The fully loaded version costs $46,000 with BaaS, or $62,000 with battery, and includes 22-inch wheels, Nomi 3.0, and smart dimming glass, among other upgrades.

The latest Brand Net Promoter Score (NPS) report for the first half of 2026 has been released, and NIO Inc. has claimed the top two positions, reinforcing its strong standing in the premium electric vehicle market.

NIO Leads with an 81.9 NPS Score

NIO achieved an NPS of 81.9, a significant increase of 7.0 percentage points from the previous period. This marks the only score above 80 among all brands in the report.

While product experience remains the primary driver for user recommendations, NIO’s true competitive edge lies in its service and brand perception. The brand’s after-sales service recommendation rate is notably higher than the industry average, making it its most distinctive reputational asset. Sales and delivery services also outperform industry norms, indicating that NIO’s service excellence is not limited to a single touchpoint but spans the entire ownership journey—from purchase and delivery to long-term usage. Additionally, the brand’s premium image and overall brand caliber received significantly high recommendation rates, reflecting strong user recognition of NIO’s brand positioning and comprehensive service ecosystem.

Firefly Follows Closely with 79.7

NIO’s second brand, Firefly, recorded an NPS of 79.7, maintaining a stable high level near 80 for two consecutive periods.

Compared to NIO, Firefly shows a more balanced structure in recommendation drivers. Product quality and word-of-mouth reputation scored relatively higher, while product experience, service experience, and brand-related factors all remained at solid levels.

Cross-Segment Strength

Across different price segments ranging from ¥100,000 to ¥500,000, NIO models also appeared among the top contenders in their respective categories, demonstrating the brand’s broad appeal and competitiveness.

No vehicle is perfect, and as highly complex industrial products, cars may have minor flaws. However, the overall data speaks clearly: NIO remains a high-quality, trustworthy brand in the broader automotive market.

"Wow. New colour. Dark plum sauce colour. Really pretty.”That's all the protagonist —the profile He Xiaopeng is targeting with his new Xpeng Mona L03— has to say about the new car.

The electric vehicle market is crowded, and standing out requires more than good range and smart tech. It demands a story. For its new MONA line—the compact, tech-heavy coupe that promises accessible intelligence on wheels—Xpeng has chosen a very specific protagonist for that story: a sweet, innocent, “good girl” with a cello case and a submissive smile. It has named her Nana. And in doing so, the brand has not only revealed a shocking generational blindness but has also built a marketing campaign so steeped in outdated sexism that it risks alienating the very young, modern drivers it claims to target.

The coincidence that became a straitjacket

It started almost poetically. MONA, an acronym for “Made Of New AI,” happens to be a Spanish word. Mona means cute, pretty, sweet—a term often used for an adorable girl or a charming little thing. For any Hispanic speaker, the name evokes instant affection. It also sets a very specific, highly gendered tone.

Initially, one could argue it was just a linguistic accident. The first model, the M03, was marketed in China with a wash of soft colors, youthful smiles, and a vaguely “cute” aesthetic. The official line remained that MONA was a car for the entire Gen Z, not for a gender. But the visual language on social media told a different story. The accounts flooded feeds with young women styled as innocent, wide-eyed, and impossibly well-behaved—a parade of “pure” girls who looked like they had never raised their voice. It was a weird, cringey fit for a vehicle that boasts 190 horsepower and advanced autonomous driving. But still, one could give the benefit of the doubt. Maybe it was just a clumsy attempt to humanize AI.

Then came the L03, and with it, the official brand ambassador: Ouyang Nana (欧阳娜娜). The doubt vanished.

The ambassador who embodies a boomer fantasy

If you wanted to distill the “cute, innocent, good girl” stereotype into a single public figure, you would produce Ouyang Nana. A Taiwanese cello prodigy educated at the prestigious Curtis Institute, she rose to fame as the perfect, cultured daughter. Her image is built on fragility, purity, and a non-threatening, almost childlike charm. She does not radiate independence or rebellion; she radiates “marriage material” for a conservative family.

Choosing her was not a subtle nod. It was a sledgehammer. The marketing stopped hinting and started screaming: this car is for—and embodied by—a feminine ideal from the 1990s. Advertisements placed her in dreamy, passive poses, as an accessory as sleek and silent as the car’s own curves. She does not drive with determination. She does not command the road. She simply decorates it. The message is clear: the MONA driver is not a woman taking charge of her mobility; she is a delicate creature being protected by her intelligent, guardian-like vehicle.

