Xiaomi sold 15,000 cars in 34 minutes on 19 March 2026. Not pre-orders. Not expressions of interest. Locked, deposit-paid sales of a sedan that starts at 219,900 yuan, in a market where everyone from Tesla to BYD is fighting for the same customer. Within 72 hours, that figure hit 30,000. A week later, the first 7,000 units were already being delivered to driveways.
The new-generation SU7 is not a facelift. It is a comprehensive rework of the car that launched Xiaomi’s automotive division in March 2024, and in almost every measurable way it is better: longer range, smarter hardware, more refined chassis, and an interior that finally feels like a second-generation product rather than a first attempt. The headline number is 902 kilometres of CLTC range on the Pro trim, which is among the longest of any production electric sedan sold anywhere. The headline technology is LiDAR as standard on every trim, including the base car at 219,900 yuan, in a market where most European manufacturers still charge six figures for the same sensor.
This is the deep review we have been building toward since our [Xiaomi EVs brand guide](https://hkexpatclub.com/xiaomi-ev-hong-kong-guide/). If you are in Hong Kong watching Xiaomi from across the border, or anywhere in the English-speaking world wondering whether the hype is real, this is what you need to know.
The Pitch
The SU7 exists to answer a question that has haunted Xiaomi since Lei Jun announced the company’s ten-billion-dollar EV commitment in 2021: can a consumer electronics company build a car that a serious driver would choose over a Tesla Model 3, a BMW i4, or a BYD Seal?
Two years in, the answer from the Chinese market is unambiguously yes. The SU7 outsells the Model 3 in several Chinese provinces. It has a Nurburgring record in its Ultra variant. And the 2026 refresh brings the kind of hardware package (LiDAR, 800V charging, air suspension, 700 TOPS compute) that rivals charge two or three times the price to match.
For Hong Kong readers: the SU7 is not officially sold here yet. Xiaomi’s overseas expansion begins in 2027, starting with Europe. But if you cross to Shenzhen regularly, if you are thinking about a parallel import, or if you simply want to understand what is reshaping the mid-size electric sedan class globally, this car demands your attention.
Quick Info
| Detail | Spec |
|---|---|
| Name (EN / 中) | Xiaomi SU7 / 小米SU7 |
| Price (CNY) | 219,900 (Std) / 249,900 (Pro) / 303,900 (Max) |
| Price (est. HKD) | Not officially sold. Parallel import est. HK$400,000-600,000 all-in |
| Range (CLTC) | 720 km (Std) / 902 km (Pro) / 835 km (Max) |
| Real-world range | ~540-680 km city, ~500-600 km highway (owner reports) |
| 0-100 km/h | ~5.3s (Std/Pro) / 3.08s (Max) |
| Battery | 73 kWh LFP / 96.3 kWh LFP / 101.7 kWh NCM |
| Motor | V6s Plus, 235 kW single (Std/Pro) / 508 kW dual (Max) |
| Platform voltage | 752V-897V (800V class) |
| Charging | 10-80% in ~12 min, 670 km added in 15 min (Pro/Max) |
| Dimensions | 4,997 x 1,963 x 1,445 mm, wheelbase 3,000 mm |
| Cargo | 571L trunk + 105L frunk = 676L combined |
| ADAS | LiDAR + 4D radar + Nvidia Thor-U 700 TOPS, all trims |
| Availability (HK) | Not officially sold. Overseas launch expected 2027. |
| Verdict | The most complete mid-size electric sedan under 300,000 yuan |
Exterior
The 2026 SU7 does not look dramatically different from the 2024 car, and that is deliberate. The silhouette remains a low, wide fastback with a roofline that falls away steeply after the B-pillar: think Porsche Taycan proportions rendered at a Xiaomi price. Xiaomi has never pretended the influence is not there, and at this point the design has earned its own identity through sheer familiarity on Chinese roads.
What has changed is in the details. The front fascia now integrates the LiDAR sensor housing cleanly into the roofline rather than treating it as an aftermarket bolt-on, which was a visual weakness of the 2024 Max. The 4D millimetre-wave radar sits in the lower bumper. New 20-inch wheels fill the arches better than the old 19s, and a new Capri Blue paint option (a deep, slightly muted teal) is the colour you will see in most promotional material. Black mirror caps are now standard across all trims.
The rear is largely unchanged: a full-width LED light bar, a subtle ducktail spoiler, and wider rear tyres on the Max that give the car a noticeably more planted stance from behind. The proportions still work. At five metres long with a three-metre wheelbase, this is not a small car, but it does not look heavy from any angle. That is the Porsche inheritance working in Xiaomi’s favour.
