I first watched the YU7 parked next to a Model Y at a Shanghai mall pop-up, and the crowd wasn’t there for the badge — they were peering at the screen and the stance. Xiaomi’s first SUV, and it shows. No engine, no generator: just a battery, 800-volt silicon-carbide bones, and four trims that split the difference between range and ridiculous pace. The entry car does 643 km CLTC on a 73 kWh pack; the long-range version stretches to 835. Remember both numbers, because which one you quote depends on what the buyer is actually afraid of — range or price.

Exterior

Low and wide for something that seats five. The roofline falls toward the tail like a fastback, which is what stops it reading as a bread-box SUV, and the flush handles and hidden wipers keep the skin clean. Up front there’s a slim light bar and a closed nose — nothing behind it needs air — and the wheels run 19 to 21 inches depending on trim.

The quiet part is the proportion. About 4999 mm long, 1996 wide, 1600 tall, on a 3000 mm wheelbase; that’s a long, low footprint for the class. Xiaomi quotes 0.245 Cd, and you can feel why when the thing just settles on the highway. Park it beside a regular SUV and the YU7 already looks like it’s leaning into a corner.

Interior

Calmer than the shell suggests. A 16.1-inch central screen does the main job, but the headline is the 1.1-metre “HyperVision” panoramic strip — three Mini-LED panels across the base of the windscreen, so the driver glances down, not over. Snapdragon 8 Gen 3 runs the cabin, CarPlay and Android Auto are there, and the physical climate controls stay put — the bit I’d show a buyer, because you can change temperature with gloves on without stabbing a menu.

Space is the honest win. Flat floor, three across the back at level, Nappa on upper trims, and zero-gravity front seats that recline 123 degrees with massage. Boot plus a front trunk swallow a week of luggage; storage runs to 36 compartments and nearly 1970 litres with the seats down. Try that at a show, and the spec sheet stops mattering.

Powertrain and Chassis

Four ways to skin the same 800V cat. The Standard — the entry trim Xiaomi added in May 2026 — is rear-drive on a 73 kWh LFP pack: a single 235 kW motor, 528 Nm, 5.90 seconds to 100, 220 km/h, and 643 km CLTC. Step up to the Long Range and you keep that 235 kW rear axle but move to a 96.3 kWh LFP pack for 835 km CLTC, 240 km/h, 5.88 seconds. The Pro bolts a front motor on for all-wheel drive — 365 kW, 690 Nm, 4.27 seconds, 770 km, same 96.3 kWh LFP. Then there’s the Max: dual motors, 508 kW, 866 Nm, 3.23 seconds, 253 km/h, on a 101.7 kWh ternary pack good for 760 km CLTC. That last one is the version people film.

Underneath, every YU7 runs double wishbones up front and a five-link rear, with continuously variable damping as standard — which is why it stays flat for something this tall. Charging splits by pack: the 73 and 96.3 kWh cars sit on a 752V bus and take 10 to 80 percent in about 21 minutes, while the Max’s 101.7 kWh unit runs a 5.2C rate on the 897V bus — 10 to 80 in 12 minutes, and roughly 620 km back in 15. That’s the figure that quiets a fleet buyer’s downtime maths. And if a buyer wants the wild one, there’s a GT flagship too: 738 kW, 2.92 seconds, 300 km/h.

FAQ

Is the Xiaomi YU7 a pure electric or a hybrid? BEV, full stop — battery electric, no petrol engine and no range extender. If a buyer wants plug-in hybrid or range-extender tech, that’s another model line; the YU7 runs on charge only.

What’s the difference between the four trims? It’s range versus pace. The Standard RWD is the 643 km CLTC entry on a 73 kWh pack; the Long Range keeps the rear-drive motor but jumps to 835 km on 96.3 kWh; the Pro AWD trades distance for 4.27 seconds; the Max AWD is the 508 kW, 3.23-second version on the bigger 101.7 kWh pack. All four share the 800V platform, so charging stays quick either way.

Does the 800V system need special charging hardware? Not really — it charges fine on ordinary CCS stations, just slower. The 5.2C speed only appears on a high-power 800V DC unit, which is worth checking at the destination port before you promise a depot its fast turnaround.

Can I import the Xiaomi YU7 to my country? Yes, and that’s the path most of our buyers take. We handle the export paperwork, book the ocean freight and manage arrival at your port; you’ll need a local homologation and Type Approval check on your side, since every market reads EV rules a little differently, and we’ll supply the spec sheets your authority asks for.

How do we supply the car and how do we get started? We source directly from the manufacturer as a trading company, not a plant — we take the vehicles and own the export paperwork, shipping and port delivery end to end. To start, tell us the trim mix and destination port; we’ll quote availability, lock the build slots and move the cars, so you’re dealing with one counterpart from factory to dock.

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