I was somewhere near the heart of the Hainich forest when I first looked at the Aiways U6 and thought: “This one doesn’t try to blend in.” The vibrant yellow body shimmered beneath a fading sun, surrounded by the dense, timeless trees of Thuringia’s national park. Nature was all calm and continuity , the U6, on the other hand, felt like a defiant neon sign blinking into the EV world. 

This wasn’t my first drive through Hainich. I’ve tested everything from compact petrol hatchbacks to luxurious plug, in hybrids under these canopies. The narrow roads and quiet glades of the area test real, world dynamics like no proving ground can. Braking into damp leaf, covered corners, coasting silently down forest descents, threading between thick tree shadows , if a car’s going to annoy or impress, Hainich will bring it out. 

So I took the Aiways U6 through this living, breathing ecosystem. An electric SUV coupe from a relatively unknown Chinese automaker , with bold promises and even bolder looks. The big question wasn’t just how well it drives, but whether it deserves a spot on the European stage. 

The Design and Cabin: Flashy Outside, Surprisingly Practical Inside 

When I first approached the U6 in a village lot on the park’s edge, I had to take a moment. You don’t just walk past this car. From the sharp, almost robotic front to the low coupe, like roofline, the U6 doesn’t look like a derivative EV. It’s almost anime, like in its styling , angular LED lights, dramatic creases, and an unmistakable rear with razor, thin taillights. 

But this isn’t just a concept sketch brought to life. When I opened the doors, a practical world greeted me. The U6 is based on the same platform as the U5, but it’s 12 cm longer. That extra length pays off inside. I’m 1.86 meters tall, and even with the coupe roofline, I had several fingers of headroom left in both front and back. There’s also more legroom than I expected , even a friend of mine, who’s 2 meters tall, sat behind me comfortably. 

There’s a panoramic glass roof as standard , no sliding blind, just deep tinting. Surprisingly effective. I worried about heat, but even in early autumn sun, it stayed cool. The front seats were snug and contoured, more so than the flat ones in the U5. The materials surprised me too: soft, touch plastics, a tasteful blend of textures, and an aviation, style throttle lever that feels oddly satisfying every time you twist it to drive. 

However, there’s no frunk, and the trunk itself , while wide and accessible , is on the smaller side compared to boxier SUVs. Officially it’s 472 to 1260 liters. But the actual usable volume feels a bit less, due to the sloped rear and the subwoofer eating into lower space. I packed a folded mountain bike in after removing the front wheel , it fit diagonally, barely. 

Specs and Tech: What’s Under the Sharp Suit 

The U6 runs on a 63 kWh battery and a front, mounted electric motor. All technical details are referenced in real time from Aiways official site to uphold accuracy.

Specification	Aiways U6
Battery Capacity	63 kWh (usable)
Motor Output	160 kW (218 hp)
Torque	315 Nm
0, 100 km/h	7.0 seconds
Top Speed	160 km/h (electronically limited)
Charging (DC max)	90 kW (claimed), 74 kW (tested)
Charging Time (10, 80%)	~40 minutes (real world)
Charging (AC)	11 kW, ~7 hours full charge
Real, World Range (ADAC tested)	320 km
WLTP Consumption	15.9, 16.6 kWh/100 km
ADAC Consumption (incl. losses)	18.7 kWh/100 km
Drag Coefficient (Cd)	0.248
Curb Weight	~1,790 kg
Price (as tested, Prime)	€47,588 (€41,000 with subsidies)

Performance, wise, it won’t punch you into your seat like a Tesla, but the U6 doesn’t feel slow. The real magic is in the first few meters , that instant EV torque from a standstill is there in full force. It’s responsive, confident, and with 315 Nm available from the get, go, you can easily dart through gaps in traffic or overtake slower forest cyclists with ease. 

Out on the Bundesstraße outside Hainich, I clocked the 60, 100 km/h stretch in under 4 seconds. That’s solid. Push it harder and you reach the electronic limiter at 160 km/h with stability. But let’s be honest , most of us won’t be living in the left lane on the Autobahn with this thing. 

On the Road: A Calm Cruiser with Firm Character 

Here’s where the U6 surprised me most. Once I passed the Hainich Nationalparkzentrum and hit the winding B247, the car settled into a calm rhythm. The ride is firm , not uncomfortable, but certainly on the sporty side. You feel road imperfections. On well, kept tarmac, it glides silently. On cobbled village roads, it shuffles and fidgets a bit more. 

The steering? Light at first, but decently weighted in sport mode. Still a little numb in the middle, but easy to live with. Body roll is well controlled for a car this tall. Through a quick left, right around Kammerforst’s hilly lanes, the U6 stayed composed. It’s no corner carver, but it’s better than expected for a 1.8, ton SUV coupe. 

Braking feels natural , a soft regen on default, but you can adjust it slightly via the screen. The brake pedal itself is progressive and predictable, even when slowing from high speed on steep descents out of the forest. 

One complaint: rear visibility is poor. The thick C, pillars and narrow rear glass create massive blind spots. I found myself over, relying on the cameras and sensors. Ironically, they’re overly sensitive , the car beeps like mad at every cyclist, tree branch, or edge marking. 

Software Woes and Digital Annoyances 

The tech package is a mixed bag. The 14.6, inch central screen looks gorgeous , sharp, responsive , but it’s overworked. Nearly everything is routed through it. Climate control, regen settings, drive modes, seat heaters, even basic radio functions. That would be fine if the system was perfect. It isn’t. 

During my test, CarPlay refused to connect twice. Once, I had to restart the system entirely. Android Auto worked slightly better. The in, built radio sometimes simply wouldn’t start. And voice prompts from the assistants , oh boy. I got told to fasten my seatbelt when maneuvering five meters on private land, warned not to smoke (I wasn’t), and repeatedly told to “keep eyes on road” while tapping the touchscreen for nav. 

It’s too much. Obsessive tech for the sake of tech. Aiways needs to refine the UX layer and allow drivers to disable nags more permanently. 

On the plus side, the audio system from Magnat sounds crisp and powerful. A proper treat on longer drives. 

Everyday Practicality and Real, Life Impressions 

Despite the coupe roof, the U6 works well in daily life. Rear seats are genuinely usable. Kids can see out easily, there’s enough boot space for regular shopping and a weekend bag or two, and ingress/egress is painless. Doors open wide, floor height is sensible. The lack of a frunk still annoys me , there’s room up front, and even a small cable bay would’ve been useful. 

Range, wise, I averaged around 18.3 kWh/100 km in mixed real, world use. That gave me about 330 km before the low battery warning popped up. Not bad , but not groundbreaking either. Charging is the weakest link. At a nearby 150 kW Ionity charger, the U6 peaked at 74 kW, then dropped fast. From 20 to 80 percent took a shade under 40 minutes. Acceptable, but far from class, leading. 

Conclusion: Quirky, Capable, and a Real Challenger 

Driving through Hainich, past ancient beech forests and under golden leaves, the Aiways U6 began to grow on me. It’s not the fastest, or the most luxurious, or the best, equipped EV coupe, SUV on the market. But it is charming in its own way. 

It’s priced right. It offers a lot of car for the money. It looks radically different without trying to imitate others. And while it has its flaws , clunky software, overprotective assistants, modest fast, charging speed , it still manages to deliver a compelling driving experience. 

Would I recommend it? To someone willing to look past badges and accept a few software quirks, absolutely. The U6 is far more than a curiosity. It’s a serious electric SUV coupe contender , and one I wouldn’t mind seeing more of on Germany’s roads.