THE ArcFox Alpha-T wants to attack the segment of the medium electric premium SUV, which promises to quickly become very competitive, but that doesn't mean that BAIC has backed down — at least for the moment — in its intention to enter Europe (announced in 2020) and fight fierce competitors like the BMW iX3, Audi e-tron or the future all-electric Porsche Macan.
The Alpha-T is 4.76 m long and starts to look like a serious proposition when we look at its exterior lines (where we recognize some influence from one or another Porsche and from one or another SEAT), far from some laughable propositions. that some Chinese manufacturers revealed in the not-so-distant past.
It is natural that we are less surprised at this stylistic maturity if we know that BAIC has hired the talent of the “semi-retired” Walter De Silva, who began by co-authoring the ArcFox GT sports car and who soon afterwards helped to create the features of this Alpha-T .
The good foreshadowing left by the exterior is confirmed inside the car, both by the generous interior space, allowed by the wide 2.90 m wheelbase, and by the nature of an all-electric vehicle, as well as by the quality of the materials. The luggage compartment has a volume of 464 litres, which can be increased by folding the rear seat backs.
The impact of Alpha-T on its world premiere, under the spotlight at the weakened Beijing Motor Show at the end of last year, was only not more positive and did not make as much global impact because of the pandemic that reduced the event to the dimension of a fair in regional automobiles.
Quality above expectations
There are leather, Alcantara and high quality plastics that leave the final impression of perceived quality leveled with that of some prestigious European rivals, which is something totally unexpected.
There are some hard-touch plastics at the bottom of the dashboard and also in a narrow element of the door panels, but they are visually well “resolved”, in addition to the possibility of not remaining in the final units for the demanding European customer.
Seats, controls and three large screens — the biggest of which is the horizontal infotainment center that extends all the way to the front passenger — make a strong premium impression. The different functions can be easily activated by touch or gestures, there are elements that can be sent to the front passenger and the configuration of the screens can be customized.
In the Chinese version we've guided here — on the Magna Steyr test track in Graz, Austria, and under massive secrecy — the outer area in front of and behind the Alpha-T can be imaged while driving. The climate control is controlled through the lower screen, very similar to that of the Audi e-tron, both in form and in function.
Unlike the German models with which, aspirationally, the Alpha-T wants to compete, here there are no gasoline or diesel engines, only electric propulsion.
Developed in Europe
Vehicle development was centered on Magna Steyr in Austria (not led by BAIC in China) which is working on different versions with front-wheel drive, 4×4 drive (with an electric motor on top of each axle) as well as different battery sizes, power and autonomy.
The top version, entrusted to us for this brief experience behind the wheel, has four-wheel drive and a maximum output of 320 kW, the same as 435 hp (160 kW + 160 kW for each of the electric motors) and 720 Nm (360 Nm + 360 Nm), but it can be done for a limited time (peak yield). The continuous output is 140 kW or 190 hp and 280 Nm.
The Alpha-T manages to complete the sprint from 0 to 100 km/h in just 4.6s, then proceeding to a top speed limited to 180 km/h, which is reasonable (and normal) for a 100% electric vehicle.
In this case, the lithium-ion battery has a capacity of 99.2 kWh and its advertised average consumption of 17.4 kWh/100 km means that it can reach 600 km of maximum autonomy (to be confirmed by the WLTP regulation), higher to that of its rivals. But when it comes to recharges, ArcFox doesn't do that well: with a maximum charge capacity of 100 kW, the Alpha-T will require about an hour to “fill” the battery from 30% to 80%, in which it will clearly be surpassed by its potential German rivals.
Behavior with margin of progress
It's time to start rolling, realizing immediately that this version we have in our hands was developed for the Chinese market. That's why the chassis – with MacPherson layout on the front suspension and multi-arm independent rear axle – gives total priority to comfort, which is noticeable even with the hefty weight of the battery.
The setting for a possible future European version should be “drier” to favor more stability, not least because the shock absorbers are not adaptive, which means that whatever driving mode is chosen (Eco, Comfort or Sport) there is no response variation. Something similar happens with the steering, too uncommunicative and too light, especially at higher speeds.
The performances are of a better level, even considering that we are driving a 2.3 t SUV, which is due to the two electric motors. If it weren't for the pronounced transverse and longitudinal movements of the bodywork, the balanced distribution of the masses and the generous 245/45 tires (on 20-inch wheels) would have had better results.
After all, will ArcFox Alpha-T have any chance of making it into the demanding European market?
In terms of design and technical attributes (battery, power) there is no doubt that it has some interesting assets, even though it is not the best in any of them.
Before that, all the marketing work has to be done to remove the ArcFox brand and the BAIC group from being ignored in our continent, perhaps with the support of Magna, which enjoys some notoriety in Europe.
Otherwise it will be another Chinese SUV with delayed ambitions of success, although the promised competitive price may cause some waves, this if it is confirmed that this top and richly equipped version will cost less than 60 000 euros.
Discover your next car
A real bargain next to the electric SUVs of the powerful German brands, but positioned closer to other proposals like the Ford Mustang Mach-E.
Datasheet
| ArcFox Alpha-T | |
|---|---|
| Motor | |
| Engines | 2 (one on the front axle and one on the rear axle) |
| power | Continuous: 140 kW (190 hp); Peak: 320 kW (435 hp) (160 kW per engine) |
| Binary | Continuous: 280 Nm; Peak: 720 Nm (360 Nm per engine) |
| Streaming | |
| Traction | integral |
| Gear box | Reduction box of a relationship |
| Drums | |
| Type | lithium ions |
| Capacity | 99.2 kW |
| Loading | |
| Maximum power in direct current (DC) | 100 kW |
| Maximum power in alternating current (AC) | N.D. |
| loading times | |
| 30-80% 100 kW (DC) | 36 min |
| Chassis | |
| Suspension | FR: Independent MacPherson; TR: Multiarm Independent |
| brakes | N.D. |
| Direction | N.D. |
| turning diameter | N.D. |
| Dimensions and Capabilities | |
| Comp. x Width x Alt. | 4.77 m x 1.94 m x 1.68 m |
| Length between the axis | 2.90 m |
| suitcase capacity | 464 liters |
| Tires | 195/55 R16 |
| Weight | 2345 kg |
| Provisions and consumption | |
| Maximum speed | 180 km/h |
| 0-100 km/h | 4.6s |
| Combined consumption | 17.4 kWh/100 km |
| Autonomy | 600 km (estimated) |
| Price | Less than 60 thousand euros (estimated) |
Authors: Joaquim Oliveira/Press-Inform