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battery swapping, pure visual intelligent driving solution, 12.1 kwh per 100 km, and positioning as a class b pure electric suv, based on these four features, it is hard not to compare the ledao l60, the first model of ledao, the second brand under nio, with the tesla model y. the ledao l60 is based on the nio nt3.0 platform, a 900v high-voltage platform for the entire region, and has urban/highway navigation from the start. the ledao l60 does have many technical features, and the pre-sale price is 30,000 yuan cheaper than the current model y standard range. if the bass solution is also provided after the launch, the price can be further reduced.

of course, in addition to the parameter information that has been put on the table, there are actually many differences in car usage details between ledao l60 and tesla model y, which are worth our further exploration.

ledao l60 can avoid the door kill, zero takeover throughout the process, tesla needs to deal with the battery car first

for example, in terms of intelligent driving. first of all, the osd of ledao l60 and the tesla fsd that will soon be introduced in china both adopt a pure visual solution without laser radar. the characteristics of this technical route will not be repeated here. we will focus on the actual effects of the two cars in actual use.

in terms of the activation method, the ledao l60 requires pressing the dial on the left side of the steering wheel after turning on the navigation. this is obviously different from the function buttons on the left side of the steering wheel of the current nio models. to activate fsd, tesla needs to pull down the gear lever on both sides continuously. in terms of practicality, the two cars actually have their own advantages.

on urban roads, the osd intelligent driving system of ledao l60 can realize unprotected left/right turns, autonomous overtaking and lane changes, etc. when driving straight through an intersection, the system can control the overall driving behavior of the vehicle relatively stably. the stability here specifically means that when the right lane slowly merges into the main lane, the system's control of vehicle speed and distance between vehicles is more in line with the driving habits of human drivers, and there is no excessively close following distance or sudden acceleration or deceleration. in addition, during the following process, when the straight main roads on both sides have faster traffic speeds, the system will autonomously complete the lane change and overtaking.

when turning right on urban roads and encountering illegally parked vehicles on the right or obstacles such as cones, water barriers, etc., the vehicle can make a detour decision earlier after identification, and finally execute a cross-line detour to achieve the right turn. in addition, while detouring, the camera will make a judgment to slow down slightly after identifying the vehicle behind following closely. the smoothness of the entire right turn process is relatively consistent with the driving behavior of human drivers.

after an unprotected left turn at an intersection, the system will, based on the navigation straight-ahead instruction, choose to occupy the left lane and go straight before changing lanes to the right. there is no obvious deceleration during the lane change, which can also be seen as the lane change judgment made in advance by the system. when driving on urban roads, the osd intelligent driving solution of ledao l60 will basically give priority to the middle road. when the traffic volume is large, the system will make actions close to those of a human driver, that is, speed up as soon as possible after turning, and choose a suitable distance from the vehicle behind before changing lanes. when the vehicle behind accelerates to follow, the system will give up this lane change, and there is no occupation of both lanes after turning, and "hard squeeze" into the straight main road.

the difficulty lies in how to deal with the "ghost head-on" door-opening kill. when driving on the auxiliary road, when a vehicle parked on the right suddenly opened its door, the system made a slight evasive movement to the right after recognition. at this time, the system was downgraded and actively exited the urban noa. after waiting in place for the conditions to meet the safe travel conditions, the system started again autonomously. looking back on the whole process, the system almost did not have any instructions that required human drivers to take over. even when encountering a door-opening kill, the system would judge the surrounding environment on its own after being downgraded, and go back online to continue to complete the navigation.

back to tesla fsd, as far as the v12 version that has been pushed overseas is concerned, the vehicle can also make zero-takeover navigation actions such as autonomous lane changing, overtaking, and active detours around obstacles based on real-time road conditions. however, for domestic roads, fsd still has a difficulty in collecting data as soon as possible to complete training after entering china, namely, the door opening kill mentioned above, and electric vehicles with diverse driving behaviors.