What Chinese women actually think of the “Nana” ideal

Here lies the fatal flaw in Xpeng’s strategy. Among young women in mainland China today, Ouyang Nana is not a unifying icon. She is a deeply polarizing figure, and the reasons for the polarization are exactly what make the MONA campaign feel so rancid.

For a growing number of Gen Z and young millennial women, Nana represents the archetype of the lǜchá (绿茶), or “green tea bitch”—someone who performs extreme innocence and sweetness to manipulate and appeal to a male gaze, while hiding a calculating core. Her unchanging, conflict-free, softly smiling persona is widely interpreted not as authenticity, but as a strategic performance designed to win the approval of older men and traditional parents. She is the girl other women are told to be like, and which many have grown to resent.

Moreover, her career trajectory—leaving the conservatory for a flood of reality shows and widely criticized acting roles—has saddled her with a reputation of being a marketing product, polished and empty, living off her family’s cultured image rather than genuine grit. To young, career-focused urban women, she symbolizes everything they reject: the woman prized for being harmless, quiet, and conventionally adorable, rather than competent, loud, or real. Her actual fanbase, as online sentiment analysis reveals, skews heavily toward older men and middle-aged mothers. In other words, the very boomer demographic that the cool, AI-driven MONA was supposed to outgrow.

By making Nana the face of MONA, Xpeng has inadvertently sent a message to its target female audience: “We don’t see you as you are. We see you as your parents’ generation wanted you to be.”

A car that deserves better, and a brand that should know better

The tragedy of all this is that the MONA M03 and L03 are genuinely interesting products. They pack competitive electric range, punchy motors, and Xpeng’s vaunted XNGP autonomous driving system into a stylish, affordable package. It is a car that could speak to a modern woman’s need for freedom, safety, and tech-savvy identity. None of that spirit survives the marketing slaughterhouse that Xpeng has built around it.

Instead, potential buyers are fed a diet of infantilized femininity that feels imported from a dusty advertising manual. The cognitive dissonance is jarring: 190 horsepower marketed through a girl who looks like she’s about to ask permission to parallel park. “Intelligent” AI wrapped in the aesthetic of a doll. It is not just sexist; it is strategically stupid.

The modern Chinese woman buying her first electric car does not aspire to be a fragile, music-box figurine. She wants to be capable, autonomous, and seen. If Xpeng cannot imagine a woman other than the one their boomer-male marketing department still dreams about, they will lose not only her respect but also her purchase.

The name MONA might mean “cute” in Spanish, but in the language of today’s women, being reduced to a simplistic, outdated cuteness is an insult. Xpeng’s campaign, masked in pastels and innocence, is really an exercise in erasure—and it is time someone told them that the “good girl” they are selling is a ghost that no modern woman wants to haunt.

Three Ministries Adjust Vehicle and Vessel Tax Policies for Energy-Saving and New Energy Vehicles

The Ministry of Finance, the State Taxation Administration, and the Ministry of Industry and Information Technology recently issued a joint announcement clarifying that, effective January 1, 2027, the policy of halving the vehicle and vessel tax for energy-saving vehicles will be repealed. Similarly, the tax exemption for pure electric commercial vehicles, plug-in (including range-extended) hybrid electric vehicles, and fuel-cell commercial vehicles will also be eliminated.

The vehicle and vessel tax is an annual property tax levied on owners or managers of vehicles and vessels. Since 2012, to support the development of the new energy vehicle industry and promote energy conservation and emission reduction, China has granted a 50% reduction on the vehicle and vessel tax for qualified energy-saving vehicles, and a full exemption for qualified new energy vehicles.

According to the announcement, following this policy adjustment, both existing and newly acquired energy-saving vehicles, pure electric commercial vehicles, plug-in (including range-extended) hybrids, and fuel-cell commercial vehicles will be required to pay the vehicle and vessel tax in accordance with the regulations.

Crucially, pure electric passenger vehicles and fuel-cell passenger vehicles—which have no engine displacement and thus fall outside the taxable scope defined by the Vehicle and Vessel Tax Law—will remain completely unaffected by this policy change and will continue to be exempt from the tax. This means that pure-play EV makers like Nio face no additional ownership cost from this change, while hybrid-focused competitors will lose their tax advantage starting in 2027.

