It’s amazing. With a local subsidy of 10,000 yuan and 24-month interest-free installment, it’s like getting such a big car for around 150,000 yuan. In terms of size, it’s slightly larger than my 7-seater Peugeot 5008.

From the basic perspective of a car, it meets my expectations with a large battery, high-power motor, spacious interior, and a chassis with front double wishbone and rear multi-link suspension.

In terms of fancy features, it has frameless doors, L2+ autonomous driving assistance, heated seats throughout the car, heated steering wheel, ventilated front seats, power inverter output, independent DPS amplifier, and pretty much everything you can think of.

The craftsmanship is decent, but the interior stitching is slightly thicker compared to my XTS. It’s similar to my father’s XT5. The exterior stitching gaps are small and flawless.

Speaking of the exterior, I’m quite satisfied. The design lines are coherent with no disharmony. (I think this is the biggest weakness of domestic cars, especially new energy vehicles). Personally, I think the exterior is second only to NIO’s ES6.

The driving experience is the closest to a conventional fuel-powered car among all the new energy vehicles I’ve test driven. My wife also found it easy to handle. My XTS has 270 horsepower, and the C11’s single motor is similar, both with comfortable settings. It’s effortless to drive. Most importantly, there’s no dizziness whether I’m driving or my wife is driving. This is a big plus. When test driving other new energy vehicles, the salesperson often demonstrated their acceleration capabilities and then released the accelerator, causing discomfort. The C11 perfectly avoids this issue. Kudos to that.

At the beginning of driving, I thought the electric current noise was a bit loud. Later, I discovered it was the low-speed pedestrian warning. After turning it off, the cabin became quiet. However, it’s frustrating that this feature can’t be permanently disabled and needs to be manually turned off each time. Another conflicting aspect is that once it’s turned off, pedestrians can’t hear it anymore. They don’t yield to non-motorized vehicles without honking.

Power-wise, even though the nominal power (272 hp) is close to my XTS (269 hp), the simpler mechanical structure of an electric vehicle may result in fewer power losses. So, in reality, the overall power feels close to 300 hp. The power response is very linear, and passengers feel a stable G-force.

Whenever I step on the accelerator, the vehicle silently glides forward, leaving everyone behind. It’s quiet and swift—a feeling of elegance. If I encounter a noisy and slow conventional car, it’s the biggest mockery to them.

Regarding handling, the evaluation of the steering feel and shock absorption by the No. 38 reviewer is “absolutely excellent,” and I share the same jaw-dropping feeling. Previously, you know, I only drove a few laps on the road during test drives, and it was impossible to test the limits of the vehicle. After getting my own car, I pushed it to the limit and was amazed by its tuning, which is surprisingly mature. I was mentally prepared to compromise on vehicle tuning for an affordable and spacious new brand car, but it directly achieved the handling level of established gasoline-powered cars. It maintains excellent handling while also providing great comfort. It’s incredible to find these qualities in such an affordable car. (It is said that the early batch of vehicles had a softer and more comfortable chassis tuning, but the tuning has been improved since October.)

Regarding advanced driving assistance, currently, only LCC lane centering assist is available. I’m

not familiar with the advanced driving assistance of other new energy vehicles, so I can’t comment on the level of C11’s driving assistance. Personally, I feel the actions on the highway are a bit abrupt, making me break into a cold sweat. However, it’s comfortable to use in urban areas, especially in congested sections with frequent stops and starts. The C11 is equipped with 28 high-precision perception hardware components, and the NOA highway centering assist feature will be rolled out in the second quarter of this year. I’m looking forward to it.

As for the infotainment system, the menu logic is somewhat confusing, which is a common standard among domestic manufacturers. Personally, I prefer a clean and simple interface. The voice recognition system has a high accuracy rate and can handle multiple commands in a single sentence, such as “turn off the air conditioning, open all windows halfway, and activate the heated steering wheel.” However, sometimes it can be overly sensitive and intrude without being prompted, and occasionally it engages in self-conversation, especially when using voice navigation. Overall, the car’s system functions are well-implemented, but the usage logic could be further optimized.

Charging-wise, last night was the first time I charged it outside. It cost 67 yuan to charge from 100 kilometers to 489 kilometers, taking 65 minutes.