VM test drive report Maxus Euniq 6: Electric SUV with a factor of reason
The subsidiary of the Chinese state-owned company SAIC, Maxus, has big plans for Europe: They want to succeed not only in the field of light commercial vehicles and large vans but now also in the trending SUV segment. Hence, anxious eyes are turning towards Brussels to see how things will develop regarding punitive tariffs: SAIC would be subject to the full rate of 38 percent, or 48 including the existing ten percent. This would all but kill the Euniq 6 project. The first electric SUV of the automotive giant from the Middle Kingdom relies on a not exactly cheap, but considering what it offers, reasonably priced rate of 44,950 euros net. For that price, the customer gets a full-size electric SUV measuring 4.73 meters in length, 1.86 meters in width, and 1.73 meters in height, which employs a sensible overall concept that serves up "plain fare" rather than kilowatt extravaganzas or digital experiments. But that plain fare is still satisfying and fulfilling.
Metaphorically speaking, the same applies to the Euniq 6. Instead of bling-bling, the Maxus team focuses on lots of space and straightforward craftsmanship. The design might still be a matter of debate, but in the now globally trending SUV segment, the Maxus presents itself as solid optical mid-range, integrating with the smooth aesthetics of Nio, Xpeng, BYD & Co. In terms of size, it is on par with a Skoda Enyaq. But let’s be honest: none of these high-roof vehicles are particularly beautiful. At least in this case, they are practical. The front seats are only slightly limited by the large center console, but in the back, passengers enjoy a very comfortable and spacious environment with plenty of shoulder, head, and legroom, along with a massive luggage compartment of 754 liters, including a spacious underfloor compartment. Folding the seats down provides a small transporter-like cargo area, disturbed only by a small step. The rather modest "payload" of just 325 kilograms is also a downside. While we are at it: a trailer load of 750 kilograms is also not impressive for this class. The workmanship and selection of materials are not luxurious but decent, practical, and robust; the seats are sufficiently comfortable and the controls quite intuitive.
Adequate Motorization, Gliding Instead of Rushing
The same pattern continues when driving: the Euniq 6 is not a speedster, but the 130 kW synchronous motor at the front, with its 310 Nm, propels the vehicle, which is not overly heavy at 1.96 tons for this format, sufficiently swiftly. Occasionally, the wheels even scrape, but the EV, inclined towards relaxed gliding with its not particularly precise steering, is not meant to be a paragon of agility anyway. The three driving modes all feel somewhat similar, and kickdown always ensures full power, so you can save the experimentation and opt for Eco straight away. The recuperation levels can be manually adjusted via the somewhat chunky gear lever, but unfortunately, there is no one-pedal-drive. In any case, the E-SUV manages to be quite economical, though the small tour only included urban and country roads. 15 kWh/100 km according to the onboard computer would be a quite good value. The electric SUV is said to come 354 kilometers on the energy from the 70-kWh lithium-ion battery, which would correspond to 21.5 kWh/100 km.
Sluggish Charger Dulls the Image
The standard AC on-board charger, which offers only 6.6 kW, has turned out to be very mild - and for DC charging, it takes a whole 35 minutes to go from 30 to 80 percent. Nevertheless, you can already consider taking long trips with the Euniq 6. This is also because the suspension comfort is acceptable, and the wind and rolling noises are relatively low. However, the high-frequency whirring motor is always audible, though it gets drowned out by the air conditioning compressor in warmer weather. The driver assistance is comprehensive, but could use some fine-tuning. The lane assistance is annoying with its constant beeping, and the active intervention is not very gentle. However, the adaptive cruise control with stop-and-go function works quite reliably. In terms of connectivity, it offers basic features; the infotainment system is not the fastest but acceptable, the sound system is not the most powerful, and the connection to an Android phone via cable also failed.
The highlight of the electric high-roof vehicle is its equipment list. There is exactly one option: metallic paint. Otherwise, following Tesla's example, everything you can expect today is included in the comprehensive list for 45,950 euros net. In addition to the arsenal of (more or less well-functioning) driver assistance features, there is a panoramic sunroof, LED lights, 12.3" infotainment system, automatic climate control, wireless charging for your phone, keyless go, rearview camera, and an (inevitably) electric tailgate, whose tiny button you first have to find. Nonetheless, the package may not be as hyperperformant, luxurious, and ambitious as those from Nio or Xpeng, but it offers just as much space at a relatively affordable price. So, it fits well, and Maxus provides further evidence of its almost refreshing down-to-earth approach—a philosophy also successfully pursued by the sister brand MG under the SAIC umbrella. Besides the luxurious Mifa 9, the portfolio is set to include another seven-seater MPV, the Mifa 7. If only it weren't for the tariffs...
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