Building Lighter EVs: Was William Li Wrong?

William Li argues against heavier EVs. Industry pushes large batteries for range, increasing vehicle weight, safety risks, and road damage.

Yesterday, William Li went viral again—albeit in a controversial way.

Circulating across social media were two statements he made during a live broadcast with Wu Xiaobo at NIO’s Hefei factory:

“The industry is pushing for bigger batteries, which certainly benefits range, but the heavier the vehicle, the greater the safety challenges and the more damage it does to roads.”

“I just can’t convince myself to do that (add larger batteries and more weight).”

In the past 24 hours, these remarks have triggered yet another wave of backlash, reminiscent of the “gasoline mindset” accusations, with critics of Li and NIO flooding social media once again.

But negative public opinion isn’t the main focus today. From a product and technical perspective, was Li wrong?

Our view: both of his statements are correct.

To summarize: heavier vehicles place greater demands on the car and tires; yet under comparable conditions, NIO’s cars aren’t heavier and are becoming increasingly efficient.

Let’s take a closer look.

The Era of 3-Ton Passenger Cars

In 2025, two major trends dominate the NEV market: extended-range EVs exceeding 300 km and pure electric vehicles with over 100 kWh battery capacity.

Both trends have a common consequence: a further increase in curb weight.

For example, the pure electric version of the Yangwang U7, equipped with a 135 kWh Blade Battery, balances a powerful quad-motor setup producing 1,306 hp with a substantial 720 km CLTC-rated range.

However, this results in a curb weight of 3,095 kg for the 5.26-meter-long executive flagship. The plug-in hybrid version of the U7 is even heavier, weighing 3,223 kg.

Other large executive NEV flagships follow a similar trend. The MAXETRO S800’s extended-range version weighs between 2,770 and 2,851 kg, while its pure electric version comes in at 2,604–2,685 kg.

Large NEV SUVs are also experiencing simultaneous increases in range, performance, and weight.

For instance, the Denza N9 weighs between 3,130 and 3,245 kg, while the new AITO M9 weighs 2,610–2,690 kg.

Comparing these to similarly sized gasoline vehicles—such as the Mercedes-Benz GLS (2,487–2,528 kg) and BMW 7 Series (2,115–2,145 kg)—it is clear that NEV sedans and SUVs are significantly heavier.

Where Does the Extra Weight Come From?

Li highlighted a key point: the industry’s pursuit of long range certainly has its benefits, but he can’t convince himself to follow this path.

The context here is the increasing number of ultra-long-range NEV models. In the absence of mass-produced solid-state batteries, automakers face a trade-off.

Let’s look at the MAXETRO and AITO as examples. The MAXETRO S800 extended-range version uses a 65 kWh Giant Whale Battery with a total battery pack weight of 363 kg, achieving a CLTC-rated electric-only range of 400 km.

Meanwhile, the AITO M8 Extended Range Max version is equipped with a 36 kWh LFP standard battery pack weighing 292 kg, delivering a CLTC electric range of 240 km.

For the Yangwang U7 pure electric version, the 135.5 kWh battery pack weighs 903 kg, allowing the 1,306-hp car to achieve a CLTC-rated range of 720 km.

As NEVs continue to push the boundaries of range and performance, battery weight is also increasing—at least until a breakthrough in battery chemistry occurs.

Additionally, for extended-range and plug-in hybrid models, the recent trend toward achieving 300 or even 400 km of pure electric range has pushed these vehicles past the efficiency tipping point, resulting in heavier curb weights.

Data shows that models like the MAXETRO, AITO, and Yangwang are heavier in their extended-range or plug-in hybrid versions compared to their pure electric counterparts.

Was William Li Wrong?

It’s true that NEVs are getting heavier, and Li’s opposition makes sense: achieving the same safety ratings doesn’t require making cars heavier—in fact, more weight simply puts greater strain on tires, especially on EVs.

Summed up another way: in the EV era, changes in vehicle weight, power output, and rolling resistance coefficient all place new demands on tires.

As mentioned earlier, the higher curb weights of NEVs generally require tires with higher load ratings.

For example, according to Michelin’s official website, the new BMW 7 Series uses PSS 245/40 R20 tires with a load index of 99Y, meaning each tire can carry up to 775 kg.

In contrast, neither Yangwang U7’s official website nor Continental Tire’s website disclose the load index of the SC7 tires fitted on the car. However, on Taobao, the same 275/40 R21 tire model is listed with a 107W load rating, supporting up to 975 kg per tire.

Generally, a higher load index for otherwise identical tire specifications also translates to higher manufacturing costs.

In addition, EVs driven primarily by electric motors deliver peak torque instantly from a standstill. While tuning varies by manufacturer, the nature of electric propulsion applies torque to the tires immediately.

This leads to differences in wear resistance and design emphasis between tires for gasoline cars and those for NEVs.

So, William Li was not wrong. But if we add a few more details, his point becomes clearer.

Are NIO’s Cars Heavy?

Let’s cut to the chase: in the context of their market segment, NIO’s cars aren’t particularly heavy.

Take the NT2 platform models (2020–2025) as an example. For the dual-motor AWD ET5, the 2025 model with a 75 kWh battery pack weighs 2,165 kg curb, and 2,185 kg with the optional 100 kWh battery.

For comparison, the Zeekr 007 AWD standard/long-range versions weigh 2,280 kg and 2,290 kg respectively, while the Xiaomi SU7 AWD Max version weighs 2,205 kg curb.

All three are broadly on the same level, meaning the ET5, released in 2021, isn’t lagging behind in terms of weight.

As for the NT3 platform, currently represented by the Onvo L60 and NIO ET9, let’s take a quick look.

The L60, with a single motor and a 60 kWh battery pack, has a curb weight of 1,885 kg. In comparison, the Tesla Model Y Standard Range weighs 1,921 kg. Despite the L60’s larger size and its additional battery swap hardware, it still weighs slightly less.

The ET9 with a 100 kWh battery weighs 2,700 kg. For comparison, the Yangwang U7—slightly smaller in dimensions but with a much larger battery—has a curb weight of 3,095 kg. The MAXETRO S800 pure electric version, with a 94.4 kWh battery, weighs between 2,604 and 2,685 kg.

So in terms of “weight efficiency,” the ET9 is still competitive against any vehicle in its class.

NIO’s 150 kWh ultra-large battery pack has also been cited as evidence of Li’s contradictory stance: if he’s against heavier batteries, why build one?

The fact is, NIO’s 150 kWh battery pack, according to MIIT filings, weighs 575 kg—328 kg lighter than the Yangwang U7’s 135 kWh battery. Even though it offers over 50% more capacity than the MAXETRO S800’s 94.4 kWh battery pack, it’s only 42 kg heavier.

Although launched in 2023, this 150 kWh battery remains one of the most weight-efficient options outside of solid-state battery technology.

Li has, in fact, devoted an entire launch event to explaining NIO’s battery technology. But public discourse tends to overlook this, nor does it have the patience to hear Li out.

From what we’ve discussed so far, NIO’s powertrain strategy is clear: continuously improve energy efficiency and reduce energy consumption and vehicle weight.

The result is twofold: NIO’s cars become increasingly “healthy,” achieving the same tasks with higher energy efficiency; and although NIO’s range improvements aren’t as headline-grabbing as those boasting 700+ km or even 800+ km, the brand quietly focuses on overall platform evolution.

In this light, NIO’s more modest range figures shouldn’t be mistaken for a lack of technical progress.