From £40,000

Chinese mid-sized electric SUV majors on space, tech, charging speed and value

Xpeng has been operating for more than a decade, and we’ve been writing about it since 2019. Yet this Xpeng G6 might still need a bit of an intro.

The company was founded in Guangzhou, China, by former senior executives of state-owned GAC. The enthusiasm for advanced automotive technology that those two executives, Xia Heng and He Tao, put at the core of their new enterprise can be read as a reaction against the presumably conservative attitudes of their former employer.

It's a curious car. Simultaneously slightly anonymous yet odd.

Xpeng had offices in Silicon Valley, California, within a few short years of its formation and was closely involved in the development of autonomous cars before its fifth birthday. It is international in its outlook and independently operated – its shares are traded on the New York and Hong Kong stock exchanges – and it remains committed to distinguishing its electric cars from their peers primarily via their technology.

It introduced the G6 to the UK in February 2025, and the model has already been updated. Up front there’s a new full-width lightbar, the rear’s shape has been adjusted ever so slightly to make it more coupé-like, there are some new colours and the interior gets a digital rear-view mirror and some ambient lighting.

But the big change is with the battery. An 80.8kWh lithium iron phosphate battery replaces the 87.5kWh lithium ion battery. This not only eliminates the use of more expensive and less sustainable materials such as cobalt, manganese and nickel but also delivers quicker charging speeds. It will now deliver up to 451kW - making it the quickest charger in its class.

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DESIGN & STYLING

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The G6 looks like a slightly naive mix of the progressive and derivative. Its ‘robot face’ look is clearly intended to outwardly manifest the technologically avant-garde philosophy within, but just how successfully it manages to do that seems very open to question. The curving roofline and distinctive silhouette are certainly quite bold and ought to better identify the car. And yet, overall, it’s hard to see much of anything here but a mix of design cues appropriated from Tesla and Mercedes-Benz. 

The car sits on Xpeng’s SEPA2.0 platform, which is made up of a mixed-metal chassis of aluminium and steel, reinforced by a stressed underfloor battery pack. It has an aluminium body, an 800V electric architecture – with a silicon-carbide power inverter – and what Xpeng calls its ‘full scenario’ XPilot 2.5 driver assistance technology package, which is made up of a network of 29 cameras, radar transceivers and ultrasonic sensors, whose output is monitored and processed by a special Nvidia processor - the same stuff found in its robots and flying ‘cars’

A curving roofline, which peaks just above the driver’s head, gives the G6 an unusual profile. It’s a relatively tall car but the dark-coloured sills hide that quite well.

It’s very simple choosing a G6. At the moment there’s only the Long Range car coming to the UK, although the Standard Range is expected soon. Then it's simply a case of picking an exterior colour and either black or white interior trim.

The rear-wheel-drive Long-Range is driven by a single electric motor with 325lb ft and 290bhp. The all-wheel-drive Dual Motor model makes 486lb ft and 480bhp.

INTERIOR

XPENG G6 review 2025 010 interior

The G6 feels a bit bathtub-like to sit in – the plunging bonnet and bodysides are hidden from view from the driver’s seat behind quite a high beltline and scuttle. This, combined with the effect of that descending roofline at the rear, makes for quite an enveloping ambience, which it builds on to modestly luxurious effect in at least one respect.

This is quite a big car for the price – around 200mm longer than a Peugeot e-3008 and more than 100mm longer than a Skoda Enyaq. More than anywhere, it feels big in the provision of second-row passenger space: even taller adults will find room to stretch out in the back seats, which don’t seem to suffer from the ‘high floor syndrome’ that affects so many electric cars. They also recline quite a long way.

There are two colours to choose from inside - black and white. Both are leather.

Digital technology aside, though, you wouldn’t say the G6’s interior feels particularly lavish, although neither is it hard or cheaply kitted out. The perceived quality is a cut above that of MGand on a par with BYD, and it certainly bears comparison with European brands.

Up front, there’s a slightly anonymous look to the dashboard and primary controls, but that’s mostly because there are so few features to look at here – and what is there isn’t very originally themed. The use of satin chrome switchgear and decorative trim against the charcoal grey of mouldings and cloth puts you in mind of a mid-level Mercedes business saloon, while the layout of a dominant central touchscreen, and so little elsewhere, is clearly from the Tesla playbook.

Unlike in a Tesla, the G6 does have an instrument display, but no head-up display, and it does have a ‘column shifter’ drive selector and an indicator stalk. The ‘thumb’ button consoles on the steering wheel spokes, meanwhile, double up to change door mirror position and adjust the motorised steering column, in a similar way to a Tesla, once the right touchscreen menu is selected.

