If you’re starting to lose count of the number of tech-heavy Tesla-hunting Chinese automakers, then we can’t blame you; it certainly is an extremely competitive space. Many of these brands and have significant backing from major players (many of them even state-sponsored) and are able to react quickly to local customers’ preferences.

But something all of China’s new crop are learning is that wins at home don’t easily translate into the next frontier that’s named “overseas sales”. Having to challenge the likes of established automakers that have become household names across most of the globe is no mean feat.

Read: We Get Up Close To The Avatr 11 And 12 EVs Aiming To Shake Up The Luxury Market

From what we’ve seen so far, Avatr realizes this – or at least their hiring and marketing departments do. Which is why, before getting behind the wheel of the 11 (pronounced “one one”, not “eleven”) I’m presented with a who’s who of European employees that have been brought in to Avatr’s fold. The company’s design center is based in Munich and is headed by Nader Faghihzadeh, who mastered his trade at BMW with an impressive 17-year stint.

What makes up Avatr is just as interesting, too. It was originally developed between Changan and Nio, with the latter exiting as it started to falter financially. But while the latter departed, two important new partners entered: tech giant Huawei and global battery supplier CATL.

QUICK FACTS

A True Luxury Offering

If you’re not convinced that Chinese automakers have made the jump to true luxury offerings, then the Avatr 11 serves as a rude awakening. The interior is loaded with plush surfaces, thoughtful features, and genuine comfort. My one complaint was the empty central console, as the space left for wireless phone charging looks bare without a device in there and the location is just a touch scratchy compared to the rest of the interior.

But that’s only because the heated, cooled, and massaging seats are trimmed in Nappa Leather and there are brushed aluminum effect trims around the cabin, including a Meridian-branded 25-speaker sound system ala Range Rover. And the steering wheel, of the quadrant variety, features a thick and well-designed rim, again wrapped in premium leather.

All four doors open and close electrically, which is slower than actually using your arms but makes for a cool party trick. Also of note is that, although there are buttons for the door release, there are also easy-to-spot emergency manual releases (Tesla, better take some notes if you will).

Our test car featured space for five, but there’s a four-seater option for that added luxury GT feeling. Front seat passengers are treated to their own 10.25-inch screen (the same size as the driver’s display), which can be used to play media or show other information related to the drive, while there’s a massive screen in the center too. Unlike the Avatr’s Deepal cousin, this central screen doesn’t swivel towards the operator, but at 15.6 inches, it’s large enough to forgo what is, if we’re honest, a bit of a gimmick.

As EVs begin to converge upon each other performance-wise, manufacturers are keen to capitalize on how their tech can be differentiated. Here, Huawei’s HarmonyOS shines as a system that has evidently been designed to complement the driving experience. Rather than offering a basic reskinned Android system, HarmonyOS in the Avatr 11 really offers that fluidity that more ICE systems should aim for.

More: The Hidden Cost Of Owning A New Chinese Car

Which is good and bad. Good, because virtually everything inside the 11 needs to be controlled through the interface, and bad because, well, it means virtually everything inside the 11 needs to be controlled through the interface. Going a step further than just hiding the climate control and fan speed behind a menu, the Avatr 11’s HVAC vent direction needs to be adjusted via the screen, which brings about the kind of infuriation reserved for watching someone hit “Reply All” to a company-wide email.

Those points aside, the interior of the 11 never fails to make you feel special. The Avatr’s party piece includes “zero gravity” mode for the front seats, allowing you to rest while recharging, enjoying that ridiculously elaborate sound system.

Exterior

The exterior of the 11 is an interesting one. The matte grey paint finish on our demo car, perhaps, wasn’t the best to accentuate as a design that actually looks fairly appealing from multiple angles. Regardless of hue, the high waistline, large wheel arches, and arch-filling 22-inch multispoke wheels really make the 11 imposing on the road.

The odd bit of black plastic on the front fenders is ordinarily used for Avatr’s autonomous driving tech, with radar and LIDAR sensors available in other markets. Also available in other models is an electrically deploying rear spoiler — not something you’d expect (or really want) on something that’s essentially a crossover SUV. Staying at the rear, you’ll notice the impractically small rear window is actually adorned by two flying buttresses, ala Jaguar XJS. In fact, it makes for an interesting design, which is less generic than other Chinese EVs that seem to be conforming to a rather dull mold.

