I took the wheel of the NIO Firefly, the little firefly for the city.

Nio Firefly in Huizhou, CHina. Credit: Nicolas Declunder

NIO: The electric empire expanding toward urban markets

After conquering the premium segment with its ET7 and ET9 sedans, then democratizing the family market with the ONVO L90, NIO is now targeting the city with Firefly, its third brand. We had introduced this car during the Shanghai Auto Show, and here’s now our road test in China. To introduce the Firefly concept, you need to understand that NIO considers itself a direct competitor to BMW or Volvo, not as a mass-market manufacturer like Peugeot or Toyota. We can then understand that Firefly positions itself against the Mini Cooper and Smart #1. However, this market isn’t easy to conquer, particularly in Europe where these local brands have benefited from public trust and loyalty for over a century, notably through their connections with BMW (Mini) and Mercedes (Smart).

Thus, NIO embarked on designing a car brand specifically intended for European markets: Firefly. This mononymous brand was launched under the impetus of Kris Tomasson, also vice president of design at NIO, who was one of the main architects of NIO’s project to go beyond cars and battery swapping to become a full-fledged lifestyle brand.

NIO built its success on a unique proposition: 3-minute battery swapping, which we explained in our recent test of the ONVO L90. This infrastructure becomes the common DNA of the group’s three brands. Firefly therefore inherits this disruptive technology but adapts it to the constraints of an accessible city car. Well, this still needs to be implemented as we’ll see later in this article.

Design: when the firefly illuminates urban mobility

At 4,003 meters long, 1,781 meters wide, and 1,557 meters high, the Firefly positions itself directly against segment references: Mini Cooper SE, Smart #1, and Fiat 500e. Its 2,615-meter wheelbase optimizes habitability in a compact format. The design breaks with traditional NIO codes: gone is premium elegance, replaced by a young and offbeat aesthetic. Available colors are white, gray, pastel blue, and pastel yellow.

The front “bug eyes” optics and dynamic light signature create a unique personality, reinforced by a modern hatchback silhouette with taut lines. This bold approach clearly targets an urban clientele sensitive to originality. Personally, I love its look.

Powered by a 42.1 kilowatt-hour battery (gross), it offers a 330-kilometer WLTP range, costs only about 14,500 euros in China, and is equipped with intelligent and innovative software features. Since it’s rear-wheel drive, we also keep some driving fun.

Onboard technologies: premium in compact format

The infotainment screen is much more than a simple aesthetic gadget. The Firefly test car I had access to had already been translated into English, which allowed me to discover all the system’s features without needing a translator. It’s one of the best interfaces I’ve ever used.

Menu control is also done by finger swipes for volume or climate control.

The touch interface may not please everyone, but most drivers wouldn’t need CarPlay if the underlying system was powerful enough that they didn’t need to take out their phone. I think this one is capable of that, as its design is very consistent, harmonious with the car’s interior and exterior aesthetics, without being too complicated to use.

However, in the quest to reduce prices, physical controls disappear in favor of a software interface, and on the Firefly, headlight control is now done through the screen. I don’t like this and I believe global standards should be updated to require physical controls for safety functions: headlights, turn signals, hazard lights, etc.

Platform and powertrain: agility and efficiency above all

Technically, the Firefly adopts a rear-wheel-drive architecture with a 105 kW (141 horsepower) rear electric motor developing 200 Nm of torque. This configuration prioritizes efficiency and habitability (flat floor) rather than pure performance.

The 42.1 kWh LFP (lithium-iron-phosphate) battery promises 420 km CLTC (about 330 km WLTP), which is above-average range for the segment. This less expensive but more durable chemistry also adapts perfectly to urban use, with daily charging cycles less stressful than long-distance driving. This car will certainly be charged at home or in the workplace parking lot.

Battery swapping: the urban revolution… starting in 2026

A competitive advantage of the Firefly is its ability to change batteries. Like NIO and ONVO products, its 42.1 kWh battery should be replaceable in 3 minutes. But this doesn’t quite work yet: the Firefly battery’s shape and standard are different from those of NIO and ONVO vehicles. NIO plans to modernize a number of stations (and build new ones) to accommodate the Firefly battery, starting in late 2025 in China.

The BaaS (Battery as a Service) program hasn’t even been announced yet for the Firefly in Europe. This could nevertheless be an asset against segment competition, particularly for users without private parking or professionals (ride-hailing, deliveries, etc.).

Comfort and habitability: use reserved for short trips

We touch here on an area where the Firefly shines less. Habitability is reduced to the strict minimum with front seats that shouldn’t be able to accommodate users over 1.90 meters tall. Headroom is excellent but legroom is reduced, especially in the rear seats.

No central armrest in the back either, no pronounced lumbar support — you’ll have to reserve use for short trips or risk hearing your passengers complain. But this remains in line with the car’s urban nature, though we’ll still need to compare with the rear seats of Fiat 500 and Mini Cooper, which I don’t know well.

Front bench concept: usage innovation

The Firefly’s interior surprises with its avant-garde approach. The “front bench” concept replaces traditional individual seats with a continuous seat, allowing easy passage from one side to the other — practical for parking in narrow spaces or exiting on the sidewalk side.

This solution comes with a perfectly flat floor, maximizing the “impression of space.” Materials are pleasant to touch, particularly the doors covered in faux alcantara and foam plastic that testifies to a sustainable approach without sacrificing the premium perception dear to NIO.

Storage spaces

The Firefly excels in space optimization. Its 95-liter frunk is among the most generous in the segment and is a rare asset on an electric city car. Equipped with integrated hooks, compartmentalizable and even washable thanks to a drain plug, it proves particularly practical for shopping or wet items (I’m thinking of seaside cities).

