Li Auto i6 Owner Review: A Practical 250,000-Yuan EV Choice Over Flashier Rivals

The review said the owner set a budget equal to one year of take-home income, settling around 250,000 yuan. At that price, he tested the Xiaomi YU7, Zeekr 7X, Tesla Model Y, Zeekr 007GT and Fangchengbao 5. He ruled out the Zeekr 7X because the noise from its seat-massage motors was hard to accept and he did not fully agree with the brand’s product strategy. The Fangchengbao 5 was dropped because the Hongmeng assisted-driving Yunian version he actually wanted exceeded his budget.

Three finalists emerged: the Xiaomi YU7 Standard, Tesla Model Y Rear-Wheel Drive and Li Auto i6. The YU7’s design, electric frunk, interior ports and magnetic accessories appealed to him, but its rear-seat and trunk space were relatively limited, the Standard version made noticeable comfort concessions, and the driving gap between Standard and Max felt almost like two different cars. He also cited concerns about the intense marketing around the model.

The Model Y offered the best driving experience among the cars he tested, with mature steering, chassis and power response. He liked its exterior, especially the diffuse-reflection taillight at night. However, its comfort equipment was restrained, and its battery capacity and charging speed were not outstanding at the time. More practically, his workplace does not allow Tesla vehicles into its underground garage, preventing him from using a convenient and cheaper slow charger there, a major drawback for a battery-electric car.

The Li Auto i6 became the surprise winner. Before test-driving it, he had not expected much, but he found its driving quality exceeded expectations. He said its comfort features were almost a class above at the same price, with seat comfort, quietness and ride experience feeling more expensive than the car’s price. The 5C fast-charging network also reassured him about replenishment. Still, he noted the exterior design remains controversial and the delivery wait was long at the time.

The owner chose the single-motor rear-wheel-drive i6 in black, with 20-inch wheels, white interior and optional rear entertainment screen and streaming rearview mirror for 10,000 yuan. The four-wheel-drive option costs 20,000 yuan and includes 21-inch wheels; the platinum audio package costs 5,000 yuan; special paint costs 6,000 yuan; and a tow hook costs 3,000 yuan, according to the review.

His final costs were 254,800 yuan for the vehicle after discounts, 7,289.56 yuan for insurance with a 3 million yuan third-party liability limit from PICC in Beijing, and 11,274.33 yuan for purchase tax, which was halved for new-energy vehicles starting in 2026 under a policy valid through the end of 2027. The total on-road price was 273,363.89 yuan. He ordered on May 2, the car arrived on May 18 and he took delivery on May 23. The car was delivered fully charged, and he said there was no sales pitch during a roughly one-hour handover.

The review listed the i6’s dimensions as 4,950 mm long, 1,935 mm wide and 1,655 mm tall, with a 3,000 mm wheelbase. It has an 87.3 kWh 5C battery, a CLTC range of 720 km and can add 500 km of range in 10 minutes, according to the owner. The rear-drive version produces 250 kW and 425 Nm, accelerating from 0 to 100 km/h in 6.5 seconds. It uses double-wishbone front and five-link rear suspension, CDC dampers and dual-chamber air suspension. Comfort equipment includes Nappa seats, front ten-point massage, ventilation for four seats, heating for five, a boss button for the front passenger seat, a power footrest for the rear queen seat, soft-close doors, double-glazed acoustic glass, power steering-wheel adjustment, rear side-window sunshades, a head-up display and 20 speakers. A 22-speaker platinum audio system is optional. The assisted-driving chip is Nvidia Drive Thor-U with 700 TOPS, and the infotainment chip is Qualcomm Snapdragon 8295P.

On styling, the owner wrote that the i6 is the most debated part of the car. He called it ahead of mainstream tastes and said its streamlined body sets it apart from conventional SUVs, which is why he chose the more integrated blacked-out look. As a wagon fan, he liked the low-suspension stance, and he noted the i6 shares a designer with the 992-generation Porsche 911, giving the taillight a German flavor at night.

Space is another strength, according to the review. The electric platform and four-wheel-at-corners layout provide a front trunk, rear trunk and underfloor storage. In a body under 5 meters long, rear passengers can still cross their legs with the front seat in a normal driving position, and the large screen makes the rear area suitable for watching video. For lunch breaks, the car offers a single-bed mode for the driver or front passenger; after removing the headrest and following on-screen instructions, the seat can be quickly converted into a bed. He keeps slippers and an eye mask in the car for this purpose.

The owner rated the i6’s noise isolation as top-tier in its class. Double-laminated glass and active noise cancellation cut road and environmental noise, sometimes making it easy to reach 80 km/h without noticing. Soft-close doors also make entry and exit quieter. He was especially impressed by how Li Auto controls motor noise: seat massage, rear-screen movement and seat adjustment are all quieter than in some rivals he tested, such as the Zeekr 7X.

In daily driving, he lowers the suspension and sets steering and air suspension to sport mode to approximate a wagon feel. Body roll is controlled in corners and lane changes, though it is not as sporty as a Model Y. When passengers are aboard, he switches back to comfort mode. Even with full throttle, acceleration is not abrupt, and the air suspension filters bumps well, with a solid German-like feel and little extra movement over speed bumps.

He highlighted comfort details including power steering-wheel adjustment, the quality of door handles, rear-seat adjustment controls, trunk seat mechanisms and air-suspension height changes. The interior uses soft materials in reachable areas, Nappa leather seats are standard, and headrests are comfortable. The rear entertainment screen has a narrow bezel and clean interface, and each screen can log into different audio and video accounts so passengers can watch independently. He also noted some shortcomings: the rear center armrest lacks a slow-close damper even though newer Li L8 and L9 models have one, and the frunk lacks soft-close, so it must be pressed down manually.

On energy consumption, he said that in August his highway and city driving were roughly equal and he set regenerative braking to low. For a 2.3-ton mid-to-large SUV, the energy use was reasonable, helped by conservative power tuning and the streamlined body. He said the displayed 525 km range after a full charge was generally achievable, though electric consumption for driving alone does not capture the impact of the fridge, sentry mode and entertainment screens. The biggest improvement in ownership, he said, was Li Auto’s 5C charging system; in city use, charging networks from various brands are already well developed.