With the EL6 and EL7 (formerly available as the ES8), Nio already has two SUV models on sale in Europe, one in the competitive but potentially high-volume mid-size class and one in the luxurious luxury class segment. The almost 5.10 metre-long EL8 now complements this luxury class offering with its own approach: while the 4.91 metre-long EL7 is a classic five-seater with a full-length rear bench and large boot, the EL8 is only available as a six-seater in two variants. Two comfortable individual seats are installed in the second row, and there are two more seats in the rear – more on this later.
Like the EL7 and the large ET7 saloon, the new EL8 is also based on the so-called NPB, the ‘Nio Platform B’ – in contrast, the smaller models ET5, ET5 Touring and the EL6 use the ‘Nio Platform C’, or NPC for short. The (interchangeable) batteries are the same for both platforms, but the drive system differs: the NPC models have an output of 360 kW, while the large NPB series offers 480 kW.
The power is split between a 180 kW permanent magnet motor on the front axle and a 300 kW induction motor at the rear. The two different operating principles were chosen so that the induction motor can be switched off without clutch and losses when required, while the permanently excited synchronous motor at the front runs continuously.
Driving modes differ greatly
In other words, in a few driving situations, the large EL8 can become a pure front-wheel drive vehicle. As Benjamin Steinmetz, Product Experience Director Europe, explains in an interview with electrive on the sidelines of the driving presentation, this can be the case when the vehicle is travelling at a constant speed on the motorway with cruise control. “However, as soon as the vehicle accelerates dynamically, the electric motor on the rear axle engages so that we have an all-wheel drive for driving stability,” says Steinmetz.
Behind the wheel, the driver really doesn’t feel which engine is currently active – the changes are finely tuned and take place imperceptibly. How the engines respond also depends heavily on the selected driving mode. In the Nio, the Eco, Comfort, Individual, Sport and Sport+ modes are very different from each other, especially in terms of the response to the accelerator pedal. Even in Eco mode, it is not completely boring, but in Sport or even Sport+ mode, the 2.6-tonne SUV reacts much more directly. The driving modes not only adjust the drive but also the steering and suspension. By the way, if you briefly press and hold the two outer steering wheel buttons, you can switch directly to Sport+ mode – and back again – without having to use the touchscreen. Practical if you briefly want sportier acceleration behaviour for an overtaking manoeuvre.
Our test vehicle was the standard version. The comfortable single seat could be electrically adjusted to a very comfortable position with enormous legroom. If the seat was a little further forward (so that it was still very comfortable and airy for me at 1.85 metres), I could also find a reasonably comfortable place in the rear row of seats. There was no lack of headroom, the legroom was just about ok – only the knee angle would have been a bit uncomfortable in the long run. However, it was probably one of the most comfortable seating options I have experienced in the last row of a six- or seven-seater SUV.
The downside of this seating comfort is that the boot space shrinks. With all six seats, only 265 litres fit into the load compartment. The backrests of the rearmost seats can be folded down electrically, increasing the load volume to up to 810 litres when the two individual rear seats are moved all the way forward. These seats cannot be folded down completely or even removed. There is thus no continuous area and, with the backrests of seats five and six folded down, no real separation between the boot and the seating area. Once again, the orientation of the model becomes clear – it is a premium SUV for chauffeurs and families, not a packhorse. Anyone spending just under or over 100,000 euros on an electric car will probably not drive the old washing machine to the recycling centre themselves – but have it transported instead. Or you can use the towing capacity of up to two tonnes for such transport. With four people and holiday luggage, however, care must be taken to secure the load. There is an Isofix attachment on all four rear seats.
Since we just mentioned the prices: The Nio EL8 is available from 82,900 euros in the standard version in Germany, but only with the BaaS offer. This means that the well-known 169 euros per month for the standard range battery or 289 euros per month for the long-range battery we tested are added. The total cost of buying a battery is 94,900 or 103,900 euros. For the ‘Executive’ model, Nio charges 87,900 euros with the same battery prices or 99,900 euros with the purchase of the small battery and 108,900 euros with the purchase of the large battery.
Conclusion
With the EL8, Nio is targeting a similar clientele to Kia with the EV9 – the South Korean company also offers the large SUV with six seats on request, including two individual seats in the centre. However, unlike the Nio, the EV9 is also available with five or seven seats and a classic three-seater rear bench. With the EL8, Nio has focussed entirely on comfort for four to six passengers. If that meets the requirements, the EL8 can fully fulfil them. However, if the new car is also intended to load larger objects or a large dog is to travel in the large car, things become more difficult.
The advances in charging technology and software, including the assistance systems, make the Nio an interesting alternative – because it will probably be a while before you can really travel flexibly through Europe just by changing batteries (even if it is already possible on some routes). A charging time of 20 minutes with a 400-volt system is fully competitive.
