XPeng P7 Sedan 2027 Review

A hard-edged, electrified recreation of a 1970s American muscle car is probably not what comes to mind, but the XPeng P7 is set to change that.

XPeng is a Guangzhou-based carmaker that describes itself as a technology and robotics company that happens to make cars.

Its debut model in Australia – the curvy G6, a Tesla Model Y rival – is certainly earnest and capable enough, but the brand is set to push into racier territory.

The challenger brand still sees some demand for sporty sedans, and last year’s Chinese debut of the second-generation P7 saw XPeng let its designers off the chain to pen a crisp and taut liftback that seems, on first drive, like a square rival for European EVs like the BMW i4 and hybrids like the Audi A5.

Its talents run more than skin-deep: the P7 has a cutting edge 800-volt architecture and serious charging performance, generous equipment and a more mature, Euro-like interior than normally found on a Chinese car, despite being priced (in China) more like a Tesla than a luxury product.

The catch? XPeng is openly mulling which of its two sedans to bring to Australia.

It’ll either be this P7, or the larger, more practical but decidedly frumpier P7+ model. Here’s why we think it should be the former, even as the latter is firming…and what needs to change before the P7 could come here.

Chinese buyers can choose between four Xpeng P7 variants. Two are rear-wheel drive with 270kW/465Nm (badged 702 Max and 820 Max – the number is their Chinese range claim), and two AWD models with 437kW/695Nm (750 AWD Max and 750 AWD Pengyi).

While the prices in China convert to $43,000-$64,000, market forces mean it’s never a straight swap to Australian dollars. Expect the P7 line-up in Australia to span $60,000-$80,000.

Don’t put too much stock into those range numbers, either: China’s rating system is optimistic and under the WLTP system familiar in Australia, range could span perhaps 610-665km.

There is no true ‘base model’ P7, as even the 702 Max is loaded with 20-inch staggered alloys, twin-axle air suspension, ventilated disc brakes, heated/cooled/massaging Nappa leather/Dinamica seating, a power steering column, 15-inch touchscreen, Apple CarPlay and a 23-speaker stereo.

At the entry level you even get a fragrance dispenser, dual cooled 50W wireless chargers, 360-degree camera, 87-inch head-up display and XPeng’s entry-grade autonomy setup with a single ‘Turing’ chip, 750 TOPS of computing power and basic supervised self-driving capability.

Stepping up to AWD adds 60 percent more power for 20 percent more costs, with the dual-motor models nabbing soft-close doors, artificial driving sounds and beefier brakes.

The top-spec matte-silver Pengyi even adds ostentatious scissor doors and an upgrade to Xpeng’s superior VLA 2.0 self-driving system that will make its Aussie debut in the coming years. That tech is a $5K option on the other grades.

Australia is a much smaller market than China, but we’d expect the P7 lineup locally to include at least one rear-wheel drive and one all-wheel drive variant. However, XPeng would need to change its mind on building the P7 (as opposed to the P7+) in right-hand drive, though a final decision has not yet been made.

The positives kick off with the 2027 Xpeng P7’s show-stopping looks, particularly when specified in one of several searingly bright hues, though our test car’s flat grey is more subdued.

There’s a hint of Porsche 914 to the front wings but the profile has a whiff of seventies Charger and Oldsmobile Toronado.

It’s a distinctively different look compared to the aerodynamic slavery that has punctuated much of electric sedan styling for the past several years and frankly, we find it refreshing.

The near-vertical rear end is perhaps not as successful but it’s striking all the same and hides a practical 575L (expanding to 1929L) liftback boot.

We are surprised to find a Euro-like execution to the P7’s interior materials.

Nearly all Chinese cars marketed in Australia have interiors covered in (usually thin) PVC vinyl to simulate expense but for the P7, XPeng has chosen higher-order materials including genuine Nappa leather, cold aluminium and attractive textiles for the secondary surfaces.

The ‘tech’ company is making no secret of the fact that it would like to conquer the European market, and the BMW and Audi-like feel of the P7 makes a lot of sense in that context.

That said, the P7 is sold mainly in China and the cabin tech – which is mostly devoid of buttons save for hard shortcuts on the power-adjustable leather steering wheel – heavily relies on interacting with the (snappy and bright) central touchscreen.