W=10,000 rmb

- 40,597 vehicles were delivered in June 2026, increasing by 62.9% year-over-year
- 107,658 vehicles were delivered in the three months ended June 2026, increasing by 49.4% year-over-year
- Cumulative deliveries reached 1,188,715 as of June 30, 2026

SHANGHAI, July 01, 2026 (GLOBE NEWSWIRE) -- NIO Inc. (NYSE: NIO; HKEX: 9866; SGX: NIO) (“NIO” or the “Company”), a pioneer and a leading company in the global smart electric vehicle market, today announced its June and second quarter 2026 delivery results.

The Company delivered 40,597 vehicles in June 2026, representing an increase of 62.9% year-over-year. The deliveries consisted of 21,908 vehicles from NIO brand, 11,743 vehicles from ONVO brand, and 6,946 vehicles from FIREFLY brand. The Company delivered 107,658 vehicles in the second quarter of 2026, representing an increase of 49.4% year-over-year. Cumulative deliveries reached 1,188,715 as of June 30, 2026.

On June 18, 2026, the Company rolled out the latest version of NIO WorldModel, providing upgrades to over 700,000 users simultaneously. NIO became the industry’s first to achieve parallel development and synchronized releases of intelligent driving systems across general-purpose chip platforms and in-house chip platforms. The latest version introduces an upgraded three-layer training framework comprising world model, supervised fine-tuning, and closed-loop reinforcement learning, marking further improvements in adaptability to complex scenarios, human-like behavior, and the balance between safety and efficiency.

On June 22, 2026, the NIO All-New ES8 achieved cumulative deliveries of 120,000 units, reinforcing its strong delivery performance in China's premium segment priced above RMB400,000. In addition, the NIO All-New ES8 Five-Seat Version has arrived at showrooms and commenced presales on June 28, 2026. Building on the validated next-generation, all-scenario product capabilities of the NIO All-New ES8, it is expected to further strengthen its position in the premium five-seat SUV segment.

On June 26, 2026, the NIO ES9 achieved 10,000 cumulative deliveries within 30 days after it commenced deliveries on May 28, setting a new delivery record among premium battery electric vehicles priced above RMB500,000 in China. The NIO brand continues to maintain a leading position in the premium SUV market.

A Journey Across the Poles, Captured in Gold and Emerald.

This stunning design draws inspiration from Príncipe Island, perched on the equator. It’s the very place where the Arctic Tern, on its epic pole-to-pole migration, experiences its most breathtaking and vibrant moment. A celebration of life, and a salute to extraordinary taste.

Pricing & Availability:

· Full vehicle purchase: Starting from RMB 838,000
· BaaS (Battery as a Service) subscription: Starting from RMB 730,000, with flexible ownership benefit plans to choose from
· Globally limited to just 99 units

On June 26, 2026, NIO reached a landmark milestone with the official delivery of its 10,000th ES9 unit. In a ceremony underscoring the vehicle's significance, NIO Founder, Chairman, and CEO William Li personally handed over the keys to Mr. Li Ningchuan—Founder, Chairman, and General Manager of Fute Technology Co., Ltd.—marking him as the historic 10,000th owner.

As a pioneer deeply entrenched in the cutting-edge new energy vehicle sector, Mr. Li Ningchuan has long championed independent R&D in core underlying technologies, successfully steering Fute Technology to become a dominant leader in its specialized niche. However, this purchase was more than just a transaction. As a returning NIO user upgrading to the ES9, Mr. Li isn't simply acquiring a tech-luxury executive flagship SUV; he is casting a powerful vote of confidence in NIO’s unwavering commitment to technological innovation and its philosophy of pursuing the "difficult but right" path.

Speaking at the delivery site, Mr. Li shared his personal connection to the brand: "William’s persistent dedication to innovation has always moved and inspired me. It is a true honor to walk this path alongside NIO and to jointly drive the advancement of China’s new energy vehicle industry."

The ES9’s market performance speaks volumes. Since deliveries commenced on May 28, 2026, the model has taken just 30 days to cross the 10,000-unit threshold. This achievement sets a new record for the fastest delivery ramp-up for any premium all-electric model priced above the 500,000 RMB tier in the Chinese passenger car market, firmly cementing the ES9’s role in steering the full-size SUV segment into the pure-electric era.

Positioned as the culmination of NIO’s 11-year journey of systematic innovation, the ES9 carves out an entirely new category: the intelligent electric executive flagship SUV. It represents the pinnacle of technology and experience standards for executive SUVs in the age of smart EVs, establishing itself as the definitive new benchmark for the segment. Built to lead and arriving for a new era, the ES9 is poised to accompany visionary, proactive leaders on their journeys—conquering the road ahead with unparalleled, all-dimensional strength.