There’s also a clever storage compartment under the rear bench that’s only accessible when stopped.

The main trunk offers 404 liters, expandable to 1,253 liters with rear seats folded (40/60). The “clamshell” opening ensures optimal access despite reduced sill height. I also like the light reminders on the D-pillars that warn of the vehicle’s status when the rear trunk is open. It’s the first vehicle I’ve tested that’s equipped this way.

Infotainment: dual screen and connectivity

The driving position adopts a minimalist approach with two screens: an LCD instrument cluster and a floating central screen for infotainment. This balanced configuration avoids visual overload while preserving ergonomics. It’s simplistic but convincing. Advanced connectivity and OTA (Over-The-Air) updates keep the vehicle current. Nothing really new here.

Safety: 5 stars in sight

NIO announces a design meeting 5-star Euro NCAP and C-NCAP requirements, with up to 9 airbags depending on versions. The front center airbag prevents collisions between occupants, while ultra-long side curtains effectively protect rear passengers.

The all-aluminum battery structure integrates a reinforced cooled plate and anti-collision beams. Driver assistance systems, up to 30 functions depending on versions, cover the essentials of modern active safety.

Driving sensations: urban agility and NIO smoothness

Certainly, the car is responsive and agile due to its small size, however, from the first wheel turns, I’m quite disappointed by the very rigid suspension that makes you feel speed bumps. For urban use where cities equip roads with speed humps and other plateaus, this doesn’t seem like the most appropriate setting. People with sensitive backs should look elsewhere. Eco, comfort, and sport modes mainly influence acceleration and regenerative braking. No air suspension here. Note that in sport mode, the car’s 141 horsepower manages to give a fun character to this rear-wheel drive. I was able to time the 0 to 100 km/h in 8 seconds — we’ll make do with that.

Also note that in comfort mode, acceleration remains lively up to 80 km/h, then seems slightly limited, perhaps for safety reasons or to reduce energy consumption. The light steering and reduced turning radius (9.4 meters) facilitate urban maneuvers. I also appreciate the auto-parking that succeeded in both parallel parking tests.

After doing some research on the car, it seems that the engineers in charge of the Firefly’s chassis studied the Mini and Fiat 500 to adjust the vehicle’s dynamics. While the steering is responsive, I maintain that its suspension is too rigid for a market that prioritizes urban driving.

The Firefly doesn’t have a proper autopilot but driver assistance activatable only on highways: emergency braking assistance, adaptive cruise control, and intelligent speed adaptation. We’ll therefore classify it as level 1 in China; NIO doesn’t communicate about these functions for European commercialization.

Note that the glass roof is unavailable on vehicles marketed in Europe.

Against the competition: originality and technology

A Renault 5 E-Tech costs about €24,990; it’s not as fast, doesn’t offer as many options but is probably more spacious and offers better comfort in the rear seats. This is what I deduce from numerous reviews of the R5 that show it’s generally a versatile car ahead of its time. A Mini Aceman costs about €34,990 in its base version; its battery is slightly smaller, but it’s more powerful. The Fiat 500e also starts from €34,900 with its iconic Italian style. Finally, we can mention the Opel Corsa-e starting at €31,650 even if the brand positioning isn’t similar.

Under the floor, a 42.1 kWh LFP pack promises about 330 km WLTP, which is competitive against a Renault 5 E-Tech or Citroën e-C3. It also integrates a voice assistant named Lumo, a function not necessarily found on all cars in this segment.

European arrival: calendar and strategy

In the Netherlands and Norway, deliveries began on August 14, 2025. The Firefly is marketed there starting at €29,900 in the Netherlands, and in Norway, where taxes are more lenient (outside the European Union), it starts at about €26,570. At this price, it faces well-established competitors like the Renault 5 or Mini, which benefit from better brand recognition. UK commercialization is announced for October 2025. No date available for a French launch.

The perfored PU-leather of the Firefly seats.

Challenges to overcome:

European success will depend on deploying swap stations in dense urban areas. NIO is currently evaluating strategic locations to create the necessary infrastructure. The brand will also need to adapt its pricing strategy to European realities while maintaining its competitive advantage. The €29,900 price seems a bit high to me.

Conclusion: the firefly that wants to illuminate the urban future

By attacking the Mini Cooper, Smart #1, and Fiat 500e, NIO ventures into a difficult market to conquer, particularly in Europe where local brands have benefited from public trust and loyalty for over a century. The Firefly won’t go unnoticed with its front and rear 3-ring optics and cabin that will please children while maintaining careful finishing.

By combining original design, advanced technologies (battery swapping), and accessible pricing, it offers an alternative to established segment references. Its holistic approach — vehicle, infrastructure, services — could attract new electric city car users. Against the more expensive Mini Cooper SE and Smart #1, the Firefly’s price/equipment argument seems relevant.

If we stick to China sales results to judge this first vehicle’s performance, then we must salute NIO’s victory since the product isn’t available in inventory and you have to wait 4 to 5 weeks to get your vehicle after ordering. This may seem short compared to 60 weeks at Xiaomi, but in this segment, many manufacturers in China hoped to have this success by selling everything they produce.

Finally, I invite you to visit the official Firefly website which brings together much additional information: https://www.firefly.world/firefly

Find more of my articles in French on Frandroid Survoltés.

My verdict: The Firefly succeeds in democratizing certain NIO technologies in an urban format. While I appreciate its originality and finishes, the suspension should offer more flexibility and should be avoided if you’re tall.

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