Li Auto

Extended range electric vehicle EREV. 1.5L turbo range extender. 449hp combined system. 330kW total output. 620Nm torque. 44.5kWh battery pack. 215km WLTP electric range. 1315km total range. Dual motor AWD. 0-100 km/h 5.3 seconds. 5218mm length. 3105mm wheelbase. 2635kg curb weight. Six-seat configuration. Rear executive seats. Dual 15.7in OLED screens. 3D ToF sensors. HUD display. 7.3in mini screen passengers. Air suspension standard. NOA navigation assistance. Highway NCA. Urban NCA pilot. 5G connectivity. Dolby Atmos audio. Flagship family SUV positioning.

EREV powertrain. 1.5L turbo generator. 449hp combined. 330kW output. 620Nm torque. 42.8kWh battery. 210km electric range. 1315km total range. Dual motor AWD. 0-100 km/h 5.5 seconds. 5080mm length. 3005mm wheelbase. 2555kg curb weight. Six-seat standard. Five-seat Pro option. 15.7in center screen. 12.3in driver display. HUD optional. Air suspension Pro trim. CDC dampers standard. AD Max LiDAR option. Orin-X chip 508 TOPS. Highway NOA. Urban NOA Max trim. Family-oriented positioning.

EREV architecture. 1.5L turbo range extender. 449hp system power. 330kW output. 620Nm torque. 42.8kWh battery. 210km electric range. 1315km combined range. Dual motor AWD. 0-100 km/h 5.3 seconds. 5050mm length. 3005mm wheelbase. 2500kg curb weight. Five-seat only configuration. Premium interior focus. 15.7in OLED touchscreen. 12.3in instrument cluster. HUD standard Pro. Air suspension. CDC dampers. AD Max LiDAR. NVIDIA Orin-X. Highway NOA. Urban NOA Max version. Executive five-seat positioning.

EREV powertrain. 1.5L turbo generator. 325hp combined output. 320kW peak. 535Nm torque. 36.8kWh battery pack. 180km electric range. 1200km+ total range. Dual motor AWD. 0-100 km/h 5.4 seconds. 4925mm length. 2920mm wheelbase. 2345kg curb weight. Five-seat layout. Family SUV positioning. 15.7in center display. 12.3in driver screen. HUD standard. Air suspension optional. CDC dampers standard. LiDAR sensor. AD 3.0 system. Highway NOA. City NOA. Price accessible positioning. Volume growth model.

Pure electric powertrain. 800V architecture. 544hp dual motor. 400kW output. 542Nm torque. 102.7kWh battery. 710km CLTC range. 520kW peak charging. 12 minutes 10-80% charge. 500km in 12 minutes charging. 0-100 km/h 5.5 seconds. 5350mm length. 3300mm wheelbase. 2765kg curb weight. Three-row six-seat. Premium MPV positioning. Aerodynamic design Cd 0.215. 15.7in screens front. Rear entertainment system. Air suspension standard. AD Max autonomous. LiDAR sensing. NVIDIA Orin-X. Highway NOA. Urban NOA. Family travel focus. Ultra-fast charging advantage.

Extended range electric vehicle concept. Range extender generator approach. Electric motor primary drive. ICE purely for charging. Serial hybrid configuration. No direct mechanical connection. Pure electric driving experience. 1.5L turbocharged generator. High efficiency mapping. Multi-link mounting vibration isolation. 43dB NVH optimization. Battery buffer strategy. Smart energy management. Pure electric mode. Range extension mode. Fuel priority mode. OTA software optimization. Chinese market focus. PHEV-like benefits. BEV-like driving. Range anxiety solution. Charging infrastructure independence.

Li Auto autonomous driving. AD Pro hardware. NVIDIA Orin-X chip. 508 TOPS computing. AD Max advanced system. LiDAR integration. Hesai AT128 sensor. 128-beam LiDAR. 1.53 million points per second. HD mapping. Navigation on Autopilot NOA. Highway NOA standard. Lane change assistance. Automatic overtaking. Highway entrance exit. Ramp navigation. Urban NOA development. City street navigation. Traffic light recognition. Intersection handling. Obstacle avoidance. Construction zone navigation. Chinese city coverage expanding. OTA continuous improvement. Full-stack software development. In-house algorithm team. Machine learning optimization. Simulation testing. Real-world data collection.

