AISTALAND GT7 is GAC and Huawei’s first shot at the electric GT class

The AISTALAND GT7 entered the Chinese market on June 26, 2026, in five variants. Standard costs 209,900 yuan, Ultra 239,900, Ultra Long Range 269,900, Ultra Tri-Motor AWD 299,900 and Ultra+ Tri-Motor AWD 329,900 yuan. Those are well-equipped midsize-SUV prices, but the GT7 offers the rarer shape of a large electric shooting brake.

It also represents the first result of deep cooperation between GAC and Huawei. Rather than purchasing isolated components, the partners worked across electronic architecture, chassis tuning, driver assistance and the digital cabin. The car must prove that a new brand can deliver integration, not merely a long specification list.

The range structure is rational. Standard already includes 800-volt hardware and air suspension; Ultra adds the fuller assistance stack; Long Range brings the larger battery and 6C charging; the two top versions transform performance with three motors.

The GT7 is 5,050 mm long, 1,980 mm wide and only 1,470 mm tall on a 3,000 mm wheelbase. Its proportions resemble a stretched grand tourer rather than a crossover, with a long aluminum hood, low roof, frameless doors and broad rear shoulders. The base car has a quoted 0.232 drag coefficient.

Fourteen aerodynamic measures include an active grille and functional air channels. The rear light sculpture uses 526 sources and an aluminum reflector. Optional HUAWEI XPIXEL lamps control 2.6 million pixels and can create a color projection up to 120 inches.

Seven body colors and 19-, 20- or 21-inch wheels are available. Upper trims use staggered Pirelli P Zero tires, 255 mm wide at the front and 275 mm at the rear. Continental four-piston fixed front calipers are standard on all five versions.

The cabin centers on a 15.6-inch HarmonySpace display, physical controls for frequent functions and a HUAWEI SOUND interactive module. Both front chairs offer a 125-degree zero-gravity mode, 16-way power adjustment, four-way leg rests and ten-point massage. The 21-speaker audio system uses a 7.1.4 layout.

A 2.2-square-meter panoramic roof provides nine zones of PDLC dimming. There are two 50-watt wireless chargers, 256-color lighting and four interior themes. More importantly, the low body has not erased utility: rear cargo volume is 647 liters including a 76-liter well, expanding to 1,606 liters.

Rear-drive versions add a 215-liter frunk, enough for two 22-inch cases and two backpacks. Tri-motor cars retain 122 liters because the front motor occupies part of the space. The company counts 37 storage locations across the cabin.

Standard and Ultra use an 86 kWh CATL Shenxing LFP battery. Both drive the rear wheels with 250 kW and 430 Nm, reach 100 km/h in 5.9 seconds and claim 770 km CLTC. A 10-80 percent DC charge takes 20 minutes.

Ultra Long Range switches to a 102.8 kWh CATL Qilin NCM pack with 6C charging. Output remains 250 kW, acceleration takes 5.8 seconds and range rises to 900 km CLTC. The 10-80 percent charging claim drops to 11.8 minutes.

Tri-motor models combine a 165 kW front motor with two 200 kW rear units for 565 kW and 915 Nm. They reach 100 km/h in 2.98 seconds. CLTC remains a laboratory cycle, so speed, temperature, wheel choice and climate control will reduce real-world range.

Every GT7 uses double-wishbone front suspension, an H-arm multi-link rear layout, closed dual-chamber air springs and continuously variable dampers. Huawei XMC coordinates traction, brakes and suspension. Tri-motor cars add torque vectoring, a pivot-turn function and controlled drift; turning radius falls from 5.8 to 5.45 meters.

Standard uses ADS 5 Pro and 27 sensors. Ultra versions carry 36 sensors, including a front dual-path lidar and rear solid-state lidar, plus redundancy for computing, power, communications, positioning, steering and braking. That is hardware preparation for higher automation, not permission to stop supervising.

AISTALAND explicitly says the consumer ADS remains driver assistance and cannot replace the driver. Guangzhou’s L3 road-test permit applies to a specific test vehicle and defined scenarios. On public roads, the human driver remains responsible and must be ready to intervene.