实测12款新能源车冬季续航，第一名打脸所有专家|Real-World Winter Range Test of 12 EVs: The Winner Shocks the Experts

admin • • 能源电车

“冬季续航打对折”——这句话几乎成了新能源车的标签，也是北方车主心里最大的疙瘩。我们决定用实跑数据说话。今年冬天，我们集齐了市面上12款主流新能源车，在-5℃到-10℃的环境下，用统一的路线、同样的驾驶标准，跑干了它们的电池。结果，第一名不仅出人意料，还实实在在地打了“唯电池容量论”和“唯技术路线论”的脸。

测试背景：不玩虚的，只跑真的

  • 时间地点：2026年1月，北京山区（夜间-10℃，白天-5℃），真实道路。
  • 测试标准：
    1. 空调统一设为24℃自动，座椅加热开启。
    2. 车辆满载2人及标准配重。
    3. 路线包含40%高速（限速100km/h）、40%城市拥堵道路、20%国道。
    4. 从满电跑到表显电量归零、车辆强制进入低速“爬行”模式为止，记录实际行驶里程。
  • 计算方式：实际续航 ÷ 官方CLTC续航 × 100% = 冬季续航达成率。

榜单揭晓：黑马夺冠，老将稳健

排名 车型 电池类型/容量 CLTC续航(km) 实测冬季续航(km) 续航达成率 一句话锐评
1​ 极氪007 后驱智驾版​ 三元锂 / 75.6kWh 688 501 72.8%​ 热管理系统立功，反向虚标王者
2​ 特斯拉 Model Y 长续航版 三元锂 / 78.4kWh 688 479 69.6% 三电效率标杆，稳定发挥
3​ 蔚来 ET5T 100kWh 三元锂 / 100kWh 680 462 67.9% 换电加持，但大电池没跑出优势
4​ 理想 L7 Air 三元锂（增程） / 42.8kWh 210（纯电） 141 67.1% 纯电续航实，达成率意外高
5​ 小鹏 G6 755 Max 磷酸铁锂 / 87.5kWh 755 491 65.0% 铁锂冬季抗衰减，全靠800V快充缓解焦虑
6​ 比亚迪 海豹 700km版 磷酸铁锂（刀片） / 82.5kWh 700 452 64.6% 比亚迪的保守策略，续航实在
7​ 问界 M7 后驱版 三元锂（增程） / 40kWh 200（纯电） 128 64.0% 续航扎实，但纯电里程基数小
8​ 奔驰 EQC 350 三元锂 / 80kWh 440 274 62.3% 传统豪华，电耗偏高，达成率尚可
9​ 大众 ID.4 CROZZ 三元锂 / 84.8kWh 600 370 61.7% 德系稳妥，但表显“欢乐”
10 宝马 i3 eDrive 40L 三元锂 / 78.9kWh 592 360 60.8% 操控依旧，能耗管理是短板
11 埃安 AION S Plus 80 磷酸铁锂（弹匣） / 69.9kWh 602 355 59.0% 网约车之王，续航不占优
12 五菱 缤果PLUS 510km 磷酸铁锂 / 50.6kWh 510 285 55.9% 便宜是硬道理，但冬季很吃力

深度分析：为什么第一名是它？

极氪007的夺冠，揭示了冬季续航的三大真相：

  1. 热管理，比电池容量更重要。极氪007的“极芯”电池包，采用了独特的“主动式液冷加热+双层隔热”技术。在低温下，它能以极小能耗（实测空调外机功耗低于2kW），在行驶前快速为电池包预热到最佳工作温度。相比很多车型直接用PTC“硬烧”电池，效率高出一大截。这解释了为什么它用75.6kWh的电池，能跑赢100kWh的蔚来。
  2. 能耗控制，是系统工程。极氪007不仅电芯好，还用上了碳化硅电驱、0.199Cd超低风阻、以及高效的“BMS电池管家”系统，在-5℃环境下，平均电耗能做到18.2kWh/100km，是所有测试车型中最低的。反观某些豪华品牌，电耗轻易突破25kWh/100km，再大的电池也经不起浪费。
  3. 反向虚标，赢得信任。官方CLTC续航688km，实测能跑出501km，达成率近73%。这意味着用户在日常使用中，基本能开出表显的80%以上，大幅缓解里程焦虑。相比某些车型CLTC 700km，实际冬天跑不到400km，诚实比什么都重要。

