Translated English Markdown:
Here’s my experience test-driving the Avita 11 in Chongqing:
Driving experience: The assisted driving system is not fully functional yet, only a small portion of the automatic parking feature can be activated, and the central control software is not yet complete. Therefore, I didn’t get to experience the feature I was most excited about – Huawei ADS. The main focus was on the interior and ride experience.
The interior exceeded expectations. The front three screens are curved with a dynamic contour, and the center is filled with speakers and ambient lighting. If you have the chance, definitely go to a physical store to take a look. This luxury electric vehicle has the most progressive and artistic design.
Moreover, the materials used are top-notch. If you’re thinking of buying one, definitely get the white interior. Difficult to maintain? So what? It looks great!
Because the interior design is too radical, there was no space left for a HUD display in the driver’s cockpit. Instead, driving information is displayed on the instrument panel.
The central control screen is made of LCD material with HarmonyOS. Although the test drive car wasn’t fully functional yet, I can expect it would offer the top-notch experience of an intelligent cockpit.
The passenger-side screen is not yet functional, displaying only a fixed image, which is a pity. Furthermore, it’s too far away from the driver’s cockpit, making it difficult to operate with touchscreen. It’s puzzling to me.
This may need to wait until the end of September when the software is ready to see how to address this human-machine interaction.
I really like the steering wheel design – minimalist and excellent material.
The gear shift lever is gone from the center console, making way for the mobile phone holder. The left side of the center console has a wireless charger and a vent, which is highly praised. However, traditional wireless chargers generate a lot of heat, causing discomfort, but the Avita wireless charger is cool when it is removed as the air conditioning blows on it.
The center console has a deep storage compartment with three charging ports: USB A, C, and cigarette lighter.
The seats are comfortable, and there are also massage functions available. It is recommended to test drive the car in the store.
The entire series is equipped with front and rear dual motors, producing 425 kW, which is really strong. However, the front acceleration seems to be restricted, and there is no “duang” surge of other high-power electric cars, although the pushback feeling is very strong.
The braking is also strong. With a weight of 2.3 tons, it can stop within 35 meters at a speed of 100 kilometers per hour. We deeply felt the braking system when testing the acceleration on abandoned roads.
Although the power is strong and the steering is flexible, you will not feel that this is a large car approaching 4.9 meters in length during driving. However, when you turn around, you will perceive the nearly 3-meter wheelbase, which causes unavoidable increase in turning radius.
Although it does not have an air suspension, I did not feel any problems. I think air suspension is currently more of a gimmick, and tuning is more important.
I ordered the Ideal L9 and test drove it several times, but I still have this concept. NVH is really good and comfortable. Traditional brands will not disappoint in this regard. I didn’t have too much experience with other driving aspects, as my butt isn’t as sensitive as a professional car reviewer’s.The distance between front and rear seats is sufficient, but the headroom is not great for a coupe SUV. As a height of 168cm, I don’t have much of an issue, but if you are taller, it might be challenging. I suggest experiencing it yourself after visiting the showroom.
The depth of the trunk is sufficient, but unfortunately it is not a liftback design, so the opening is a bit small, sacrificing some industrial design as a whole.
I did not experience the charging, which is a shame, however, I was told by the PR accompanying me during the test drive that even ordinary charging piles in the mountains can deliver more than 90kw of power, and the power only drops to 60kw after reaching 90% (90-degree version).
Based on this, it seems that the 240kw 750v battery pack is still decent, and the charging speed is definitely faster than most cars.
Additionally, I have previously shared that: 1) newly built piles in recent years basically support 750v voltage, and 2) because the voltage of Aveta is relatively high, when you and another car connect to the same charging pile, the pile will allocate higher power to you first.
To be honest, I am not a big fan of this appearance; it is too radical. However, based on the poll from last night, opinions are very polarized, so I won’t say much more.
Moreover, as a relatively niche positioning of a coupe SUV, the Aveta 11 is determined to target a user group before going on to mainstream consumers.
Oh yes, their next car, the 12, will be a sedan, which should be a high-volume model.
The tail wing behind the car looks pretty cool, and it has three cameras: reversing image, ADAS rearview, and streaming media rearview mirror.
I am still looking forward to the state of the September software that includes basic LCC and high-speed NOA. As for OTA urban NOA, it depends on the specific progress.I have a feeling that this car is also polarizing — those who like it will buy it right away, while those who don’t will sneer at it.
However, in the era of new energy, there are too many things that can backfire. I won’t predict sales or anything like that, who knows how things will change in the future.
The quality of the car itself is quite good, but its success will depend on its targeted audience, sales channel development, software OTA progress, and so on.
This article is a translation by ChatGPT of a Chinese report from 42HOW. If you have any questions about it, please email bd@42how.com.