The Roewe i6 MAX EV is a C-segment fully electric sedan introduced by SAIC Roewe in 2020, developed as an ICE-to-EV conversion based on the petrol-powered i6 MAX. The model once drew strong market attention courtesy of its high value-for-money proposition and expansive 1.7-metre panoramic glass roof. However, amidst brand marginalisation and sluggish technological updates, monthly sales have slumped to single digits, with run-out showroom units of the 2025 model currently going for just over RM60,000.
Positioned as a C-segment pure electric three-box sedan, the car falls under the SAIC Roewe stable. Key highlights include a generous 2,715 mm wheelbase, 467-litre boot, a 3-square-metre galaxy panoramic glass roof, and an aggressive clearance price of over RM60,000. The 2025 line-up is trimmed down to a sole variant—the "400km Front-Wheel Drive Edition"—with an official list price of RM259,800, though on-the-road clearance promos have seen it plunge by roughly RM190,000 to just RM65,800.
In terms of dimensions, it measures 4,722 mm long, 1,835 mm wide, and 1,493 mm tall with a 2,715 mm wheelbase, offering a 467-litre boot capacity. Key rivals include the BYD Qin PLUS EV and GAC AION S.
Up front, the exterior sports Roewe’s blacked-out ‘Ronglin’ patterned grille flanked by sharp LED headlamps, lending it a clean, sporty, and modern aesthetic. The side profile stays clean with a fastback C-pillar silhouette that adds a touch of athleticism, though the sharply kicked-up rear quarter glass appears a tad awkward. Round back, a full-width chrome garnish ties the tail lamps together to visually widen the rear stance.
Overall, the blacked-out grille, sleek fastback profile, and connected rear chrome styling form a cohesive exterior, though panel fit and finish is somewhat average, notably around the uneven boot lid shutlines. Inside, the cabin gets a high-tech vibe with a 12.3-inch fully digital instrument cluster and a 14.3-inch portrait-oriented infotainment touchscreen. Soft-touch materials are generously applied across the dashboard and door cards, giving it a more plush touch than rivals in the same bracket. The 1.7-metre ultra-long galaxy panoramic glass roof spans both seating rows, flooding the cabin with natural light; however, the lack of a physical roller blind makes it an absolute greenhouse under the scorching hot sun.
The 2025 variant is driven by a front-mounted TZ204XS1152 permanent magnet synchronous motor rated at 120 kW (163 PS) and 280 Nm of torque. The official 0–50 km/h sprint is clocked at 4.5 seconds, with 0–100 km/h completed in around 7.8 seconds, reaching a top speed of 185 km/h.
Juice comes from a 51 kWh lithium iron phosphate (LFP) pack sourced from SAIC-CATL, returning an NEDC-rated range of 400 km. Official DC fast charging takes 30 minutes from 30% to 80% state of charge. Real-world driving range varies considerably with ambient temperature: around 350–400 km in milder weather, dropping to roughly 200 km in cold climates with the heater on, and delivering just over 300 km on pure highway cruises.
Specification Differences vs. 2022 High-Spec Model: The older flagship model packed a more potent 135 kW (184 PS) motor, an NEDC range of 502 km, and an 8-year/150,000 km battery warranty. The 2025 model has been detuned to a 400 km range primarily to shave production costs and slash the retail price.
Underneath, the car runs on a front MacPherson strut and rear torsion beam setup, supplemented by front ventilated disc and rear solid disc brakes, along with an Electronic Parking Brake (EPB). Notably, while the 2022 range-topper came equipped with a multi-link rear independent suspension, the 2025 version has been cost-down to a rear torsion beam.
The suspension setup is tuned clearly for ride comfort, soaking up road undulations cleanly without undue rebound, though the steering feels light, has noticeable on-centre dead travel, and lacks road engagement. Regenerative braking is linear and unobtrusive with minimal off-throttle drag, making it very forgiving for drivers crossing over from conventional petrol cars. It rides on 205/60 R16 tyres; while the slim rubber helps cut rolling resistance, it is prone to wheelspin under hard acceleration.
Infotainment duties are handled by the Zebra Zhixing VENUS OS on a standard 14.3-inch central touchscreen, packing AI voice control, AutoNavi GPS, and 4G connected services. However, the system suffers from slow boot-up times, noticeable UI lag, and an outdated software version.
Seating is upholstered in synthetic leather, with a 6-way powered driver's seat. Rear legroom is plenty generous, but the swooping roofline compromises rear headroom, leaving taller passengers (above 175 cm) brushing against the headliner. Boot space is rated at a practical and well-shaped 467 litres. The audio setup is basic with just four speakers, while standard amenities include manual climate control, keyless entry, and engine push-start.
Standard safety kit covers dual front airbags, Tyre Pressure Monitoring System (TPMS), Electronic Stability Programme (ESP), and other essential electronic safety aids. The 2025 model drops all Level 2 Advanced Driver Assistance Systems (ADAS), leaving only standard cruise control and a reverse camera. By comparison, the 2022 high-spec version offered Level 2.5 ADAS capabilities (incorporating ACC, AEB, Lane Keeping Assist, and a 360-degree camera), which have been thoroughly stripped down on the 2025 model to curb costs.
Sales Figures: The car recorded just 3 units sold in February 2026, with trailing 12-month sales tallying 4,750 units. This steep decline comes down to three key issues: waning brand equity with poor market reception for Roewe NEVs; dated product strength where a 400 km range, lack of fast charging, and zero Level 2 ADAS feel out of touch by 2026 standards; and heavy depreciation, with used car prices bottoming out at just RM30,000–RM40,000.
Owner Feedback (12365auto / Bitauto rating: 3.96/5): Positive remarks mainly praise the airy panoramic glass roof, generous cabin space, settled chassis, and phenomenal value at the RM60,000-odd mark. On the flip side, chief gripes revolve around heavy real-world range drop in cold weather (claimed 400 km vs realistic 200 km), sluggish and crash-prone infotainment, and excessive cabin heat buildup from the unshaded glass roof.
To sum up, the Roewe i6 MAX EV is a car of stark contrasts. At its original list price of RM259,800, it is dead in the water; but at an on-the-road clearance price of RM65,800, its value-for-money proposition shoots through the roof—giving you C-segment cabin space, a compliant chassis, and a panoramic glass roof for Wuling Hongguang MINIEV money. The trade-offs, however, are clear: a real-world range of 400 km (or 200 km in cold weather), absence of fast charging, no Level 2 ADAS, a laggy infotainment interface, and weak brand cachet. It is best suited for ultra-budget-conscious buyers with access to home charging, who mainly commute within the city and can overlook the dated infotainment system. Grabbing a brand-new 2025 run-out unit (at RM65,800 on-the-road) is the recommended route, provided battery state-of-health is fully verified; used examples going for RM30,000–RM40,000 are also worth a look, provided the high-voltage EV components clear a thorough inspection.
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