Also of note is that, while this is playing in the crossover SUV space, it’s true identity is somewhat confusing. Technically, it could be labelled a sedan because the trunk is actually separated from the interior, with a trunk lid that doesn’t encompass the rear glass. However, people nowadays have fallen out of love with sedans and are totally into SUVs, thus automakers are, naturally, playing to their audience.

On The Road

While our test drive was brief, it was more than enough for us to come up to some pretty solid conclusions. This coupe-like SUV/crossover concoction manages to cocoon you inside, but at the expense of being able to see your extremities. It therefore feels like a big car with almost non-existent rear-view visibility, which makes your rely on the parking cameras a lot.

Speaking of huge, the massive 22-inch wheels are wrapped in Continental rubber – impressive when you consider most Chinese cars ride on cheaper, and much less performance-oriented, domestic market brands.

That’s not the only acclaimed name you’ll see on the 11. Behind those wheels lie painted four-pot Brembo calipers. Avatr likes to make noise about their lengthy list of OE suppliers, and while most names may be known to the nerdiest of nerds (i.e, most of you reading this), having four-pot Brembos on your EV is a flex in its own right to everyone from supercar owners to fast and furious devotees.

Review: We Drive The $7,000 Nissan SUV That’s Taking Asia By Storm

A shame then that the Avatr doesn’t really feel that sporty at all. The steering is numb, and the 22-inch wheels have a tendency to tramline in a way that isn’t what you’d call engaging. That said, despite not riding on air suspension, the ride is comfy, donk-like wheels and all.

There are two battery variants, the standard is a 90 kWh with 575 km of range or a 116 kW battery with 680 km of range on the NEDC cycle. Power is supplied to the rear wheels via a 190 kW motor with 370 Nm of torque. It’s enough to propel this decidedly heavy lump forward to 100 km/h in 7.4 seconds for the smaller battery, and 7.9 seconds for the larger battery.

There’s also a dual-motor all-wheel drive option available in other territories, which features a combined 425 kW of power for a 0-100 km/h time of just 3.9 seconds.

Conclusion

Despite spending less time than we’d have liked behind the wheel of the Avatr 11, it managed to impress us. Not because of drop-dead gorgeous looks, insane performance, or any one outstanding tech feature. But because, combined, it all comes together to offer something that is adequately differentiated from what can only be described as an onslaught of cookie-cutter EVs from the People’s Republic.

And when it comes to genuine luxury, the 11’s key points, such as tech, comfort, and interior ambience, have all been nailed. A European-styled EV with China’s cutting-edge tech doesn’t sound bad at all. In fact, it sounds very enticing. We bet we won’t be the only ones who will feel this way. The established players on the field, however, may start having serious reasons to worry about their own products. Which, in the end, will only benefit the ones that really matter: us.

Photos: Mohamed Shan for CarScoops 

Mazda’s partnership with Changan is quickly proving to be a smart move in the electric space. Building on the momentum of the EZ-6 sedan, the new EZ-60 crossover is already drawing strong interest, racking up over 33,000 pre-orders in China before even reaching dealerships. This strong early demand comes ahead of a planned launch in Europe, where the model will arrive under the name CX-6e.

More: Mazda’s Sportier 6e Sedan Launches With A Price Tag That Feels Like A Typo

The EZ-60 made its production debut at the Shanghai Auto Show on April 23, immediately generating significant interest with 10,060 pre-orders within the first 48 hours. According to Chinese outlet NetEase, that figure had climbed to 33,000 by July 11. The official market launch in China is scheduled for September.

Electric Power With Familiar Underpinnings

At 4,850 mm (190.9 inches) long, the EZ-60 is a midsize SUV positioned to compete with other premium electrified crossovers. It will be offered in both range-extender and fully electric configurations, sharing its EV platform with the Changan Deepal S07. While Mazda hasn’t released full technical specs yet, it’s hinting at notable range numbers, thanks in part to a focus on aerodynamics.

