheel, which allows for effortless access to the windshield wiper functions.

A significant advantage: a very detailed German-language user manual is available for download on the importer's website. Not all companies that want to sell electric cars from China in this country go to such great lengths. Other advantages of the P7 are its drivetrain and high-voltage battery. The motor, installed in the rear like its rivals, is a powerful performer, delivering good performance. And the battery, rated at 86.2 kWh, allows for ranges of over 500 km with a light right foot. The 175 kW charging capacity (according to the factory) is also impressive.

So what's wrong with the XPeng? In short: the chassis. While it performed quite well in the driving exercises on the test track, it causes frustration on less smooth surfaces.

During compression and rebound, the body exhibits not only severe vertical but also strange horizontal sway, which may cause discomfort in sensitive passengers. Furthermore, the steering seems completely detached from road contact and perceptible feedback. The test crew quickly agreed that this certainly doesn't make for a fun ride.

The BYD Seal demonstrates that this can be done better, although it also doesn't stand out for its driving pleasure. However, the steering feels far less lost than in the P7. And the chassis does a better job of striking a balance between suspension comfort and grippy handling.

On the powertrain side, however, the BYD isn't quite as well-equipped. Its onboard charging technology is comparatively slow. It only allows the Seal to charge at 150 kW (according to the factory) at a DC charging station. In real life, this means that charging is usually at barely more than 100 kW. Those who primarily charge at 11 kW AC charging stations will probably find this less of a problem. At least the Seal has a decent range: With the contents of its 82.5 kWh battery, it can travel 490 km on the eco-friendly circuit. The driving performance is also very impressive; the BYD is slightly faster than the VW and the XPeng.

What applies to all four electric vehicles in this test – and to all electric vehicles in general – is that while the engines offer respectable peak power outputs between 168 (Ioniq 6) and 230 kW (Seal), the continuous power outputs are a different story. These range between 56 (Ioniq 6) and 89 kW (ID.7). This also explains the less exuberant driving dynamics beyond 120 km/h. All four are significantly more sluggish there, before, after a short acceleration, they reach the (limited) top speeds of between 180 (BYD and VW) and 200 km/h (XPeng) – with the batteries rapidly draining in the process.

Which brings us back to the BYD, which boasts the highest eco-consumption (18.2 kWh/100 km). The VW and XPeng are a bit more stingy, with 17.1 and 17.4 kW, respectively. The Hyundai is particularly economical, consuming just 14.8 kWh/100 km – that's fantastic!

However, we're not quite done with the Seal yet. Like the XPeng, it stands out for its confusing operation and equally annoying and mediocre assistance features. Furthermore, it lacks quick access to the recuperation settings; it has to be accessed laboriously via the central screen. The very confident lane departure warning system also takes some getting used to. Especially on narrower roads, it's not entirely safe when the assistance computer spontaneously decides to follow an actual or imaginary line on the asphalt.

And those who rely on adaptive cruise control are often left behind by the detection software. Although, to be honest, most competitors hardly perform any better. The assistance applications, which appear to have been thrown together in a hurry, are also found in similar forms in the XPeng.

The Hyundai Ioniq 6 offers a similar potential for annoyance, albeit completely unnecessarily. The Koreans seem to have devised a particularly annoying version of the ISA warning system for it. The EU-mandated system beeps whenever the speed limit is changed, and whenever the car is exceeded by more than 1 km/h.

Yes, it can be deactivated, but only by completely disabling speed detection. This also means that adaptive cruise control is unavailable. Whether this is actually in line with the law and road safety? It's unknown. Now that we're on the subject of the characteristics that prevent the Hyundai from scoring as many points as the Volkswagen: The Ioniq 6's braking performance is below average compared to its competitors. A braking distance of over 38 meters from 100 km/h to a standstill is no longer competitive. Especially for a vehicle that costs more than 50,000 euros.

Otherwise, the Ioniq 6 proves to be an electric sedan with mostly pleasing characteristics. As already mentioned, the drivetrain uses the energy stored in the battery extremely economically. The Hyundai also excels at charging stations. Thanks to the 800V technology and a maximum charging capacity of 240 kW (factory specification), it's ready to resume driving while the other sedans are still on their power – an advantage that can hardly be overestimated on long-distance journeys. Admittedly, as mentioned, the Ioniq's drivetrain offers the lowest power output. This results in noticeably more leisurely progress. The mid-size car from Korea needs one second longer to accelerate from 80 to 120 km/h than the lively BYD (4.7 seconds compared to 3.7 seconds). This feels like a very long second, especially. Overtaking maneuvers on country roads require careful planning.

What else does the Hyundai have to offer? An original design with a coupé-like appearance, for example. However, this comes at the expense of rear passengers, who have to contend with the cramped entry and limited headroom. The seats are also mediocre. The chassis offers pleasant comfort, but with its rather firm basic setup, remains true to the sporty look of the sedan. However, this doesn't mean it offers outstanding driving dynamics.

If you've made it this far, dear reader, it will hardly surprise you that the VW ID.7 leaves the field as the winner. Among football and horse racing fans, you might even call it a landslide victory. The Wolfsburg electric sedan's points advantage is quite significant.

This is primarily due to the balanced nature of the ID.7, which it shares with most other Volkswagen products. The VW hardly allows itself any major weaknesses in any area – perhaps with the exception of pricing. The list price of the ID.7 Pro, at €53,995, is on par with the competition, but the aquamarine blue test car comes with extras worth around €18,000. However, and this is also true, the VW would probably win even with far fewer optional extras on board.

Among other things, because its suspension not only offers noticeably more pleasant and comfortable suspension than its competitors, it also operates more agilely, more precisely, and offers a more enjoyable driving experience. Naturally, this is helped by the optional DCC control, which is available in the Exterior Plus package along with (among other things) matrix lights and progressive steering for an extra €3,605.

Even the handling has improved. While it's still up for debate whether the small speedometer behind the steering wheel, the combined power window buttons, or the touch-screen light switch are among the company's greatest inventions, the VW is the only one in the test field with truly responsive, easy-to-use voice recognition.

Want to know a few more criteria where the ID.7 outperforms its competitors? For example, in terms of space and usability. The VW offers more spacious seating in both the front and rear. And the trunk is not only more spacious, it's also much easier to use thanks to the long tailgate and the large area. There aren't any noticeable differences in the drivetrain, but here too, it's fair to say: The VW ID.7 is definitely up there.

Thus, little remains of the oft-touted superiority of Far Eastern electric vehicles—when examined closely, driven, and tested on our roads. XPeng and BYD are certainly more affordable in this case, but this advantage also comes at the expense of the fine-tuning of the chassis and assistance systems. Not that the two Chinese models are bad cars—but their potential in this test is only enough to bring them within striking distance of the Ioniq. They are as far removed from the overall harmony of the ID.7 as a second-division striker is from the finishing qualities of Miroslav Klose.