Mobile home concept. Family-first design. Child-friendly features. Six-seat configuration priority. Second-row comfort focus. Third-row usability. Large SUV preference. Interior space maximization. Entertainment system integration. Dual-screen rear setup. Kids zone features. Safety prioritization. L2+ autonomous reduces fatigue. Long-range capability family trips. Charging convenience fuel backup. Premium materials durable. Practical storage solutions. Baby seat integration. Pet-friendly considerations. Family lifestyle brand. Chinese family market focus. Multi-generational travel. Weekend getaway enabler.

Founded in 2015 by Li Xiang—former CEO and founder of Autohome—Li Auto operates from Beijing with practical EV focus addressing range anxiety through Extended-Range Electric Vehicle (EREV) technology rather than pure battery power. Positioning for the family market with an initially focused one-platform strategy, the Li ONE first model launched in 2019 and achieved 40,000 deliveries in 2020 before the company's July 2020 NASDAQ IPO. Rapid growth execution delivered 100,000 annual deliveries by 2022, followed by L-series platform launch enabling multi-model expansion while continuous technology development emphasized autonomous driving system investment. Li Auto's customer satisfaction focus, direct sales retail model, expanding delivery center network, and service capability building established Chinese market leadership with global expansion under consideration. The company represents a pragmatic approach to electrification: rather than betting everything on pure EVs, Li Auto's EREV technology provides electric driving for daily use with gasoline range-extender eliminating anxiety—proving that sometimes the best solution isn't the most ideologically pure one but the one that best addresses real-world customer concerns and accelerates adoption by removing barriers.

The dedicated range-extending powerplant that launched Li Auto's EREV revolution with the Li ONE. This 1,198cc turbocharged inline-three was designed exclusively for constant-RPM generator operation rather than direct propulsion. The engine featured an aluminum block and head with direct injection and variable valve timing, optimized specifically for its narrow 2,800-3,500 RPM operating band where thermal efficiency peaks at 36.5%. The valve train used chain-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in four main bearings with a Lanchester-type balancer shaft. The intake system used a low-pressure EGR system to reduce pumping losses and NOx emissions, while the exhaust featured a close-coupled catalyst for rapid light-off. With 10.5:1 compression and operating only within its peak efficiency band, it produced 131 hp exclusively for electricity generation. The integrated generator was a liquid-cooled permanent magnet synchronous unit producing 100 kW, directly coupled via an elastic coupling that eliminated torsional vibrations. The thermal management system used three separate coolant circuits for the engine, power electronics, and battery pack, while the NVH engineering included active engine mounts and comprehensive acoustic encapsulation that made the range extender virtually imperceptible during operation.

The upgraded range extender that powered the Li ONE facelift with improved efficiency and refinement. This 1,498cc turbocharged inline-four featured an aluminum block with plasma-sprayed cylinder liners and high-pressure direct injection. The valve train used chain-driven dual overhead camshafts with 40° of continuous variable valve timing on both intake and exhaust, specifically calibrated for the engine's 2,500-4,000 RPM generator operation range. The turbocharger employed a low-inertia variable-geometry turbine with electronic wastegate, maintaining optimal backpressure across the generator's load range. The integrated generator was a liquid-cooled synchronous reluctance-assisted permanent magnet design producing 110 kW, with the complete unit weighing 125 kg. With 11.5:1 compression and thermal efficiency of 38.2% at its operating point, it generated 154 hp exclusively for the 130 kW front and 140 kW rear electric motors. The power electronics used distributed converter architecture with silicon carbide MOSFETs achieving 98.5% efficiency, while the thermal management system employed a heat pump that could capture waste heat from the range extender for cabin heating, reducing winter range penalty by 28% compared to conventional PTC heaters.