The design sticks closely to the 2024 Mazda Arata concept, with split LED headlights, a sleek closed-off grille, and a sharp, modern front end. The interior brings a generous dose of tech, including a 26.5-inch dashboard display, a 100-inch augmented reality heads-up display, digital rearview mirrors, and a 23-speaker sound system. Heated and ventilated seats round out a well-equipped cabin.

Made in China, Priced for Europe

Both the EZ-6 sedan and the EZ-60 crossover are being built by Changan in China as part of its joint venture with Mazda. This production arrangement will also apply to their European versions, which will be sold as the Mazda 6e and CX-6e.

More: Mazda’s New Electric Sedan Costs Double In Europe Compared To China

Mazda hasn’t announced pricing for the EZ-60 yet, but the EZ-6 ranges from ¥159,800 to ¥181,800 (about $22,300 to $25,400) in China. By contrast, the European Mazda 6e starts at €44,900 (around $52,500) in Germany. If that’s any indication, the CX-6e will likely carry a significantly higher price tag in Europe.

That difference is partly due to intense price competition in China, which keeps domestic EV prices low, as well as the added cost of EU import tariffs on Chinese-built vehicles.

Mazda’s Next EV Will Be Built In Japan

In parallel with its Changan-based lineup, Mazda is also developing a fully in-house electric model slated for release in 2027. This future EV will be built in Japan on a new platform and will use battery packs supplied by Panasonic. It will share its production line with Mazda’s existing ICE and hybrid vehicles, streamlining manufacturing as the brand expands its EV offerings.

Changan-Mazda

Update: While Mazda still hasn’t confirmed whether the new mid-size EZ-6 Sport Edition will make its way to Europe, the Japanese automaker has officially launched the electric sedan in China, complete with pricing.

Available in four sub-trims, the EZ-6 Sport Edition starts at ¥161,800 (approximately $22,500) for the extended-range (ER) “Smart Elegant” version. The price rises to ¥171,800 ($23,900) for both the ER Extreme and Pure Electric Zhiga trims, and tops out at ¥181,180 ($25,300) for the flagship Pure Electric Supreme.

For comparison, the most affordable Mazda currently sold in the U.S. is the 191-horsepower, compact-sized Mazda3 Sedan, which starts at $24,150 before taxes and destination fees.

Original story follows below.

Mazda’s latest creation is here, and it looks even sharper than before. The 6e sedan already boasted sleek styling and a refined interior, but it was crying out for a sportier edge, think something along the lines of BMW’s M Sport trim. Well, Mazda listened and has finally delivered.

The Japanese automaker and Changan have come up with the EZ-6 Sports Edition for the Chinese market, EZ-6 being the Asian name for the car we in the West know as the 6e.

Also: 2026 Mazda 6e EV Debuts In Europe To Battle The Tesla Model 3

Black exterior brightwork, gloss black 19-inch alloy wheels and red brake calipers help the Sports Edition stand out from more laid-back EZ-6 models from the outside, and the performance vibe continues inside through the use of Alcantara upholstery and flashes of red on the seat stitching and seats.

Mazda has also added red backlighting for the interior surfaces and a mesh-look aplique for the console that looks very similar to the trim pattern used on sportier CX-60 grades. The same 14.6-inch infotainment screen used on other EZ-6/6es, a 50-inch augmented reality head-up display powered by a Qualcomm Snapdragon 8155 chip, and a 14-speaker Sony audio system come standard, according to Car News China.

Photos Mazda Changan

The Sports Edition was revealed at the Shanghai Auto Show last month but managed to slip under our radar. Mazda and Changan didn’t specify whether it was packing more power than the stock sedan, but we suspect this is merely a trim package. We also strongly suspect Mazda will very soon launch a similar trim option for the European market 6e – Car News China reports that the Sports Edition was jointly developed by Mazda and Changan in China and Mazda Europe.

We’ve asked Mazda Europe about the powertrain, whether the Sports Edition is coming west, and what it’ll be called if it does, and we’ll let you know when we hear more.

One thing that will definitely be different about the Chinese and Western versions is the choice of powertrains, even though production for both models takes place in the same Changan plant. China’s EZ-6 is available with either a 1.5-liter range-extender setup making 215 hp (218 PS / 160 kW) or a 255 hp (258 PS / 190 kW) pure-battery alternative, but Europe’s 6Es are EV-only.

Photos Mazda