<p>随着广汽的加入，另一家中国汽车巨头正在进军欧洲市场。这家成立 70 年的国有公司自 9 月以来已在葡萄牙、芬兰和波兰建立了业务，推出了其 Aion V。这款与大众 ID.4 竞争的车型预计也将很快在德国上市。</p>
<p>在欧洲扩张方面，这家中国汽车制造商瞄准了高销量的细分市场。在推出首款欧洲车型进入中型 SUV 市场后，它现在正针对竞争激烈的 C 级市场推出一款经典的紧凑型电动汽车。Aion UT 在中国和泰国生产，自今年 3 月以来已在其本土市场上市。该车型计划于 2026 年在欧洲推出。</p>
<p>该车辆的外观已经适应了欧洲消费者的偏好——广汽在米兰设有欧洲设计中心，以确保其车型能够与当地客户产生共鸣。然而，其直接竞争对手的影响显而易见。基本形状与大众 ID.3 非常相似，尽管独特的中国设计元素，如圆形卡通风格的前灯，赋予了它一定的个性。</p>
<h2>宽敞的行李厢</h2>
<p>UT 的缩写代表 ‘城市交通’，这款专为欧洲客户从零开始设计的电动汽车确实非常适合城市驾驶。它的长度为 4.27 米，宽度为 1.85 米，高度约为 1.58 米。为了最大化内部空间，这款紧凑型车与 ID.3 类似，拥有 2.75 米的长轴距。</p>
<p>行李厢在后排座椅竖起时提供 440 升的空间——比 ID.3 还要多。广汽尚未披露第二排座椅放倒时的货物容量。在试驾过程中，我也坐在后排。尽管尺寸紧凑，UT 提供了充足的腿部空间。然而，身高 1.85 米的我几乎没有多余的头部空间。标准的全景天窗可能是造成这一限制的原因，这并不是这款电动车的强项。</p>
<h2>最大充电功率为 130 kW</h2>
<p>该公司为其 ID.3 竞争对手配备了一块 60 kWh 的 LFP 电池，声称最大续航可达 420 公里。我们的试驾时间太短，无法验证实际续航。然而，我们能够评估声称的能耗为每 100 公里 16 kWh 的准确性。在经过高速公路的往返后，显示的能耗为 19.8 kWh。显然，UT 并不是效率的标杆。</p>
<p>峰值充电功率为 130 kW。在这方面，自更新以来，其大众竞争对手显著优越，提供 145 至 185 kW 的最大功率。根据广汽的说法，UT 在理想条件下可以在 24 分钟内从 30% 充电到 80%。制造商不从通常的 10% 开始计时，这引发了疑问。否则，声称的时间可能会超过 30 分钟。不幸的是，由于测试时间短，无法检查充电曲线。从实用的角度来看，充电口位于前右侧。</p>
<table>
<thead>
<tr>
<th></th>
<th><strong>广汽 Aion UT</strong></th>
</tr>
</thead>
<tbody>
<tr>
<td><strong>驱动方式</strong></td>
<td>前驱</td>
</tr>
<tr>
<td><strong>功率</strong></td>
<td>100 kW</td>
</tr>
<tr>
<td><strong>扭矩</strong></td>
<td>176 Nm</td>
</tr>
<tr>
<td><strong>加速</strong></td>
<td>N/A</td>
</tr>
<tr>
<td><strong>最高速度</strong></td>
<td>160 kph</td>
</tr>
<tr>
<td><strong>WLTP 续航</strong></td>
<td>420 km</td>
</tr>
<tr>
<td><strong>电池</strong></td>
<td>60 kWh</td>
</tr>
<tr>
<td><strong>直流充电能力</strong></td>
<td>130 kW</td>
</tr>
<tr>
<td><strong>直流充电时间（30-80%）</strong></td>
<td>24 分钟</td>
</tr>
<tr>
<td><strong>价格</strong></td>
<td>N/A</td>
</tr>
</tbody>
</table>
<h2>稍显柔软</h2>
<p>在引擎盖下是一台 100 kW 的电动机，扭矩为 176 Nm，驱动前轮。考虑到约 1.5 吨的整备质量，这可能看起来并不令人印象深刻，但这款紧凑型车的加速表现尚可，甚至超过 130 kph。官方最高速度为 160 kph，但在试驾过程中，速度表最高达到了 166 kph。UT 提供三种驾驶模式，Eco 和 Normal 模式之间的动力输出差异明显。单踏板驾驶几乎可以实现，但并不完全：UT 只是滑行，并不会完全停下。</p>
<p>UT 并不特别鼓励激烈驾驶，部分原因是超过 100 kph 时明显的风噪。此外，悬挂缺乏活力。虽然 UT 的乘坐舒适性不错，但在我看来，广汽的工程师将其调校得稍显柔软。感觉就像几乎与路面没有连接。这款电动紧凑型车给人一种魔毯的感觉——但并不是积极的那种。</p>
<p>在快速转向时，车辆往往会摇摆，快速过弯时车身侧倾明显。再加上过于轻盈和模糊的方向盘，这并未激发信心。即使在驾驶动态方面，UT 显然也没有完全针对当地客户的偏好进行调整。然而，在欧洲上市前，这种情况仍有可能改变。</p>
<h2>‘嘿，宝贝’ 让驾驶者脸红</h2>
<p>一旦坐上驾驶座，简洁的驾驶舱布局便显得格外突出。中央是一个 14.6 英寸的触摸屏，配有一个 8.8 英寸的显示屏，用于显示方向盘后方的驾驶信息。菜单结构合理，尽管某些小部件有些过小，操作起来比较困难。尤其是在颠簸的道路上，容易误触。</p>
<p>与 Aion V 一样，语音控制系统存在问题。它只对 ‘嘿，宝贝’ 做出反应，这在欧洲的视角下显得尴尬且几乎令人羞愧。各种指令的成功率也不一致。</p>
<p>软件尚未完全适应欧洲市场。德语和英语版本仍存在多个翻译错误。例如，当再生制动——在菜单中称为 ‘动能回收’——设置为最低水平时，显示屏显示 ‘关闭’，而不是 ‘关闭’。</p>
<h2>材料便宜，工艺干净</h2>