One meaningful design change you will not see: the door handles. The 2024 car used fully concealed electronic handles that drew complaints about safety in the event of a power failure. The 2026 model adds a manual mechanical backup alongside the electronic release, with a triple-redundant unlock mechanism. It is a quiet fix for a real problem, and it shows Xiaomi is listening.
Interior and Tech
This is where the new-generation SU7 pulls away from the 2024 car most visibly. The cabin has been substantially reworked. A 16.1-inch 3K Mini LED touchscreen dominates the centre console, paired with a 7.1-inch rotating instrument cluster and a head-up display. The software is HyperOS, which is Xiaomi’s in-house operating system built on the same codebase that runs its phones and tablets.
The difference between HyperOS and the infotainment systems in a Tesla, BMW or Mercedes is immediately apparent. Animations are fluid. App transitions are instant. The navigation integrates with the Xiaomi HAD driver-assistance system so the map and the ADAS display share context in real time. If you have used a Xiaomi phone, you already know how this works, and the car extends that logic seamlessly: your phone’s notifications, your music queue, your smart-home controls all surface on the car’s screen without pairing friction. If you live in the Xiaomi ecosystem, nothing else in the automotive world comes close to this level of integration.
Materials are a step up. Nappa leather wraps the new dual-tone sport steering wheel, soft-touch surfaces cover the upper door panels and dashboard, and a wraparound ambient lighting system syncs with music and driving modes. The panoramic glass roof now has a central support divider, which improves structural rigidity but does not noticeably reduce the sense of openness. Laminated glass is used throughout for sound insulation, and the cabin is noticeably quieter than the 2024 model at highway speed.
Practicality is good for a sedan with this roofline. The 571-litre boot handles two large suitcases and a carry-on. The 105-litre frunk is deep enough for charging cables and a small bag. Rear legroom with the front seat in a normal driving position is generous for passengers up to about 180 cm, after which headroom under the sloping roof starts to tighten. Nine airbags are standard.
The Drive
The new V6s Plus motor platform is the mechanical headline. The single-motor Standard and Pro trims produce 235 kW (320 horsepower), which is a modest but noticeable improvement over the 2024 car. The dual-motor Max produces 508 kW (690 horsepower) with a 0-100 time of 3.08 seconds, which puts it in the same bracket as a Tesla Model 3 Performance or a Porsche Taycan 4S.
But the power figures are not really the story of the 2026 SU7. The story is the Dragon chassis. Front double-wishbone, rear five-link, body structure built on 2,200-megapascal ultra-high-strength steel, four-piston front brake calipers as standard, and a 12.5:1 steering ratio that gives the car a remarkably tight 11.4-metre turning circle for a five-metre sedan. On the Pro and Max, dual-chamber air suspension with continuous damping control is standard, with a ride-height range from -20 mm to +30 mm and predictive road-condition monitoring that pre-adjusts the dampers based on what the forward-facing cameras see.
What does it actually feel like? Owner reports from the first weeks of delivery are consistent. The pedal calibration is smoother and more progressive than the 2024 car, which had a slightly abrupt throttle map that could catch new drivers out. The ride in comfort mode is more absorbent, filtering speed bumps and expansion joints with less of the secondary bounce that the original car suffered from. In sport mode, the Max is genuinely quick, but it is the turn-in response and mid-corner balance that impress more than the straight-line acceleration. The steering is light but precise, not numb, not overly weighted: somewhere between a BMW i4 and a Tesla Model 3 in feel, but with better feedback than either.
The Xiaomi HAD driver-assistance system, now running on the Nvidia Thor-U platform with 700 TOPS of compute, is cautious rather than aggressive. It will hold lane, manage distance, and handle basic highway scenarios with confidence, but it does not attempt the assertive overtaking or gap-finding of more aggressive Chinese ADAS systems. For a daily driver, that conservatism is a feature, not a bug. The system also now supports voice-assisted lane changes (“move to the left lane”) and parking-space-level navigation in commercial car parks, which is a party trick that actually works.
Range and Charging
The 902-kilometre CLTC claim on the Pro trim is the number that got the headlines, and the real-world data backs it up more credibly than most Chinese range claims. Independent testing under composite driving conditions (a mix of city, suburban and highway) returned 785 km on the Pro, with one controlled endurance test achieving 892 km (a 98.9 percent achievement rate against the CLTC figure). That is exceptional by any standard.