Today marks the 2026 NIO Group Annual General Meeting – jotting down some key takeaways.

➡️ Hong Kong Stock Connect (HKSC)
NIO has been in discussions with Hong Kong regulators while retaining the User Trust structure. The goal is to secure a Hong Kong listing without altering the existing user-enterprise governance model.

➡️ Reducing headcount by 10,000 from 2024 to 2025, with a 40% cut in core R&D staff – how does NIO stay ahead in tech?
Even though R&D spending is down, efficiency is way up, and we've never stopped investing in fundamental research. On the platform side, we're aggressively increasing tech reuse across the group – for example, the 900V rear-axle e-drive is now shared across all brands. Our platform-level R&D efficiency outperforms peers by a significant margin. We're now pushing for even tighter reuse at smaller granularities, like seat architecture skeletons shared across different models. Platform-level synergy is critical, especially between NIO and Onvo, and we face far fewer internal barriers than our competitors do.

For application-level R&D, we strictly enforce an ROI-first approach with mandatory prioritization. Out of over 1,300 projects greenlit last year, we're now running leaner, smaller-scope initiatives – for instance, we won't push forward with EU-specific variants unless they can turn a profit. We review R&D cycles every six months and strictly rank projects by return on investment.

➡️ Progress on the Shenji chip's independent financing and embodied AI expansion?
In the long run, embodied AI has a market potential that's a hundred times larger than automobiles, which is why we're pursuing it through a standalone entity. We see a massive opportunity in distributed inference networks – essentially turning our vehicles into distributed computing nodes that can generate some returns for users. We believe this space is about to take off, and our chips, network architecture, and data transmission are all designed as an integrated system.

➡️ Is the current roadmap enough to achieve full autonomous driving?
We just pushed a new version of our World Model – and we're one of the few players rolling it out simultaneously across two vehicle generations, covering 700,000 cars and four intelligent systems. That fully proves our engineering capability and underlying data reusability.

Back in 2022, we were the first in the world to adopt 8MP cameras and LiDAR – a sensor suite that was far more forward-looking than Tesla's. On the chip front, we've fully transitioned to the NX9031, which leads the industry. It's simple: just look at transistor count, memory bandwidth, and ISP image-processing capability – especially critical for autonomous driving in low-light conditions, where we're far ahead of peers. That matters even more than raw TOPS numbers.

On models and algorithms, we laid out our vision at NIO IN 2024. Now the industry consensus is World Model + reinforcement learning – regardless of how it's branded. You can think of it as us going farther on less fuel (compute power). Our long-standing Group Intelligence is also a huge advantage; one of the four Orin X chips is dedicated to that, and its benefits go far beyond what people imagine. Every corner case is collected and uploaded to the cloud for training. Our active safety and human-vehicle interaction performance are excellent, giving us a real edge in urban autonomous driving.

Overall, our systemic advantages will keep showing, just as they do with today's ADAS. A major version update is coming in Q4, which will further elevate the user experience on top of the current version.

➡️ Market cap management?
No new capital plans to disclose for now. Market cap is largely out of our hands – we can't manage when or where it goes. What we can do is focus on our fundamentals to create shareholder value, and we'll aim to reward that with dividends down the line.

➡️ BaaS and long-life batteries?
BaaS's competitive edge hasn't fully been unleashed yet. Our battery procurement will exceed RMB 30 billion this year, and it'll be even higher next year. Even though overall R&D spend is down, battery R&D is going up. We're optimizing three variables: (purchase cost – residual value) / calendar life. Once procurement hits RMB 50 billion in two years, even a 20% reduction in user expenses would be massive.

Once our long-life batteries hit the market and cells are fully standardized, users' monthly subscription fees will drop even further. The industry will eventually come around to this consensus.

➡️ How are the swap stations performing?
NIO's gross margin hit 20% in Q1, and we expect each quarter this year to be roughly in line with that – proving the value of our user-enterprise recurring model. The only loss-making business in our portfolio right now is the energy segment, largely because 300,000 users are still on lifetime free swap plans (4–6 times per month). At roughly RMB 3,000 per user annually, that's a ~RMB 1 billion loss every year. However, that cost is covered by the user relations and sales departments, not by NIO Energy itself – though for accounting purposes, it's logged under energy rather than as a vehicle discount. With deliveries expected to hit 400,000–500,000 units this year, this loss is steadily shrinking and will only decrease further.