The next-generation range extender developed in-house by Li Auto for the L-series models. This 1,499cc turbocharged inline-four featured the Miller cycle with late intake valve closing and a 12.5:1 compression ratio—unprecedented for a range-extending engine. The valve train used chain-driven dual overhead camshafts with 50° of continuous variable valve timing on both intake and exhaust, enabled by Li Auto's proprietary VVT-iE electric valve timing system. The combustion system employed a high-tumble port design with 350 bar direct injection and a high-energy ignition system, while the turbocharger used a ball-bearing cartridge with electronic wastegate. With thermal efficiency of 40.5% at its 3,200 RPM operating point—among the highest of any mass-production engine—it produced 154 hp while consuming just 215 g/kWh of fuel. The integrated generator was a axial-flux permanent magnet synchronous unit producing 150 kW, with the complete range extension system weighing 140 kg. The NVH engineering included a pendulum-style dual-mass flywheel, hydraulic engine mounts with active cancellation, and a comprehensive acoustic encapsulation system that reduced perceived noise to just 38 dB during operation.

The sophisticated dual-motor powertrain with range extension that powers Li Auto's flagship models. This system features a 1.5T range-extending engine coupled with front and rear electric motors producing combined 449 hp. The range extender operated as a dedicated generator, producing 113 kW of electrical power while the front permanent magnet synchronous motor delivered 130 kW and the rear induction motor produced 200 kW. The power electronics employed silicon carbide inverters operating at 16 kHz switching frequency with efficiency exceeding 98.5%. The 44.5 kWh lithium-ion battery pack used NMC 811 chemistry with peak discharge capability of 320 kW, while the battery management system featured cell-level monitoring with passive balancing. The thermal management system used a six-mode heat pump that could intelligently distribute thermal energy between the battery, cabin, and power electronics, improving winter range by 35% compared to conventional systems. With the range extender operating only within its 2,800-3,600 RPM peak efficiency band, the system achieved a CLTC range of 1,315 km while maintaining seamless electric driving characteristics.

The high-performance range extension system developed for Li Auto's sport-oriented models. This system combined a 1.5T range extender with a more powerful dual-motor setup producing combined 455 hp and 620 Nm. The range extender featured a modified version of the L2E15N with reinforced internals and optimized combustion for higher power density. The front motor was a permanent magnet synchronous unit producing 130 kW, while the rear motor was an asynchronous design capable of 200 kW peak power. The power distribution system used Li Auto's proprietary dual-processor control unit that could manage power flow between the range extender, battery, and motors with 10 ms response time. The 42.8 kWh battery pack employed advanced thermal propagation prevention technology with aerogel insulation between cells, while the DC fast charging capability allowed 10-80% charge in 30 minutes. The system enabled 0-100 km/h acceleration in 5.3 seconds while maintaining a comprehensive range of 1,100 km CLTC, demonstrating that performance and range extension were not mutually exclusive.

Li Auto's first venture into pure electric territory while maintaining their range-extension philosophy through 800V architecture. This system featured front and rear permanent magnet synchronous motors producing combined 400 kW (543 hp), with the front motor delivering 155 kW and the rear motor 245 kW. The motors used hairpin winding technology with direct oil cooling, allowing sustained high-power output. The power electronics employed silicon carbide MOSFETs operating at 800 volts with efficiency exceeding 98.7%. The 102.7 kWh Qilin battery pack used CATL's latest cell-to-pack technology with energy density of 200 Wh/kg, while the battery management system featured cell-level thermal management with liquid cooling plates. The 800V architecture enabled DC fast charging at up to 520 kW, allowing 10-80% charge in just 11.5 minutes—adding 500 km of range in 10 minutes. The thermal management system used a heat pump with 13 operating modes that could intelligently manage waste heat distribution, while the comprehensive aerodynamics (Cd 0.215) contributed to the vehicle's 710 km CLTC range.

The experimental larger-displacement range extender developed for future Li Auto models requiring higher electrical output. This 1,997cc turbocharged inline-four featured the Miller cycle with 13.0:1 compression ratio and cooled external EGR for optimal thermal efficiency. The valve train used gear-driven dual overhead camshafts with 60° of continuous variable valve timing on both intake and exhaust, enabled by Li Auto's second-generation electric valve timing system. The combustion system employed a pre-chamber ignition system with dual injection (direct and port) for ultra-lean combustion capability. With thermal efficiency of 42.0% at its 3,000 RPM operating point, it produced 204 hp while consuming just 205 g/kWh of fuel. The integrated generator was a synchronous reluctance-assisted permanent magnet design producing 180 kW, with the complete system designed for vehicles requiring higher continuous power output for towing or extreme climate operation. Though not yet in production, this engine demonstrated Li Auto's continued commitment to pushing the boundaries of range-extender efficiency.