The wafer-like instrument panel is a nice touch and low-mounted front seats deliver a true sports-sedan driving position. One that is missed by many modern EVs that struggle to avoid the feeling you’re sitting atop the battery.

You feel firmly ensconced into an inviting and driver-focussed interior here and there is also adequate room in the back seat for a pair of adults. Cramped it is not.

On the congested highways and surface streets of Guangzhou in China, the P7 demonstrated silky e-motor refinement with plenty of power in RWD or AWD guise. The 702 Max is the slowest but puts up a respectable 5.8 second 0-100km/h time. The blended braking is also well-tuned.

We engaged XPeng’s VLA 2.0 self-driving tech for about a 20-minute drive and found it to be significantly more assertive than Tesla’s FSD (Supervised) system – perhaps even slightly too aggressive at times.

However, its lane selection and junction capabilities are impressive and few interventions are required and when this system arrives in Australia it’s likely to be the only genuine rival to Tesla’s FSD or full self driving technology.

If our predictions about the WLTP range are accurate, the P7 will be solid if not outstanding in this regard: the BMW i3 is on the way with a headline 900km claim.

Where the XPeng really delivers is its charging speed of 11-12 minutes if you can find a charger that will deliver 486kW. Given it’s runs 74.9kWh (LFP) or 92.2kWh (NMC) battery packs, that’s quite astonishing.

Those circa-500kW DC fast chargers are rare, but the baked-in capability will be a huge benefit as infrastructure improves.

As is so often the case with Chinese cars, impressive chassis hardware on paper doesn’t automatically translate into a car that rides and handles properly. The devil is in the detail – or the tuning in this case.

And tuning requirements generally differ between China and Australia/Europe.

While the P7’s steering is more than acceptable – it felt pin-sharp, accurate and natural, thanks in part to sophisticated virtual kingpin front suspension – there is plenty of work left to do honing the ride quality and body control of this XPeng model to match our tastes.

The good news is that the P7’s dual chamber adaptive air suspension with double wishbone at the front and five-link independent rear gives a great base for recalibration. But it is clear from a drive on pockmarked Guangzhou roads that XPeng’s hasn’t yet hit the blend of taut control and compliant ride that typically works best in Australia.

Even though the P7 is not too overweight (2090-2220kg is not too bad for a 5017mm-long EV), there is a strong feeling of high unsprung mass as the large and heavy wheel/tyre package and existing damper tune both struggle to round off potholes.

Speaking of the size, the P7 is not the last word in packaging.

Boot space is acceptable but not amazing and the 56-litre frunk is smaller than that found in several rivals. That said, XPeng is contemplating approving a wagon version.

There are also unknowns: we haven’t tested the VLA system on Australian roads, and that could be crucial for choosing the P7 over key rivals.

XPeng has also had an up-and-down history locally, initially being distributed by TrueEV in Autralia with head office now taking over sales and service.

The 2027 XPeng P7 appears to be an impressive car. That’s true of its visual appearance and its chock-a-block specification list that bundles sophisticated mechanicals with generous cabin luxuries.

Should the P7 be approved to come to Australia, we’d be keen to see XPeng put as much effort as possible into making sure this sedan hits its dynamic potential.

The oily bits (so to speak) are all there: powerful motors, impressive suspension hardware and amazing charging performance.

But it all needs to come together properly on Australian roads if XPeng wants the P7 to be seen as a bona fide challenger to well-rounded cars like the Tesla Model 3 and more polished EVs like the BMW i4.

If Xpeng puts in the effort for Western market chassis calibration, the P7 will be proof that Chinese cars are about much more than pragmatism.

Because this sedan has a surprising amount of emotional appeal and drama, too.

2027 XPeng P7 at a glance:
Price: from $65,000 (estimated)
Available: 2027 (estimated)
Powertrain: Permanent magnet synchronous motor (RWD variants), optional front AC induction asynchronous motor (AWD variants)
Output: 270kW/465Nm (RWD) or 437kW/695Nm (dual-motor AWD)
Transmission: Single-speed fixed reduction gear
Battery: 74.9kWh LFP (702 RWD) or 92.2kWh NMC (all other grades)
Range: 570km-665km (WLTP estimate)
Energy consumption: 13.1kWh/100km-13.8kWh/100km (WLTP estimate)
Safety rating: Unrated

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