After driving the L7, it’s clear Buick is bringing real substance to the EV era.
It feels almost like an unspoken pact—2025 has become the breakout year for joint-venture brands in the NEV space.
Whether it’s the Nissan N7, Toyota bZ4X and bZ5, SAIC Audi E6 Sportback, or today’s star of the show—the SAIC-GM Buick Electra L7—these new models hold their own on key specs and, in some cases, even look competitively priced.
As one of the pioneers of range-extended hybrids, Buick has introduced its new “Zhenlong” range-extender system, aiming to prove it can go toe-to-toe with China’s rising EV startups.
The L7 is the first model to feature this system. We’ve already covered its specs and features before, so this time we focused on what it’s like to drive.
Yesterday we spent a full day with the L7 at SAIC-GM’s Guangde proving ground—one of the most professional test facilities in China, capable of simulating virtually every road condition: undulating surfaces, cobblestone roads, Belgian pavé, sine-wave bumps, winding sections, and high-speed loops. Many cars come here for dynamic validation before launch.
Buick even brought multiple competitor models for comparison. On the handling course, we pushed the L7 through eight consecutive laps of corners, bumps, and crests. The suspension was surprisingly impressive: at 85 km/h over the bump road, the landing was well-controlled, and you never felt thrown around.
It was even more evident on the undulating sections. At 110–120 km/h, the body remained planted—more composed than a certain popular 9 Series sedan, and even slightly better than some classic BBA ICE models. The only shortcoming? On long straights and urban-simulation roads, the 9 Series still delivered a more refined chassis feel. The L7 transmits a bit more road texture, with comfort and premium feel that could be dialed in further.
Performance was another pleasant surprise, especially with a nearly depleted battery. Buick had us drain SOC to 5% before doing 0–100 km/h runs. On paper, the L7 is slightly slower (5.9 s vs. 5.4 s), but in practice, it pulled ahead by three to four car lengths.
On the high-speed loop, the L7 could hold 150 km/h steady at 12% SOC, with linear, effortless acceleration from 80 km/h upward. One of our group pushed it to 210 km/h. Although the SOC dropped quickly and it couldn’t sustain 200 km/h indefinitely, breaking 200 km/h puts it at the top of its class among JV EREVs.
Buick also seems determined to shed the “no smart driving” label often applied to JV brands.
We didn’t get to try urban NOA this time, but its auto-park function impressed. Whether it was dead-end alleys or narrow spots, the L7 parked cleanly and in one go, with smooth steering inputs. The only small gripe was having to tap the screen to trigger it—automatic activation in reverse would make the experience more seamless.
By the end of the day, my impression of the L7 had been completely refreshed. Buick claims this car aims to match BBA on luxury and comfort while competing with Chinese EV startups on intelligence and performance—and after driving it, that no longer sounds like just marketing fluff. Buick really has brought its A-game to the NEV era.
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