There is no shortage of "car-making maniacs" in China. In the early years, Li Shufu once made a bold statement, saying that the car is two rows of sofas and four wheels. People laughed at this, but they never expected that 20 years later, Geely, the Great Wall, and BYD would become the pride of the Chinese people. Today, the old script is being repeated. Some people sarcastically say that smart electric vehicles are nothing more than an iPad, a battery and four wheels. It's more like a new toy in Iron Man's hands than a cold weapon that Captain America favored. In the few days of testing the Xiaopeng P5, I drove all over Beijing to answer the question in my heart: What should a smart electric car look like?
The Xiaopeng P5 is the third production car of Xiaopeng Motors and the first compact car. Before that, each model of Xiaopeng had distinctive characteristics. Xiaopeng G3 overhead drone box, born with a "teletubbies" appearance. With keywords such as intelligence and coupe, Xiaopeng P7 has successfully attracted consumers who are chasing trends. In contrast, Xiaopeng P5 has clearly changed its personality - abandoning the fancy and returning to home. Abandoning medicine and literature has made people realize that new power brands can also be very pragmatic.
Recently, the manufacturer guidance price of Xiaopeng P5 has undergone several rounds of adjustments, and the current price range is 179,900-24.29 million yuan. The test model is the 2021 Xiaopeng P5 600P, that is, the top model of the whole series, and the guidance price after subsidy is 242,900 yuan.
The test vehicle adopts galaxy white + cool black body painting (3000 yuan) and light luxury brown interior theme, and selects 18-inch rims and Michelin silent tires (3000 yuan), solar roof (5000 yuan), smart living space (8000 yuan), with a total price of 261,900 yuan. It should be noted that 261,900 yuan is the price of the vehicle itself, excluding XPILOT 3.0/3.5 software and upgrade services.
Appearance | Realistic version of "Ice Pier"
Two years ago, Xiaopeng P7 successfully created the image of "China's Tesla" with a dynamic coupe design. Interestingly, Xiaopeng Motors did not indulge in sports style because of the success of the P7. Instead, they decided to move downwards into the space-focused, practical compact car market. In terms of design, Xiaopeng P5 and Xiaopeng P7 represent two completely different styles, and they are by no means simple matryoshka doll relationships.
It should be emphasized that the vehicle price only includes XPILOT 3.0 hardware or XPILOT 3.5 hardware, but does not include the corresponding software and upgrade services. The standard price of XPILOT 3.5 software and upgrade services is 45,000 yuan, and the subscription before the vehicle is delivered can enjoy a preferential price of 25,000 yuan. The standard price for XPILOT 3.0 software and upgrade services is $25,000, and subscriptions before vehicle delivery enjoy a preferential price of $16,000.
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Interior | The car runs smoothly
Among the "Wei Xiaoli", Xiaopeng Automobile is the brand that pays the most attention to the image of science and technology. Previously, xiaopeng P7 won countless praise for its perfect intelligent cockpit and delicate driving assistance. Xiaopeng P5 inherits the traditional advantages of the family, while injecting more warmth into the interior. Designers hope that the Xiaopeng P5 will become a mobile living room for car owners, not just a simple means of transportation.
In terms of interior, if Xiaopeng P7 has successfully created a smart movement, then Xiaopeng P5 is synonymous with smart home. Although the Xiaopeng P5 is one level lower, the interior materials are more luxurious, and the detail control has been improved to a certain extent. For example, the left front door speaker of the Xiaopeng P7 is susceptible to cell phone signal interference, and now the Xiaopeng P5 solves this problem. For new power models, "the newer and stronger" has become the standard operation.
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Space | Rear shoulder to shoulder "56E"
Car design is a matter of opinion, but there are objective measures of spatial performance. With a wheelbase of 2768mm, the Xiaopeng P5 almost reaches the upper limit of a compact car, which lays a solid foundation for the ride space. There is not much special about the front seating space, and the lateral and vertical directions are only the mainstream level of the same level. In the back row, the Xiaopeng P5 began to show muscle, with a standard legroom of 900mm, which can even be compared with a medium and large car with a long wheelbase.
In terms of storage, Xiaopeng P5 also has a satisfactory performance. There is plenty of space in the front door panels, armrest boxes and glove boxes, and the door panel cup holders also have limited slots, and the details are carefully designed. Thanks to the longer rear doors, the storage space for the door panels, especially in the longitudinal directions, is excellent. The test vehicle also comes with an on-board refrigerator with an additional 6 cup holders.