For more realistic daily use, owner reports from the first month of deliveries cluster around 75 to 85 percent of the CLTC figure depending on driving style and temperature. On the Max (835 km CLTC), that translates to roughly 600 to 700 km in urban use and 500 to 600 km on the highway. On the Standard (720 km CLTC), expect around 540 to 610 km in mixed driving. In a Hong Kong context, where most daily commutes are under 60 km and temperatures rarely drop below 10 degrees Celsius, any trim would comfortably go a full week between charges.
Charging is where the 800-volt architecture earns its keep. The Max runs at up to 897V, and all trims support fast DC charging. Xiaomi claims 670 km of range recovered in 15 minutes on the Pro/Max, and a 10 to 80 percent charge in approximately 12 minutes under ideal conditions. Even with real-world degradation from non-peak chargers, these are fast times. The Standard on its 752V system is slower but still competitive.
For Hong Kong readers considering a parallel import: the SU7 uses the Chinese GB/T charging standard, which is different from the CCS2 standard used in Hong Kong public chargers. An adapter exists but adds friction. This is one of the practical barriers to parallel-importing a Xiaomi EV today, and it will not be resolved until Xiaomi launches officially in right-hand-drive markets with a local charging standard.
Price and Availability
In China, the 2026 SU7 starts at 219,900 yuan (approximately HK$240,000 at current exchange rates) for the Standard, 249,900 yuan (HK$273,000) for the Pro, and 303,900 yuan (HK$332,000) for the Max. These prices represent a modest increase of around 10,000 to 14,000 yuan over the outgoing 2024 model, which Xiaomi has justified by pointing to the LiDAR hardware now standard across every trim.
In context: a Tesla Model 3 in China starts at 235,500 yuan and does not include LiDAR. A BYD Seal starts at 179,800 yuan but offers a shorter range. A BMW i3 (the China-market 3-Series EV, not the old hatchback) starts above 350,000 yuan. The SU7 Pro at 249,900 yuan is arguably the value sweet spot: you get the 96.3 kWh battery with 902 km of range, dual-chamber air suspension, and the full HAD system, for roughly the same money as a base Model 3 with none of those features.
For Hong Kong, the SU7 is not officially available. Parallel importing is possible but complex: expect to add 40 to 60 percent to the sticker price once shipping, type approval, first registration tax (at the progressive bands: 40 percent on the first HK$150,000, 75 percent on the next HK$150,000, 100 percent on the next HK$200,000), and margin are factored in. A Pro would land in the HK$450,000 to HK$550,000 range all-in, with no local warranty and no official service. We recommend waiting for the official launch, which we expect between late 2026 and mid-2027 based on Xiaomi’s stated overseas timeline.
Delivery wait times in China as of April 2026 vary by trim. The Standard is quoted at 29 to 32 weeks. The Max is shorter, at roughly six weeks in most cities. The Pro sits in between.
Verdict
The 2026 Xiaomi SU7 is the most complete mid-size electric sedan under 300,000 yuan. There is no caveat required in that sentence. It is not “good for a first car from a tech company.” It is not “impressive given the price.” It is, by the numbers and by the reports of people who are driving it daily, a better overall package than a Tesla Model 3, a more modern one than a BMW i4, and a more livable one than a BYD Seal, at a price that undercuts all three when equipment is factored in.
The LiDAR-as-standard move is the single most significant competitive action any EV manufacturer has taken in this price class in 2026. It means even the cheapest SU7 has hardware that most European sedans do not offer at twice the price. The 902-km range on the Pro is not a laboratory novelty: real-world tests confirm it holds up. The Dragon chassis is a genuine improvement in ride and handling. The software is the best in any car at any price, full stop, if you live in the Xiaomi ecosystem.
Who should not buy it? Anyone in Hong Kong who needs a car with a local warranty and CCS2 charging right now. Anyone who values right-hand drive. Anyone who wants to walk into a showroom in Tsim Sha Tsui and drive away the same day. For those buyers, the [AION ES](https://hkexpatclub.com/aion-es-hong-kong-review/) and [BYD Dolphin](https://hkexpatclub.com/byd-dolphin-hong-kong-review/) solve the practical problem today.
But if you can wait, and if Xiaomi delivers on its 2027 overseas timeline, the SU7 Pro is the car we would recommend to anyone who currently drives a Model 3 or is cross-shopping one. It is that good.
Read More on HKEC
Xiaomi EVs Explained: The Brand That Is Coming for Hong Kong
Best EVs in Hong Kong Under HK$200,000: The Post-April 2026 Buyer’s Guide