<p>测试车辆的内饰配色方案最初令人印象深刻。仪表盘、门板和座椅 upholstery 是淡紫色，这在以深色塑料内饰为主的细分市场中是一种清新的变化。虽然做工质量扎实，所有组件都契合良好，但材料感觉远非高档。这也适用于中国汽车制造商偏爱的合成皮革 upholstery，感觉明显不够自然。其余材料的组合类似，硬塑料占主导地位，即使是纹理表面触感也不特别令人愉悦。</p>
<p>然而，负责组织试驾的机构强调，测试车辆是尚未完全符合欧洲标准的预生产模型。一个不错的细节是中央控制台前部的小储物格，带有盖子和旋钮，类似于旧式化妆箱。结合照明化妆镜，可以清楚地看出广汽为 UT 设定的主要目标群体。</p>
<p>双无线充电垫是另一个实用的功能。除了 upholstery，座椅的表现也令人满意——它们不仅舒适，而且提供了足够的侧向支撑。前排座椅可以完全放倒，使得这款紧凑型车适合汽车露营。</p>
<h2>结论</h2>
<p>凭借 Aion UT，广汽在纸面上至少拥有一款适合欧洲市场的车型。这款紧凑型车吸引人的设计和始终以舒适为导向的理念，应该使其成为愉快的日常伴侣。然而，这家中国汽车制造商仍需在几个方面进行改进——特别是悬挂调校、软件和内饰材料选择。</p>
<p>对于 C 级市场来说，充电时间也并不特别令人印象深刻。在这个市场中，只有在价格上显著低于主要竞争对手，特别是 VW ID.3 的情况下，该车型才有可能实现高销售数字。为了真正挑战大众，UT 的基础配置理想价格应低于 30,000 欧元。</p>

<p>广汽，一家中国汽车制造商，正计划以其电动紧凑型车 Aion UT 进入欧洲市场，目标竞争对手包括大众 ID.3。Aion UT 将在中国和泰国生产，预计于 2026 年在欧洲上市。该车配备 60 kWh 电池，续航里程为 420 公里，充电功率为 130 kW。然而，悬挂系统、内饰和软件仍需改进。该车专为城市交通设计，提供宽敞的内部空间，但与竞争对手相比，驾驶动态和效率有所欠缺</p>

<p>With GAC, another Chinese automotive giant is making a push into the European market. The 70-year-old state-owned company has already established a presence in Portugal, Finland, and Poland with its Aion V since September. The VW ID.4 rival is also expected to arrive in Germany soon.</p>
<div class="lb-trans"><p>随着广汽的加入，另一家中国汽车巨头正在进军欧洲市场。这家成立 70 年的国有公司自 9 月以来已在葡萄牙、芬兰和波兰建立了业务，推出了其 Aion V。这款与大众 ID.4 竞争的车型预计也将很快在德国上市。</p>
</div><p>For its European expansion, the Chinese automaker is targeting high-volume segments. After entering the mid-size SUV class with its first European model, it is now addressing the still highly competitive C-segment with a classic compact battery-electric vehicle. The Aion UT is produced in both China and Thailand and has been available in its home market since March of this year. The model is slated for a European launch starting in 2026.</p>
<div class="lb-trans"><p>在欧洲扩张方面，这家中国汽车制造商瞄准了高销量的细分市场。在推出首款欧洲车型进入中型 SUV 市场后，它现在正针对竞争激烈的 C 级市场推出一款经典的紧凑型电动汽车。Aion UT 在中国和泰国生产，自今年 3 月以来已在其本土市场上市。该车型计划于 2026 年在欧洲推出。</p>
</div><p>The vehicle’s exterior has already been adapted to European preferences—GAC operates a European design center in Milan to ensure its models resonate with local customers. However, the influence of its direct competitor is immediately apparent. The basic shape closely resembles the VW ID.3, though distinctively Chinese design elements, such as the round, cartoonish headlights, lend it a degree of individuality.</p>
<div class="lb-trans"><p>该车辆的外观已经适应了欧洲消费者的偏好——广汽在米兰设有欧洲设计中心，以确保其车型能够与当地客户产生共鸣。然而，其直接竞争对手的影响显而易见。基本形状与大众 ID.3 非常相似，尽管独特的中国设计元素，如圆形卡通风格的前灯，赋予了它一定的个性。</p>
</div><h2>Spacious luggage compartment</h2>
<div class="lb-trans"><h2>宽敞的行李厢</h2>