There is no denying that the on-board refrigerator encroaches on some of the space, resulting in a shortened depth of the luggage compartment. Despite this, the Xiaopeng P5 still has a good tail compartment practicality, because the tail compartment is sufficiently high, and the large trolley box can be placed vertically.
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Power | The acceleration in the back section is really fierce
As Xiaopeng's second sedan, is the P5 a "youth version of the P7"? Unfortunately, the mechanical level P5 is not directly related to the P7, but has more ties to the G3i. In the three-electric part, the core features of the Xiaopeng P5 include: a single motor, front-wheel drive, and four kinds of battery packs. Specifically, xiaopeng P5 provides four model series of 460, 510, 550 and 600, with the same power parameters throughout the series, and only the battery pack is different.
The 460 series is equipped with lithium iron phosphate batteries, and the 510 series, 550 series and 600 series are equipped with ternary lithium batteries. It should be noted that the official nominal mileage is based on the 17-inch wheel set, that is, 460km, 550km and 600km. With an 18-inch wheel set, the tire rolling resistance will increase, resulting in a slight reduction in range. Taking this 600P test car as an example, the NEDC cruising range was reduced from 600km to 570km with optional 18-inch rims and 215/50 R18 Michelin tires.
In terms of power response, electric vehicles have inherent advantages, and the driving experience is often faster than that of fuel vehicles at the same price. However, responding too quickly can appear jumpy, which is not conducive to smoothness. Previously, Xiaopeng P7 gave me the feeling that smoothness is greater than agility, giving people a feeling that it is not "heeling". Unexpectedly, what the flagship did not do, the low-level model did it. In terms of power calibration, the Overall Performance of the Xiaopeng P5 is better than that of the P7, and the sense of pedaling is very friendly. In standard mode, the Xiaopeng P5 power response is not very fast, but there is no significant delay. After stepping on the accelerator pedal, the power quickly follows, but the torque climb is not particularly intense, and it takes a good balance between responsiveness and smoothness.
Drivability dimension, Xiaopeng P5 is similar to those deep-rooted fuel vehicles, the difficulty of getting started is very low. Engineers calibrated four driving modes for the P5, Economy, Standard, Sport, and X-Pedal. The first three modes are sufficiently differentiated, and all have obvious use scenarios, and they are properly measured. In economy mode, the power output is a little stingy, but enough for you to quickly keep up with the traffic. In the sports mode, the initial stage of the accelerated pedal is obviously more positive, and the response is much faster, and the "rush party" cannot be missed. If you have difficulty choosing, the standard model will be a safe solution, and every aspect is the most appropriate.
The energy recovery is appropriate, the sense of intervention is relatively gradual, and the impact on comfort is not large. Choose a low-grade recovery force, the motor anti-drag is difficult to detect, and the vehicle is almost in a resistance-free coasting state. In mid-range mode, the vehicle has only a slight drag sensation, which is similar to the engine braking sensation of a fuel vehicle. Adjust the energy recovery to a high level, the recovery strength will not appear rough, and the right foot movement is more delicate, and the drag feeling can be controlled. In X-Pedal mode, the vehicle is almost capable of single-pedal driving. Why do you say "almost"? Because the braking phase still needs to make up a foot brake. In contrast, the economic model + high recycling will be more smooth.
◆ Accelerate testing
Before the test began, I did a "keyboard man" with the parameter table to try to predict the performance of the Xiaopeng P5. I guessed only half right. The guess is that the front-drive layout struggles to provide the best traction and some time is wasted getting started. Unexpectedly, the acceleration of the middle and rear sections is not weak at all, and there is no common "city king, high-speed death" characteristics of electric vehicles. In the 0-100km/h acceleration test, Xiaopeng P5 will have a second power explosion in the middle section, which feels similar to the G-value small climax when the fuel car shifts 1st gear to 2nd gear.
The re-acceleration ability of electric vehicles is often criticized because the peak torque of the motor appears in the low speed range and the fixed gear ratio reducer cannot adjust the speed. The Xiaopeng P5 seems to have broken the bottleneck, and the acceleration in the middle and rear sections is comparable to that of fuel vehicles. Judging from the measured results, the acceleration time of xiaopeng P5's 80-120km/h is comparable to that of BMW 530Li, and high-speed overtaking is very easy. You know, Xiaopeng P5's static acceleration performance is not amazing, 0-100km/h is just a draw with the Golf 1.4T.
