The Rox 01 turned up in 2023 wearing the Polestones 01 badge in China, then walked out to the world as ROX. It’s a big, boxy thing that invites comparison to a Defender, yet underneath it runs as a range-extender rather than pure electric — a detail that trips up a lot of first-time lookers. Pininfarina shaped the body, BAW builds it, and the whole pitch is camping and overlanding rather than school-run. On the numbers that matter it’s a 5.3-metre SUV that drives mostly on electricity but never makes you hunt for a charger on a long trip, which is the bit campers genuinely use rather than just read about.

Exterior

Boxy and upright. The LED signature front and rear is a thin inverted-L that reads more like a stamped logo than a light bar, and there’s something honest about a face that doesn’t try to look like every other EV. Size, since everyone asks: 5,295 mm long with the full-size spare bolted to the side-hinged tailgate, 1,980 wide, 1,869 tall, on a 3,010 mm wheelbase — drop the spare and you’re looking at roughly 5.05 m nose to tail, which is the figure that fits most parking signs.

Wheels run 20 or 21 inches, the 21s on 275/45 R21 rubber, and there’s a proper external spare with its own cover — the kind of thing that looks odd in a shopping centre but earns its keep on a trail, and that’s the feature campers genuinely use rather than just read about. Ground clearance sits at 205 mm to the sills, 255 mm under the battery pack, approach 22.2 degrees and departure 25.1, enough to nose into ruts most city SUVs would refuse. Colours keep to the outdoorsy end: grey, white, black and a spruce green that photographs well against rock.

Interior

Calmer in here than the shell outside would have you expect. The six-seat version gets airline-style captain chairs in row two with power leg rests, heating, ventilation and massage; the seven-seat swaps those for a 2+2+3 bench that folds flat into a two-metre bed — and the bit I’d actually point out to a customer is that the bed mode is what sells this car to a family, not the badge. Nappa leather, wood and tungsten-steel trim dress the cabin, and a panoramic roof keeps it bright.

You get three screens across the cabin — a 12.3-inch cluster, a 15.7-inch centre display on a Snapdragon 8155, plus a 15.6-inch panel for the second row — with tri-zone climate, 256-colour ambient lighting and a 14-speaker system rounding it out. The optional tailgate kitchen, hot water and storage and power outlets, is the bit that tells you who this car is really for, and that’s the feature campers genuinely use rather than just read about. Eight airbags and a five-star C-NCAP body sit underneath the comfort, which is the thing parents actually care about.

Powertrain and Chassis

This is where the car differs from a battery-only SUV. A 1.5-litre turbo four sits up front as a generator, not a driveshaft — it makes electricity, the two axles do the turning, and that’s the whole REEV trick. Front and rear motors combine for 350 kW, about 470 hp, and 740 Nm, enough for 0–100 in 5.5 seconds and a 190 km/h ceiling; drive is dual-motor all-wheel, with Snow, Rock, Mud, Sand and Wade modes to sort the torque, which sounds like a brochure list right up until you’re actually stuck in sand.

The pack is a 56 kWh CATL unit, a smaller 44.5 kWh version on the standard-range trims, giving 235 km of WLTC electric range and, with the 70-litre tank filled, 1,115 km total; CLTC runs higher, around 282–306 km electric and 1,338 km combined, and I’d quote the WLTC figure to a customer because it’s the honest one. DC charging peaks at 100 kW — 20 to 80 percent in about 24 minutes — while a 7 kW AC fill takes roughly 8.6 hours, and there’s 2.2 kW of vehicle-to-load per socket for the campsite, which is the bit campers genuinely use rather than just read about. Underneath is an all-aluminium chassis with double wishbones ahead and an H-arm multi-link behind, both with DCC damping and ventilated discs; the body is high-strength steel, not a ladder frame, but the off-road geometry is real — 700 mm wading, a 45-degree climb, 600 mm of axle articulation. Five radars, a dozen ultrasonic sensors and six cameras feed a Level 2 suite, with three LiDAR units optional, which is more eyes than most people will ever need.

FAQ

Is the Rox 01 a pure electric car or a range extender? It’s a REEV — a range-extender. A 1.5T petrol engine generates power but never drives the wheels; the motors do, so you get electric driving day to day. You’ll see 235 km of WLTC electric range, and a 70-litre tank that stretches total range past 1,100 km when the battery runs low. There is no separate pure-BEV version of this model, which catches a few people out next to so many battery-only Chinese SUVs, so it’s worth saying plainly before anyone expects a charging-only life.

How far does it go, and how long does charging take? On WLTC you’ll see 235 km on battery alone and 1,115 km with the range extender working; CLTC quotes closer to 306 km electric and 1,338 km combined, and I’d trust the WLTC number when you’re talking to a customer. Charging the 56 kWh pack from 20 to 80 percent takes about 24 minutes on a 100 kW DC charger, or roughly 8.6 hours on a 7 kW home wallbox. Because it’s a range-extender, a long trip means topping the fuel tank more than the battery, and that changes how you plan stops — honestly a relief for anyone who’s queued at a charger.

Six or seven seats, and can it really go off-road? Both. The six-seat layout uses captain chairs in row two with leg rests and massage; the seven-seat is a 2+2+3 that folds into a flat bed, and the bit I’d actually point out is that the bed is what families remember after a trip. Off-road, the numbers are genuine: 22.2-degree approach, 25.1 departure, 255 mm under the pack, 700 mm wading and a 45-degree climb. It’s not a welded-diff rock crawler, but for overlanding, sand, mud and mountain passes it’s properly capable, and the terrain modes do the fiddly work so you don’t have to.

Can the Rox 01 be imported to my country? Where a market has no import certification requirement, it goes straight in. Some regions do ask for type approval — the EU is the one that comes up most often — so there we confirm first whether this model can be supplied with the certification your destination wants. Send us your country and we’ll check it properly before anything moves.

How do we supply the Rox 01, and how do we start? We’re a China-based auto export trading company, so we source the Rox 01 from the manufacturer and handle the export side — paperwork, booking, sea freight and delivery into your port. Most of the people we work with are overseas dealers and importers building a steady line out of China, though we also help individual buyers running their own import. Tell us your market, drive side and rough volume, and we’ll come back with availability, shipping options and the document list your destination needs.

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