</div><p>The acronym UT stands for ‘Urban Traffic’, and with its dimensions, this electric vehicle, designed from the ground up for European customers, is indeed well-suited for city driving. It measures 4.27 meters in length, 1.85 meters in width, and approximately 1.58 meters in height. To maximise interior space, the compact car, much like the ID.3, has a long wheelbase of 2.75 meters.</p>
<div class="lb-trans"><p>UT 的缩写代表 ‘城市交通’，这款专为欧洲客户从零开始设计的电动汽车确实非常适合城市驾驶。它的长度为 4.27 米，宽度为 1.85 米，高度约为 1.58 米。为了最大化内部空间，这款紧凑型车与 ID.3 类似，拥有 2.75 米的长轴距。</p>
</div><p>The luggage compartment offers 440 litres of space with the rear seats upright—more than the ID.3. GAC has not yet disclosed the cargo capacity when the second row is folded down. During the test drive, I also sat in the back. Despite the compact dimensions, the UT provides ample legroom. At 1.85 meters tall, however, I had barely any headroom to spare. The standard panoramic sunroof likely contributes to this limitation, which isn’t one of the EV’s strengths.</p>
<div class="lb-trans"><p>行李厢在后排座椅竖起时提供 440 升的空间——比 ID.3 还要多。广汽尚未披露第二排座椅放倒时的货物容量。在试驾过程中，我也坐在后排。尽管尺寸紧凑，UT 提供了充足的腿部空间。然而，身高 1.85 米的我几乎没有多余的头部空间。标准的全景天窗可能是造成这一限制的原因，这并不是这款电动车的强项。</p>
</div><h2>Maximum charging power rated at 130 kW</h2>
<div class="lb-trans"><h2>最大充电功率为 130 kW</h2>
</div><p>The company equips its ID.3 rival with a 60 kWh LFP battery, which is claimed to deliver a maximum range of up to 420 kilometres. Our test drive was too brief to verify the real-world range. However, we were able to assess the accuracy of the claimed energy consumption of 16 kWh per 100 km. After our highway-heavy round trip, the display showed 19.8 kWh. The UT is clearly not a benchmark for efficiency.</p>
<div class="lb-trans"><p>该公司为其 ID.3 竞争对手配备了一块 60 kWh 的 LFP 电池，声称最大续航可达 420 公里。我们的试驾时间太短，无法验证实际续航。然而，我们能够评估声称的能耗为每 100 公里 16 kWh 的准确性。在经过高速公路的往返后，显示的能耗为 19.8 kWh。显然，UT 并不是效率的标杆。</p>
</div><p>The peak charging power is specified at 130 kW. In this regard, its Volkswagen rival, since its update, is significantly superior, offering a maximum of 145 to 185 kW. According to GAC, the UT can charge from 30% to 80% in just 24 minutes under ideal conditions. The fact that the manufacturer doesn’t start the timer at the usual 10%, as is standard practice, raises questions. Otherwise, the claimed time would likely exceed 30 minutes. Unfortunately, a charging curve check wasn’t possible due to the short test. On a practical note, the charging port is located at the front right.</p>
<div class="lb-trans"><p>峰值充电功率为 130 kW。在这方面，自更新以来，其大众竞争对手显著优越，提供 145 至 185 kW 的最大功率。根据广汽的说法，UT 在理想条件下可以在 24 分钟内从 30% 充电到 80%。制造商不从通常的 10% 开始计时，这引发了疑问。否则，声称的时间可能会超过 30 分钟。不幸的是，由于测试时间短，无法检查充电曲线。从实用的角度来看，充电口位于前右侧。</p>