Li Auto's foray into parallel hybrid technology for future model diversification. This system combined a 1.5T Atkinson-cycle engine with a 2-speed DHT transmission and dual electric motors. The engine featured the Miller cycle with 13.5:1 compression ratio and could operate in series, parallel, or engine-direct drive modes. The valve train used Li Auto's proprietary electric variable valve timing with 70° of phasing range, while the combustion system employed high-tumble ports with 350 bar direct injection. The transmission incorporated two electric motors—one primarily for generation and one for propulsion—with a dog clutch for mode switching. With thermal efficiency of 41.5% and the ability to operate across a wide efficiency map, the system could achieve 45% reduction in fuel consumption compared to conventional powertrains while maintaining electric-like driving characteristics. The power electronics used distributed gallium nitride converters with efficiency exceeding 99% in optimal operating ranges, representing the next evolution of Li Auto's range-extension philosophy.

The hydrogen fuel cell range extension system under development for Li Auto's zero-emission future. This system used a 120 kW hydrogen fuel cell stack as the primary range extender, supplemented by a 30 kWh lithium-ion battery pack for peak power demands. The fuel cell stack employed platinum-cobalt alloy catalysts with titanium bipolar plates, achieving power density of 4.0 kW/L. The air system used an electric turbocharger with humidification control, while the hydrogen system operated at 70 MPa with titanium-lined carbon fiber tanks. The power electronics employed silicon carbide converters specifically optimized for fuel cell characteristics, with peak efficiency of 99.2%. With the fuel cell operating as a constant-power generator and the battery handling acceleration and regeneration, the system could achieve 600 km of hydrogen-electric range with 5-minute refueling capability. Though still in development, this system demonstrated Li Auto's commitment to multiple pathways for range extension beyond internal combustion.

The future range extender prototype featuring homogeneous charge compression ignition for ultimate efficiency. This 1,499cc turbocharged inline-four combined spark ignition and compression ignition technologies, allowing seamless transition between conventional SI operation at high loads and HCCI operation at light loads. The valve train used fully variable valve actuation with pneumatic springs and electromagnetic actuators, eliminating traditional camshafts entirely. The combustion system employed a combination of direct injection (500 bar) and port injection, with the ability to vary compression ratio between 8:1 and 16:1 via a multi-link piston system. With thermal efficiency of 45.0% at its optimal operating point and the ability to operate HCCI across 80% of its operating range, it demonstrated the potential for range extenders to achieve diesel-like efficiency with gasoline fuel. The integrated generator used a high-speed permanent magnet design operating at 20,000 RPM, while the power electronics employed silicon carbide MOSFETs with integrated gate drivers. This prototype represented the theoretical maximum efficiency achievable with internal combustion-based range extension.

The compact range extension system developed for Li Auto's future city-oriented models. This system featured a 1.0L turbocharged inline-three specifically optimized for urban driving patterns with frequent start-stop operation. The engine used an aluminum block with composite cylinder liners and focused on rapid catalyst light-off and minimal cold-start emissions. The valve train used simplified variable valve timing with 30° of phasing range, while the combustion system employed a high-squish piston design for optimal combustion stability during frequent start-stop cycles. With thermal efficiency of 37.5% and optimized for operation between 2,000-4,500 RPM, it produced 100 hp while maintaining exceptional NVH characteristics despite its compact dimensions. The integrated generator was a switched reluctance design that eliminated rare-earth magnets, while the power electronics used conventional silicon IGBTs for cost optimization. This system demonstrated Li Auto's ability to scale their range-extension technology across different vehicle segments and price points.