◆ Endurance/energy consumption test
In the winter environment, Xiaopeng P5 600P achieved a comprehensive average energy consumption of 17.2kWh/100km. Based on the 71.4kWh battery capacity, the car's combined range is 416km, which is equivalent to 73% of the nominal value (570km). It should be emphasized that the temperature is low during the test, which has a very direct negative impact on power consumption. Theoretically, the car was able to do better in the spring and autumn.
Specifically, the average energy consumption of low-speed cities is 16.9kWh/100km, and the cruising range is 422km. The average energy consumption of intercity high-speed is 17.8 kWh/100 km, and the cruising range is 401 km. Compared with other vehicles recently tested, the Xiaopeng P5 has little energy consumption gap between the two working conditions, and high-speed energy consumption is relatively more advantageous. We speculate that the low wind resistance (Cd= 0.223) contributed a lot to this.
◆ Charging test
Compared to the mileage, the efficiency of replenishment can sometimes bring greater problems. During the test, we used the State Grid 60kW DC fast charging pile to charge the Xiaopeng P5. The measured results show that Xiaopeng P5 completed the 30%-80% charging test in 48 minutes, and the average charging power was 47.1kW. The trickle charging speed is average, and the charging power has dropped off a cliff at 70%, 80% and 90% of the SOC nodes. In the test, the 80%-100% charging time is slightly longer than the 30-80% charging time, and the waiting process makes people a little anxious. If you're in a hurry, drawing your gun at 80% is a more efficient option.
Chassis | The stitches were patched up for another three years
Smart electric vehicles, in the final analysis, are a car. In the smart and electric part, the Xiaopeng P5 is basically satisfactory. However, in the "car" part, Xiaopeng P5 caused controversy among colleagues, and the point of contention was the quality of the chassis. Proponents believe that the Xiaopeng P5 is fully capable of meeting the needs of transportation, and the lack of texture is harmless. Opponents believe that the performance of the chassis is not worthy of the selling price of more than 200,000 yuan, which is a significant deduction.
The Xiaopeng P5 adopts front McPherson type independent suspension and rear torque beam type non-independent suspension, which is a more common chassis structure of the same level. There is no denying that the torsion beam rear axle is relatively rare at a price of 200,000 yuan, exposing traces of cost savings. From the actual performance, Xiaopeng P5 handed over a qualified answer sheet - daily transportation is more than enough, but the sense of heaviness is slightly lacking.
Most of the time, the chassis strives to soften the impact of the road, and the body has a good sense of isolation from the road surface. Encountering a single pothole, the body of the car swung lightly to cope with the past, like a light boat. The thickness of the chassis is limited, but it does not feel stiff and rough, which is a typical comfortable adjustment. In the impression, the last Dongfeng Peugeot 308 has a similar tuning style, but the wheel action will be more sharp.
It is commendable that the Xiaopeng P5 can calmly cope with the small ripples on the road, the body is undulating and soothing, and there is no rapid vertical pull of some Japanese cars of the same class. When driving through a large undulating road, the front axle filter vibration is quite crisp, but the rear axle is somewhat unable to keep up with the front axle. The front of the car is pulled down and the rear of the car is thrown up, which leads to pitch. Fortunately, the pitch rate is slower and does not cause complaints. Overall, high-speed cruising comfort is satisfactory. If you don't have a clear concept, think of it as a Buick GL8 with a 30% discount on chassis texture.
As for the national characteristics such as speed bumps and manhole covers, it can be seen that the adjustment team has its own ideas, but the results can only be said to be mixed. The good thing is that the wheel rolls on the speed bump is softer, there is no obvious sense of impact, and the passenger feels that the ass is supported. The damping of the front shock absorber is strong, and the suspension runs over the speed reduction belt without any compression, and the sense of jacking is obvious. The rear suspension provides better isolation, but the damping is weak and the body movement is not crisp enough. After completing the up-throw and pull-down, the body smashed back to the ground, followed by a heavy "squat".
If the quality of the chassis is up to standard, then the steering feel is obviously behind the times. The steering wheel is underweight, and efforts are made to create a relaxed and comfortable feeling. When the angle is increased, the steering wheel is extremely light, the hand force changes with the angle and the driver can flick the steering wheel with just one finger. Light steering can reduce driving intensity, but it increases the degree of effort. The driver needs to carefully adjust the hand force to hit the desired angle at once.