</div><table>
<thead>
<tr>
<th></th>
<th><strong>GAC Aion UT</strong></th>
</tr>
</thead>
<tbody>
<tr>
<td><strong>Drive</strong></td>
<td>FWD</td>
</tr>
<tr>
<td><strong>Power</strong></td>
<td>100 kW</td>
</tr>
<tr>
<td><strong>Torque</strong></td>
<td>176 Nm</td>
</tr>
<tr>
<td><strong>Acceleration</strong></td>
<td>N/A</td>
</tr>
<tr>
<td><strong>Top speed</strong></td>
<td>160 kph</td>
</tr>
<tr>
<td><strong>WLTP range</strong></td>
<td>420 km</td>
</tr>
<tr>
<td><strong>Battery</strong></td>
<td>60 kWh</td>
</tr>
<tr>
<td><strong>DC charging capacity</strong></td>
<td>130 kW</td>
</tr>
<tr>
<td><strong>DC charging time (30-80%)</strong></td>
<td>24 min</td>
</tr>
<tr>
<td><strong>Price</strong></td>
<td>N/A</td>
</tr>
</tbody>
</table>
<div class="lb-trans"><table>
<thead>
<tr>
<th></th>
<th><strong>广汽 Aion UT</strong></th>
</tr>
</thead>
<tbody>
<tr>
<td><strong>驱动方式</strong></td>
<td>前驱</td>
</tr>
<tr>
<td><strong>功率</strong></td>
<td>100 kW</td>
</tr>
<tr>
<td><strong>扭矩</strong></td>
<td>176 Nm</td>
</tr>
<tr>
<td><strong>加速</strong></td>
<td>N/A</td>
</tr>
<tr>
<td><strong>最高速度</strong></td>
<td>160 kph</td>
</tr>
<tr>
<td><strong>WLTP 续航</strong></td>
<td>420 km</td>
</tr>
<tr>
<td><strong>电池</strong></td>
<td>60 kWh</td>
</tr>
<tr>
<td><strong>直流充电能力</strong></td>
<td>130 kW</td>
</tr>
<tr>
<td><strong>直流充电时间（30-80%）</strong></td>
<td>24 分钟</td>
</tr>
<tr>
<td><strong>价格</strong></td>
<td>N/A</td>
</tr>
</tbody>
</table>
</div><h2>A touch too soft</h2>
<div class="lb-trans"><h2>稍显柔软</h2>
</div><p>Under the hood is a 100 kW electric motor with 176 Nm of torque that drives the front wheels. Given a curb weight of around 1.5 tons, this might not seem impressive, but the compact car accelerates decently, even beyond the 130 kph mark. The official top speed is 160 kph, though during the test drive, the speedometer maxed out at 166 kph. The UT offers three driving modes, with noticeable differences in power delivery between Eco and Normal modes. One-pedal driving is nearly achievable, though not entirely: the UT merely coasts and doesn’t come to a complete stop.</p>
<div class="lb-trans"><p>在引擎盖下是一台 100 kW 的电动机，扭矩为 176 Nm，驱动前轮。考虑到约 1.5 吨的整备质量，这可能看起来并不令人印象深刻，但这款紧凑型车的加速表现尚可，甚至超过 130 kph。官方最高速度为 160 kph，但在试驾过程中，速度表最高达到了 166 kph。UT 提供三种驾驶模式，Eco 和 Normal 模式之间的动力输出差异明显。单踏板驾驶几乎可以实现，但并不完全：UT 只是滑行，并不会完全停下。</p>
</div><p>The UT doesn’t exactly encourage enthusiastic driving, partly due to noticeable wind noise above 100 kph. Additionally, the suspension lacks dynamism. While the UT is a comfortable ride, in my opinion, GAC’s engineers have made it a touch too soft. It feels as though you’re barely connected to the road. The electric compact car feels like a magic carpet—though not in a positive way.</p>