the traffic environment and road network construction in north america are completely different from those in china. if fsd wants to achieve a smoother intelligent driving experience in china, it must complete localization adaptation. end-to-end training is not difficult, but the difficulty lies in the massive data collection of training clips. this depends on when tesla fsd can break through from individual cities to more regions. of course, there is not much time left for it to catch up.

the power consumption in urban area is 10 kwh. is ledao l60 not suitable for intense driving?

if high-end intelligent driving is not an essential need for every user every day, then the areas that drivers deal with the most during every trip, and which they feel the most deeply, are the overall driving experience and energy consumption performance of the vehicle.

taking the chassis configuration as an example, the front suspension of ledao l60 does not use the double wishbone type like tesla model y, but chooses the mcpherson type which has less cost pressure. the rear suspension uses a five-link and continues to use the conventional fsd variable damping shock absorber. this combination can be seen as being as comfortable as possible.

however, compared with the current 200,000-level pure electric suvs of the same level, some domestic models even have cdc shock absorbers for higher comfort throughout the entire series. but in terms of daily driving, the suspension system of ledao l60 can basically cope with the paved roads in most cities, but it is not eye-catching, which is basically in line with its product positioning as a family car.

if we look at the car usage scenarios, many people would think that tesla model y is a family car, but in fact its driving orientation is more suitable for sports.

the double wishbone front suspension used is made of a composite material of steel plate and resin on the upper wishbone and aluminum alloy on the lower wishbone. the lower wishbone with a double-ball structure can also move independently, which ensures that the tires have better contact with the ground when the vehicle is turning, so it can bring better stability and handling. this is why many sports cars or sports suvs use double wishbones on their front suspensions.

the rear suspension of tesla model y adopts a standard five-link structure, including the upper and lower control arms and the lower arm, both of which are made of single-layer stamped steel plates, and the front and rear shock absorbers are made of steel coil spring shock absorbers. therefore, when passing over speed bumps or bumpy roads, this suspension system will directly feedback the road feel to the steering wheel and the seats of the passengers in the car. in summary, the experience is "bumpy but not loose", which is obviously different from the soft style of ledao l60.

in addition, in terms of turning radius, the ledao l60 is over 4.8 meters long and has a turning radius of 10.8 meters. the tesla model y is 4.7 meters long and has a turning radius of 11.5 meters. in addition, the wheelbase of the two differs by 60mm. this means that when turning on a narrow road, the larger ledao l60 can basically pass through it in one and a half turns.

finally, let's talk about energy consumption. based on the currently known parameter information, ledao l60 will provide three endurance versions, with a standard endurance of 555km, 1km more than the standard endurance of tesla model y, a long endurance of 730km, 42km more than the long endurance of model y, and an ultra-long endurance version of more than 1000km. for the versions with closer endurance of the two cars, the energy consumption results given by ledao officials are 12.1kwh/100km, and the results of tesla model y are 12.5kwh/h.

however, in actual use, the actual energy consumption of tesla model y is actually much higher than 12.5kwh/h. it basically maintains between 13-15kwh/h on urban roads, and exceeds 15kwh/h on highways. referring to the current measured results of ledao l60, it can achieve 10.7kwh/100km and 13kwh/100km in cities and highways respectively, and the endurance achievement rate is about 85%. with almost the same full-charge range, if calculated according to the actual energy consumption, ledao l60 can actually run nearly 30km more than tesla model y.

to sum up, ledao's positioning of l60 is actually very clear, and the car-using experience is still mainly for families. it can be regarded as that nio has directly moved its own user product concept over. therefore, in terms of the product strength of the new car, we can see the relatively soft suspension and the economy brought by low energy consumption. coupled with the support of nio's mature battery swap system, it is sincere to family users as a whole. as for how sincere the sincerity is, it depends on how the final sales plan of the new car will be determined.