The bigger problem is the positive torque: the increase angle is very light, and the positive action is very strong. Imagine that you've just pinpointed the angle of the steering input, so you relax your arm force a little and want the steering wheel to be fixed in its current position. However, as soon as you loosen up a little, there is a sudden rebound moment, roughly pushing your hands to the middle. At this time, you can only quickly tighten your hands to prevent the steering wheel from returning to the right too quickly.
The three steering modes are sufficiently differentiated, but unfortunately none of them are completely satisfactory. In gentle mode, the steering wheel is as light as nothing, like stirring water with a wooden stick, with almost no damping. In sport mode, the steering force (especially the central area) is finally tightened, at the cost of an absurdly large return torque. In standard mode, the steering feel is moderate, and the angle and return force are within the acceptable range. By the way, the difference in hand strength between the three modes is mainly reflected in the 70km/h below. After more than 70km/h, there is no obvious difference in the feel of the central area of each mode, providing the necessary and proper tightness, and the long-distance cruise is quite worry-free.
◆ Noise test
Xiaopeng P5 noise performance is in line with the price, medium and low speed quietness is good. Michelin Horgaon 3ST Acoustic tires with acoustic cotton are effective in eliminating cavity resonance and have good tranquility at low speeds. As the speed increases, the road noise climbs somewhat significantly, and the wind noise will gradually invade the carriage. Specifically, 80km/h is a clear watershed. Judging from the results, the measured noise of Xiaopeng P5 under the three working conditions of idle speed, 60km/h and 80km/h is lower than the recommended value of Aika, and 120km/h exceeds the recommended value.
◆ Brake test
Soft brake foot feel is an old problem of electrified models and is often complained about by users. Happily, the Xiaopeng P5 has improved in this regard. When lightly pressing the brakes, the brake pedal support is solid, the change of braking force is relatively linear, and the driver is easy to grasp the braking force. Overall, the correlation between pedal strength and pedal stroke is relatively clear, and there is not much difference from this level of fuel vehicle. However, the braking force in the middle and back sections was not as expected, and there was a feeling that the deeper the step, the more it could not be stopped. Fortunately, the measured results are satisfactory, and the braking distance of 100-0km/h is fixed at 37.38m.
In terms of brakes, Xiaopeng P5 is significantly better than competitors such as AION S and Festa Pure Electric, and is not much different from Volkswagen ID.3. However, the Xiaopeng P5 lost in continuous brake tests, and the anti-thermal attenuation performance was regrettable. Starting with Group 5 testing, the braking system began to emit white smoke and pedal feedback became blurred. At the same time, the braking distance increased significantly, reaching about 40m. After the completion of the 10 sets of tests, the braking system emitted white smoke for a long time, and it was only after 5 minutes that it "stopped". In the test environment of about 0 °C, the above performance is really difficult to hand.
◆ Winding pile test
In the pile winding test, the overall performance of Xiaopeng P5 was in line with expectations, and the chassis adjustment style belonged to the type of stability greater than flexibility. Michelin Horton 3ST tires offer good comfort at the expense of poor sidewall support and slightly sluggish steering response. After the steering input is given, it is necessary to set aside a certain amount of time for the front wheels to slowly establish grip before the car gradually tightens the route. Not only does it look like an ice pier, but it also has a certain heaviness when it opens.
Although the Xiaopeng P5 is not flexible enough, the controllability is still good. In the face of intense steering input, the steering is not enough to present in a gradual way, and the rear dynamics are relatively stable, without too many small movements that interfere with the driver. If you master the amount in advance, you can accurately predict the driving trajectory. At the same time, electronic stability systems work positively, while killing the autonomy of the driver, but also guaranteeing safety.
Editor's comments: Say goodbye to glitz and return to blandness. For new power brands, this sentence is easier said than done. Compared with the first two works of "Peng Zi Generation", Xiaopeng P5 has less maverick colors, but has a grounded car-making logic. Overall, Xiaopeng P5 is outstanding in terms of space and intelligence, and chassis tuning also meets the needs of home users. As for the shortcomings of manipulation, the general public may not care.
From the perspective of the product itself, P5 has refreshed the image of Xiaopeng in my mind. In the face of the daily commuting scene, it is comfortable and quiet, and it is many times better than the same level of fuel vehicles. As long as the replenishment is not a problem, such a comfortable and practical electric vehicle is really more in line with the needs of the people than the fuel vehicle. However, the high price of 600P is destined to dissuade some users. In contrast, the G series/E series with moderate endurance will be a more rational choice.