<div class="lb-trans"><p>UT 并不特别鼓励激烈驾驶，部分原因是超过 100 kph 时明显的风噪。此外，悬挂缺乏活力。虽然 UT 的乘坐舒适性不错，但在我看来，广汽的工程师将其调校得稍显柔软。感觉就像几乎与路面没有连接。这款电动紧凑型车给人一种魔毯的感觉——但并不是积极的那种。</p>
</div><p>During quick steering inputs, the car tends to sway, and body roll is clearly noticeable in fast corners. Combined with the overly light and vague steering, this doesn’t inspire confidence. Even in terms of driving dynamics, it’s clear that the UT hasn’t been fully tailored to local customer preferences. However, that could still change before it launches in Europe.</p>
<div class="lb-trans"><p>在快速转向时，车辆往往会摇摆，快速过弯时车身侧倾明显。再加上过于轻盈和模糊的方向盘，这并未激发信心。即使在驾驶动态方面，UT 显然也没有完全针对当地客户的偏好进行调整。然而，在欧洲上市前，这种情况仍有可能改变。</p>
</div><h2>‘Hey baby’ gives drivers a reason to blush</h2>
<div class="lb-trans"><h2>‘嘿，宝贝’ 让驾驶者脸红</h2>
</div><p>Once behind the wheel, the clean cockpit layout stands out. At the centre is a 14.6-inch touchscreen, complemented by an 8.8-inch display for driving information directly behind the steering wheel. The menu is logically structured, though some widgets are a bit too small, making it difficult to operate. That is especially true when driving on rough roads, where it’s easy to mis-tap.</p>
<div class="lb-trans"><p>一旦坐上驾驶座，简洁的驾驶舱布局便显得格外突出。中央是一个 14.6 英寸的触摸屏，配有一个 8.8 英寸的显示屏，用于显示方向盘后方的驾驶信息。菜单结构合理，尽管某些小部件有些过小，操作起来比较困难。尤其是在颠簸的道路上，容易误触。</p>
</div><p>As with the Aion V, the voice control system is problematic. It only responds to ‘Hey Baby’, which feels awkward and almost embarrassing from a European perspective. The success rate for various commands is also inconsistent.</p>
<div class="lb-trans"><p>与 Aion V 一样，语音控制系统存在问题。它只对 ‘嘿，宝贝’ 做出反应，这在欧洲的视角下显得尴尬且几乎令人羞愧。各种指令的成功率也不一致。</p>
</div><p>The software isn’t yet fully adapted to the European market. Both the German and English versions still contain several translation errors. For example, when regenerative braking—referred to in the menu as ‘kinetic energy recovery’—is set to its lowest level, the display shows ‘closed’, instead of ‘turned off’.</p>
<div class="lb-trans"><p>软件尚未完全适应欧洲市场。德语和英语版本仍存在多个翻译错误。例如，当再生制动——在菜单中称为 ‘动能回收’——设置为最低水平时，显示屏显示 ‘关闭’，而不是 ‘关闭’。</p>
</div><h2>Inexpensive materials, cleanly processed</h2>
<div class="lb-trans"><h2>材料便宜，工艺干净</h2>