The sophisticated thermal management architecture that enables Li Auto's range extension efficiency. This system used six independent coolant circuits with intelligent flow control valves that could dynamically route coolant between the range extender, battery pack, power electronics, cabin HVAC, and charging system. The heart of the system was a heat pump that could operate in 13 different modes, including waste heat recovery from the range extender, battery preconditioning using grid power, and simultaneous cooling of multiple components. The system employed phase-change materials in key areas for thermal buffering, while the control algorithm used predictive route data and weather forecasts to optimize thermal preparation. During winter operation, the system could capture up to 4 kW of waste heat from the range extender, reducing the range penalty of cabin heating by up to 40% compared to conventional PTC heaters. This comprehensive approach to thermal management was a key enabler of Li Auto's consistent real-world range performance across diverse climate conditions.

The advanced BMS technology that maximizes battery life and performance in Li Auto's EREV systems. This system featured cell-level monitoring with distributed monitoring units that communicated via CAN FD with 2 Mbps bandwidth. Each monitoring unit measured voltage with ±1 mV accuracy and temperature at three points per cell, with the ability to detect internal short circuits up to 60 minutes before thermal runaway. The thermal management used dual-sided cooling plates with variable flow rates that could maintain cell temperature within ±1.5°C of optimal. The state-of-charge estimation used a dual-Kalman filter approach with coulomb counting and open-circuit voltage correlation, achieving ±3% accuracy across the battery's lifespan. The system employed active balancing with 2 A balance current that could correct cell imbalance during both charging and discharging. This sophisticated BMS was crucial for maintaining battery health despite the frequent shallow cycling typical of range-extended electric vehicle operation.

The core of Li Auto's drivetrain is a simple yet highly effective single-speed reduction gearbox attached to the electric drive motor(s). There are no gears to shift; power from the electric motor is delivered directly to the wheels through a fixed gear ratio that optimizes the motor's RPM range for vehicle speed. This setup provides instantaneous, seamless, and continuous acceleration from 0 to top speed with no shift interruptions, a hallmark of electric vehicles. The lack of a multi-speed transmission reduces weight, mechanical complexity, and power loss. The gearbox is sealed and requires minimal maintenance. The driving experience is defined by smooth, silent, and relentless electric power, with the gasoline engine (a 1.5L or 1.2L turbocharged four-cylinder) operating independently as an onboard generator to recharge the battery pack, not to drive the wheels.

An evolution of Li Auto's EREV system featuring two electric motors—one on each axle—to provide all-wheel drive. The front axle typically uses a high-efficiency permanent magnet synchronous motor, while the rear axle uses a more powerful one. Each motor has its own single-speed reduction gearbox. This setup allows for intelligent and fully variable torque distribution between the front and rear axles, improving traction, stability, and handling. The powertrain control unit can send 100% of power to either axle depending on driving conditions. This system provides the safety and capability of all-wheel drive while maintaining the simple, efficient, and seamless driving characteristics of a pure electric vehicle. The gasoline range-extender engine's only job remains generating electricity to keep the battery charged.

This is the branded name for Li Auto's proprietary extended-range electric vehicle (EREV) management system. While not a physical transmission, this platform acts as the electronic 'brain' that orchestrates the entire powertrain, replacing the role of a traditional transmission control module. It seamlessly manages the power flow between the gasoline generator, the high-voltage battery pack, and the electric motor(s). It features multiple drive modes (e.g., Pure Electric Priority, Hybrid Mode, Range Extension Mode) that strategically decide when to activate the generator based on battery charge, navigation data, and driver demand. This system represents the transmission of power and energy strategy, providing a seamless, range-anxiety-free driving experience that leverages electric drive for 80-90% of typical urban use while having the flexibility of a gasoline engine for long journeys.

A new, more advanced powertrain system announced for future Li Auto models. While details are still emerging, this DHT is expected to be a multi-mode hybrid system that may allow for the gasoline engine to directly drive the wheels under certain high-efficiency cruising conditions, in addition to its role as a generator. This would mark a shift from a pure series-hybrid to a more complex series-parallel system, potentially improving highway fuel efficiency. It is anticipated to integrate one or more electric motors with a multi-speed gearset (likely 2 or 3 speeds) to optimize engine and motor performance across a wider range of speeds. This represents the next step in the evolution of Li Auto's EREV technology, aiming to close the efficiency gap with plug-in hybrids during high-speed, long-distance travel.