给购车者的核心建议

  1. 别只看电池度数：冬天，100kWh不一定跑得过75kWh。重点看车企的“热管理技术”和“能耗控制”口碑。
  2. 关注能耗，而非续航：在参数表里找到“百公里综合电耗”，这个数字比CLTC续航实在。低于18kWh/100km的，冬天都不会太差。
  3. 增程/插混的纯电续航，要看实际：理想和问界的纯电续航达成率很高，说明其策略务实。但基础纯电里程短，在北方意味着更频繁的充电或启动增程器。
  4. 磷酸铁锂不必然怕冷：比亚迪刀片、小鹏的磷酸铁锂版本表现超出预期。关键在于车企的电池保温技术和BMS策略是否到位。

写在最后

冬季续航测试，像一面照妖镜，照出了谁是“技术流”，谁是“参数王”。极氪007的胜利，是高效热管理和系统能耗控制的胜利。它告诉我们，冬天开电动车长途，不再是“勇敢者的游戏”。当技术开始认真解决痛点，受益的终将是每一个在寒风中握紧方向盘的人。

冬天不可怕，可怕的是用虚高的参数，冰冷了用户的心。​ 而真实的数据，是打破恐惧最好的暖风。

"Winter range is cut in half"—this phrase has almost become the tagline for new energy vehicles and the biggest gripe for owners in northern climates. We decided to let real driving data speak. This winter, we gathered 12 mainstream new energy vehicle models on the market. In temperatures ranging from -5°C to -10°C, using the same route and driving standards, we ran their batteries dry. The result? The winner was not only surprising but also delivered a solid rebuttal to the "battery capacity is everything" and "technology path is everything" camps.

Test Background: No Games, Just Real Driving

  • Time & Location: January 2026, Beijing mountainous area (night: -10°C, daytime: -5°C), real roads.
  • Test Standards:
    1. Climate control uniformly set to 24°C AUTO, seat heaters ON.
    2. Vehicles loaded with 2 adults and standard weight.
    3. Route: 40% highway (speed limit 100 km/h), 40% congested urban roads, 20% national highway.
    4. Driving from 100% charge until dashboard shows 0% and vehicle enters forced low-speed "limp mode." Record actual distance traveled.
  • Calculation: (Actual Winter Range ÷ Official CLTC Range) × 100% = Winter Range Achievement Rate.