</div><p>The test vehicle’s interior colour scheme is initially striking. The dashboard, door panels, and seat upholstery are lilac, which is a refreshing change in a segment dominated by dark plastic interiors. While the build quality is solid and all components fit well, the materials feel far from premium. That also applies to the synthetic leather upholstery favoured by Chinese automakers, which feels distinctly artificial. The rest of the material mix is similar, with hard plastics dominating, and even the textured surfaces don’t feel particularly pleasant to the touch.</p>
<div class="lb-trans"><p>测试车辆的内饰配色方案最初令人印象深刻。仪表盘、门板和座椅 upholstery 是淡紫色，这在以深色塑料内饰为主的细分市场中是一种清新的变化。虽然做工质量扎实，所有组件都契合良好，但材料感觉远非高档。这也适用于中国汽车制造商偏爱的合成皮革 upholstery，感觉明显不够自然。其余材料的组合类似，硬塑料占主导地位，即使是纹理表面触感也不特别令人愉悦。</p>
</div><p>However, the agency responsible for organising the test drives emphasised that the test vehicle was a pre-production model not yet fully adapted to European standards. A nice detail is the small storage compartment in the front of the centre console, which, with its lid and knob, resembles an old vanity case. Combined with the illuminated vanity mirror, it’s clear which primary target group GAC has in mind for the UT.</p>
<div class="lb-trans"><p>然而，负责组织试驾的机构强调，测试车辆是尚未完全符合欧洲标准的预生产模型。一个不错的细节是中央控制台前部的小储物格，带有盖子和旋钮，类似于旧式化妆箱。结合照明化妆镜，可以清楚地看出广汽为 UT 设定的主要目标群体。</p>
</div><p>The dual wireless charging pad is another practical feature. Apart from the upholstery, the seats also make a good impression—they’re not only comfortable but also provide adequate lateral support. The front seats can be fully reclined, making the compact suitable for car camping.</p>
<div class="lb-trans"><p>双无线充电垫是另一个实用的功能。除了 upholstery，座椅的表现也令人满意——它们不仅舒适，而且提供了足够的侧向支撑。前排座椅可以完全放倒，使得这款紧凑型车适合汽车露营。</p>
</div><h2>Conclusion</h2>
<div class="lb-trans"><h2>结论</h2>
</div><p>With the Aion UT, GAC has, at least on paper, exactly the right car for the European market. The compact’s appealing design and consistently comfort-oriented approach should make it a pleasant everyday companion. However, the Chinese automaker still needs to refine a few areas—particularly the suspension tuning, software, and interior material selection.</p>
<div class="lb-trans"><p>凭借 Aion UT，广汽在纸面上至少拥有一款适合欧洲市场的车型。这款紧凑型车吸引人的设计和始终以舒适为导向的理念，应该使其成为愉快的日常伴侣。然而，这家中国汽车制造商仍需在几个方面进行改进——特别是悬挂调校、软件和内饰材料选择。</p>
</div><p>The charging times are also not particularly impressive for the C-segment. In this market, the model is likely to achieve high sales figures only if it significantly undercuts its main competitors, particularly the VW ID.3, in terms of price. To truly challenge Volkswagen, the UT should ideally be priced well below €30,000 in its base configuration.</p>
<div class="lb-trans"><p>对于 C 级市场来说，充电时间也并不特别令人印象深刻。在这个市场中，只有在价格上显著低于主要竞争对手，特别是 VW ID.3 的情况下，该车型才有可能实现高销售数字。为了真正挑战大众，UT 的基础配置理想价格应低于 30,000 欧元。</p>
</div>

广汽埃安 UT 驾驶评测：一个更为柔和的 ID.3 竞争对手