In terms of exterior design, compared to various other models, the Avita 06 is indeed more youthful and individualistic. However, the C-pillarÏßÌõ, the rear windowless design (requiring a streaming media rearview mirror), and the styling of the rear end are quite unconventional. Not all consumers can accept this, which might be one of the reasons for Avita's overall low sales volume.
For the interior, let's first address an issue: this car, like its big brother the Avita 12, the Zhijie S7, and the NIO ET5, has a high seating position due to the battery. For someone tall and chubby like me, even when the seat is adjusted to the lowest position, there's only a gap of one fist and two fingers between my head and the roof, and the right upper field of vision is also obstructed by the rearview mirror. So, anyone interested in this pure electric sedan must pay close attention to the seating position during a test drive.
Other than that, the entire interior is quite futuristic. The main talking points are the [long, strip-shaped instrument cluster] and the [rectangular steering wheel]. The instrument cluster is located far on the dashboard; the black areas on the left and right are screens for the electronic rearview mirrors (they are covered if electronic rearview mirrors are not optioned). This display unit is generally easy to use. Its position, being far from the driver, means the eyes don't need to refocus excessively when switching between looking at the road and the instruments, which reduces fatigue. The six quick-access cards on the right also allow for easy access to various information at any time.
The rectangular steering wheel is also designed to not block the instrument cluster when driving. The feel is good, and once you get used to it, there's no problem. The only drawback is that the steering wheel requires two and a half turns from left lock to right lock, making low-speed turns less convenient than a round steering wheel. If it could be changed to two turns or even less, it would be more maneuverable.
In terms of space, even though the car has a wheelbase of 2940 millimeters, the space performance is rather average. Rear legroom is one fist and two fingers, and headroom is three fingers. It's really only suitable for single people or couples. The back seat can occasionally carry passengers, but long trips with people in the back might not be ideal. The trunk space isn't large either, but the hatchback design makes it more practical than a traditional sedan.
For power, the 343-horsepower rear-mounted single motor delivers a 0-100km/h acceleration time of 6.1 seconds, which is a middling performance for this price range. The performance of the entire powertrain is decent; smoothness and NVH are not issues, but the power response is slightly delayed by half a beat. If you're driving aggressively, it might struggle to keep up. However, if you drive more gently, mentally preparing yourself for a slight delay after pressing the pedal, then the powertrain feels reasonably responsive and acceptable.
Chassis-wise, with double wishbone front and multi-link rear suspension, CDC dampers + air springs, the configuration is excellent. The entire chassis is tuned for comfort first and foremost. The suspension does a good job of filtering out bumps, with very little road feel transmitted. The whole chassis feels very "clean"; you barely feel small vibrations from minor potholes or gravel, and there's not much up-and-down movement. It lives up to the air spring setup, which I really like. However, the chassis is still comfort-oriented; even in sport mode, it only adds a bit more support. It's fine for city driving, but its limits on a track aren't that high.
I also tested the Huawei Intelligent Driving system. It's indeed more like an experienced driver than many competitors and can handle more complex road conditions, but it still gets stuck in some situations (like tight U-turns).