The Results: A Dark Horse Wins, Veterans Hold Steady

Rank Model Battery Type/Capacity CLTC Range (km) Actual Winter Range (km) Range Achievement Rate One-Line Verdict
1​ ZEEKR 007 RWD Smart Driving​ NMC / 75.6 kWh 688 501 72.8%​ Thermal management system shines, the king of "reverse range inflation"
2​ Tesla Model Y Long Range NMC / 78.4 kWh 688 479 69.6% Benchmark for powertrain efficiency, steady performance
3​ NIO ET5T 100kWh NMC / 100 kWh 680 462 67.9% Battery swap advantage, but large battery didn't deliver lead
4​ Li Auto L7 Air NMC (EREV) / 42.8 kWh 210 (EV) 141 67.1% Pure EV range is honest, achievement rate surprisingly high
5​ XPENG G6 755 Max LFP / 87.5 kWh 755 491 65.0% LFP holds up in winter, 800V fast charging eases anxiety
6​ BYD Seal 700km LFP (Blade) / 82.5 kWh 700 452 64.6% BYD's conservative strategy pays off in real range
7​ AITO M7 RWD NMC (EREV) / 40 kWh 200 (EV) 128 64.0% Range is solid, but pure EV base range is small
8​ Mercedes-Benz EQC 350 NMC / 80 kWh 440 274 62.3% Traditional luxury, high energy consumption, decent rate
9​ Volkswagen ID.4 CROZZ NMC / 84.8 kWh 600 370 61.7% German reliability, but range indicator is "optimistic"
10 BMW i3 eDrive 40L NMC / 78.9 kWh 592 360 60.8% Driving dynamics remain, energy management is the weakness
11 GAC AION S Plus 80 LFP (Cell Block) / 69.9 kWh 602 355 59.0% King of ride-hailing, but range isn't its strength
12 Wuling Bingo PLUS 510km LFP / 50.6 kWh 510 285 55.9% Price is the ultimate advantage, but winter is tough

Deep Dive: Why Did the Winner Win?

ZEEKR 007's victory reveals three truths about winter EV range:

  1. Thermal management is more important than battery size.​ The ZEEKR 007's "Polar Core" battery pack uses a unique "active liquid cooling/heating + double-layer insulation" technology. In low temps, it can preheat the battery to its optimal operating temperature with minimal energy consumption before driving (tested auxiliary heater power <2kW). Compared to many models that simply use PTC heaters to "brute-force" warm the battery, its efficiency is significantly higher. This explains why its 75.6kWh battery can beat NIO's 100kWh pack.
  2. Energy consumption control is a system-wide effort.​ The ZEEKR 007 not only has good cells but also uses a silicon carbide (SiC) electric drive, ultra-low 0.199Cd drag coefficient, and an efficient "BMS Battery Master" system. At -5°C, its average energy consumption was 18.2 kWh/100km—the lowest among all tested models. In contrast, some luxury brands easily exceed 25 kWh/100km. No battery, however large, can withstand that kind of waste.
  3. "Reverse range inflation" builds trust.​ The official CLTC range is 688km; the actual test achieved 501km, a nearly 73% achievement rate. This means users can realistically achieve over 80% of the indicated range in daily use, greatly alleviating range anxiety. Compared to some models claiming 700km CLTC but struggling to reach 400km in winter, honesty matters more than anything.

Key Advice for Buyers

  1. Don't just look at battery capacity (kWh): In winter, 100kWh doesn't necessarily outrun 75kWh. Focus on the automaker's reputation for "thermal management tech" and "energy consumption control."
  2. Focus on efficiency, not just range: Find the "comprehensive energy consumption per 100km" on the spec sheet. This number is more meaningful than CLTC range. Models below 18 kWh/100km generally fare better in winter.
  3. For EREV/PHEVs, look at real pure EV range: Li Auto and AITO's high achievement rates show pragmatic strategies. However, a short base pure EV range means more frequent charging or range extender use in northern winters.
  4. LFP batteries aren't inherently doomed in the cold: BYD's Blade Battery and XPENG's LFP versions performed better than expected. The key is whether the automaker's battery insulation tech and BMS strategy are up to the task.

Final Thoughts

Winter range testing is like a mirror, revealing who's a "tech master" and who's just a "spec sheet champion." The ZEEKR 007's victory is a win for efficient thermal management and system-wide energy consumption control. It shows that taking an EV on a long trip in winter is no longer just a "game for the brave." When technology seriously tackles pain points, everyone holding the steering wheel in the cold wind ultimately benefits.

Winter isn't scary. What's scary is using inflated specs to chill users' hearts.​ And real data is the best warm breeze to blow that fear away.

版权声明：
作者：admin
链接：http://4hty.cn/archives/112.html
来源：四海天涯爱车网
文章版权归作者所有，未经允许请勿转载。

THE END
分享
二维码
< <上一篇
下一篇>>