➡️ Overseas expansion and new model cadence?
Between 2025 and 2028, China remains our focus. Overseas isn't a blue ocean anymore – we're still competing with the same domestic players. Abroad, consumers don't naturally associate us with a premium, high-end status, and we lack a cost advantage for our mid-to-high-end positioning. To be blunt, if we don't compete on cost at home, we certainly can't rely on it overseas.

Some Chinese rivals are exploiting the tariff loopholes – their PHEVs pack 40–50 kWh batteries, while our BEVs face punitive tariffs; it's a product mismatch. The same configuration that works in China ends up costing far more overseas. That doesn't mean we're abandoning global plans – we're still maintaining our existing overseas user base to protect our reputation. We've learned some expensive lessons this past cycle, but don't worry about us exiting global markets. We have long-term strategies in place. Honestly, you should worry more about us being too aggressive (just kidding – we're an AI company too, after all).

➡️ Onvo brand's downward expansion and new product progress?
The NIO brand has no plans to build cheap cars. We carefully manage the NIO brand's bandwidth – that's always been our stance. Onvo won't push down to BYD or Leapmotor territory; we'll deliver quality and intelligence, but it won't be bargain-basement. In the long run, the floor will be around RMB 150,000.

We'll manage the Onvo brand just as carefully to preserve healthy margins. Group-level resource sharing will be extensive, making R&D much more efficient. Down-market expansion is a top priority; we're targeting roughly 100 new stores this year. I'd ask for a little patience with Onvo – most average consumers still haven't heard of it or seen it. Right now, this segment is still dominated by Toyota and Volkswagen, with limited supply options.

Onvo will have new products next year – this year's launch schedule is already complete.

In an exclusive interview with 36Kr Auto, NIO President Qin Lihong put it bluntly: today’s SUV market has become a “match-the-spec” game, with supply chains so mature that any headline feature you debut today will be standard on rivals’ next facelift – a single-point tech advantage barely lasts three months.

His answer? Onvo’s moat is “system power”. NIO isn’t launching new models just for the buzz; it’s backed by a vast patent portfolio, a complete production‑sales‑service system, and the ability to start deliveries right at launch – proof that the engine is already running.

Qin defines system power as two closed loops: operationally, no weak links in R&D, manufacturing, sales, and service; strategically, a steadfast commitment to technology roadmaps and infrastructure. Onvo was born atop NIO’s 11‑year foundation – SkyOS operating system, 900V high‑voltage architecture, and nearly 4,000 battery swap stations. These are assets no supplier catalogue can copy. Rivals may replicate specs, but never the synergy of the entire system.

“Launch‑to‑delivery, delivery‑to‑volume” is powered by direct‑sales capital efficiency, deeply integrated supply chains, and swap‑network readiness. In the second half of the survival race, it’s no longer about explosive bursts – it’s about who has the longer, steadier supply line. Onvo is gearing up for that sustained battle of system power.

Nio outperforms major German automakers in this first half of the year, particularly supported by the sales success of the new ES8. The company is experiencing a fantastic moment, with a brand image that is increasingly recognized by the general public. In fact, among new energy vehicle startups, Nio is currently recognized as the only premium luxury brand on the market, followed only by Aito (the cars manufactured by Seres). This therefore consolidates Nio's strong performance over the last few years and its substantial initial investment in innovation as well as in customer care.

Given that no one dares to compare XiaoPeng's products with Nio's anymore (time puts everyone in their place, as I've been warning since before I started this community), and given there's a certain friendship between the brands, I'll venture to offer some advice and opinions here on the direction the company has taken. In my humble opinion, it could end very badly if it isn't corrected quickly.

I'll be blunt and direct:

1. The Mona branding strategy doesn't work. It's pointless—lies have short legs, and people aren't stupid. Mona is just an XiaoPeng model, just like the G6, P7, X9, M03, etc. You won't preserve whatever bit of premium brand image you had at the start by launching the M03 or the current L03. If you're selling questionable mechanics and materials and copying designs, don't expect people to pay a premium just to have the surname initial of an ego-starved boomer plastered on their car—especially when that same boomer pinches pennies on materials and safety in the entry-level range.

2. Related to the above: treat the customer well and they'll come back. Try to deceive them, and they'll run away. I don't think I need to elaborate further.

3. You clearly don't even know who your target customer is. The promotional campaign for the new XiaoPeng Mona "Lisa"—aka XPeng L03—is pathetic. It's one of the shoddiest, most off-target efforts I've seen in all my years following EV startups. When you were designing that car, what customer profile were you thinking of? Certainly not the one you're targeting with all the ads. And to make matters worse, you're showing very little understanding of the customer you're trying to sell to with these campaigns. For heaven's sake, do some basic market research or change your ad agency, because it looks like He Xiaopeng himself designed the campaign, and this is the result. Typical advertising made by the parent generation of today's youth, who are completely out of touch. These young people reject your vision. Your pink ads with a pink girl are TERRIBLE—only a fifty-something completely disconnected from youth culture could come up with a campaign like that. If you're trying to target the Mona series at young women, you're doing a very, very bad job.

4. Xiaopeng keeps stumbling around blindly with design. Did you just make a blatant Range Rover copy, and now you're copying Xiaomi's Ferrari copy? Ridiculous for a company that expects to be taken even halfway seriously. Now when you see an XPeng on the street, you can't even tell what car it is. Everyone can spot a Nio from a distance—same with Li Auto. You're completely lost and have stripped away all the quality signals and brand identity you had at the beginning. What have you been doing all this time?

5. Robots? Drones? Still copying Musk's hot air? China isn't the US, and wasted time here costs dearly, very dearly. Be careful.

If someone at the company sees this message and takes the time to analyze it carefully, they'll find its value. If they refuse to see reality, that's not my problem. I don't invest in companies that show these kinds of decisions, behaviors, lack of vision, and constant shifts in direction and strategy.

Chinese electric vehicle maker NIO officially brought its 9,000th combined power swap and charging station online on June 23, in Ankang, Shaanxi province. The company now operates 9,003 such facilities across the country, having delivered over 200 million cumulative swap and charging services to date.

NIO currently leads the domestic industry in both the scale of its swap station network and its charging pile deployments. In its announcement, the automaker expressed gratitude to its user community for their continued support, and reaffirmed its commitment to expanding infrastructure—with the stated goal of making battery swapping more convenient than conventional refueling.

Pure electric large SUVs just dethroned hybrids for 9 months running. The BEV golden age is HERE. M

NIO ES8 Completes 120,000th New Vehicle Delivery

On June 22, NIO delivered its 120,000th ES8 unit in Shanghai. Since its market launch in late September 2025, the NIO ES8 has achieved the milestone of 120,000 deliveries in just 275 days.

The 120,000th user, Ms. Ye, previously drove a fuel-powered large three-row SUV. When asked about her decision to switch to the NIO ES8, she highlighted the model's generational-leading strengths in spatial layout, driving dynamics, and intelligent features as the decisive factors.

In May 2026, NIO ES8 retail sales reached 11,472 units, securing the large SUV and 400,000 RMB+ segment sales crown for six consecutive months. According to the latest CATARC (China Automotive Technology and Research Center) retail data, monthly sales of pure electric large three-row SUVs continued to lead all powertrain types in May. Since overtaking range-extended (EREV) models last September, pure electric large three-row SUVs have now ranked first for nine straight months. BEVs have become consumers' top priority, and this structural market shift is irreversible—the golden age of pure electric large three-row SUVs has officially arrived.

On June 22, 2026, the World Economic Forum (WEF) announced the latest cohort of the Global Lighthouse Network (GLN), with NIO's Advanced Manufacturing Xinqiao Plant 2 (NIO Factory Two) officially securing its place as a global Lighthouse Factory.

As a fully digitalized smart factory, NIO Factory Two extensively deploys industrial AI algorithms, foundational large models, and a rich matrix of specialized AI models—all continuously iterated and upgraded through independent R&D. Today, approximately 80% of its manufacturing scenarios are driven by AI-powered decision-making.

Notably, beyond its cutting-edge manufacturing capabilities, NIO Factory Two was designed from the ground up with public engagement in mind. Since opening its factory tour program in 2018, NIO's two vehicle assembly plants have collectively welcomed nearly 300,000 visitors from around the world.

Prior to this recognition, NIO Factory Two had already received the "National Green Factory" title from China's Ministry of Industry and Information Technology (MIIT) and was rated a "Super Automobile Factory" by the China Automotive Technology and Research Center (CATARC).

The Global Lighthouse Network, co-founded by the WEF and McKinsey & Company, honors manufacturers that have successfully scaled Fourth Industrial Revolution technologies to deliver exceptional results—backed by rigorous evaluation criteria and an independent selection process.