There’s quite a bit of cabin storage in the front row, between a deep armrest cubby and the space below the floating centre console. However, while the boot is advertised at a voluminous-sounding 571 litres, its outright space is clearly shallower than in some squarer-bodied SUV rivals, and it might not be suited to carrying the very bulkiest of loads.

Multimedia

The G6’s 15in landscape-oriented touchscreen has very little back-up from permanent physical controls. As a result, like so many we’ve criticised, it must provide heater and ventilation controls, audio system controls, trip computer information and more – and all at a fairly distantly stretched arm’s length from the driver.

Admittedly, heating/cooling and fan speed can be adjusted by the thumb buttons – unless the cruise control is selected. If that’s in use you’ll need to use the touchscreen to control the HVAC.

Xpeng's first transgression is in not flipping its main vertical menu navigation bar over to the right-hand margin of the screen for right-hand-drive users – it means you have to stretch all the way to the left when jumping around menus. That the lower shortcut nav bar makes the icons on it a little too small for easy at-a-glance identification is a more minor annoyance.

The system includes wireless smartphone mirroring for Apple CarPlay and Android Auto as standard. The twin, air-conditioning-cooled, 50W wireless smartphone charging pads are really great, too, and they work perfectly to keep your device topped up. 

ENGINES & PERFORMANCE

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The G6’s performance level is more than sufficient for daily driving, and its power delivery is as linear and straightforward as that of any electric rival. This is clearly a car designed to make life as easy, comfortable and safe as possible for you, but with little regard for how much you might enjoy driving it. There’s no pretence of dynamism or sportiness of the sort that Tesla typically, but not exclusively, trades in among specialist EV makers.

The car has enough potency to feel brisk from low speeds and to get single-carriageway driving done fairly authoritatively when it needs to.

There is a launch mode for maximum attack. I imagine most people would use it once.

The absence of paddles for manual control of regenerative braking counts a little against the car on drivability. As with so many things, there’s a toggle for it on the touchscreen and, as with others, it’s buried several menu layers deep from the home screen.

RIDE & HANDLING

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The one aspect of the G6’s character that Xpeng doesn’t seem to have appropriated from a certain other maker of EVs is how it drives. In terms of its ride frequency and dynamic tuning, it feels medium-soft, with a fairly gentle gait out of town – a little like a middle-sized, mid-range Volvo or Volkswagen.

You can adjust the weight of the car’s steering, though the directness of the fairly large tiller is always medium-slow, in line with the car’s fairly lengthy wheelbase, and a sense of filtered disconnection from the front wheels is ever-present. So the G6 isn’t very agile and we found that a lighter control weight suited it better and made it feel at least more coherent to drive.

The lane keeping really leaves you alone. But the adaptive cruise needs a bit of work.

However, soft certainly doesn’t mean settled when it comes to the close body control and ride composure of the G6. Xpeng has chosen a multi-valve passive damper from Sachs, which behaves a little like a frequency-selective shock – albeit one apparently in need of some further fine-tuning.

The car’s ride feels a little wooden, sharp and under-isolated over high-frequency bumps like deceleration ridges and drain covers, as if the suspension is freezing a little. Then it becomes too permissive over longer-wave ones, allowing the body to pitch and heave a little at speed, and undermining its cruising comfort. 

The car controls lateral movement better and certainly wouldn’t run out of grip or be short of stability on the road. At the limit of grip, you can begin to feel the influence of the rearwards weight distribution as the car pushes into roll-understeer. 

Assisted driving

The G6’s assisted driving technology is advertised as one of its key selling points so ought to be a real strong suit for it, but we’re not particularly impressed.

The lane keeping system is tied to the adaptive cruise control. The latter works fairly smoothly but the former struggles with inconsistent lane markings and drops in and out with annoying frequency anywhere other than on perfectly marked motorway.

The active-dipping headlights must use the same cameras and image processors as the various other ADAS functions – and even they struggle to spot cars that you’re following beyond a fairly close distance and all too often switch to full beam when they shouldn’t.

However, we have no criticisms of the autonomous emergency braking system, which, through the instrumentation screen, seemed to have a very complete picture of any potential hazards in its immediate surroundings during our test and never triggered unnecessarily.

MPG & RUNNING COSTS

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Xpeng pegs this as the fastest charging car in its class. It reckons - with the right charger of course - that it can go from 10-80% in 12 minutes. Pre-facelift cars take 20 minutes. And even then, that’s pretty fast.

WLTP range is pegged at 332 miles with a score of 3.5mpkWh. On an admittedly quite slow, flat route we actually bested that mpkWh figure. So it will be interesting to see how it performs in real-world conditions in the UK.

Charging is mega. But range is just ok. And with home charging pretty ubiquitous among EV buyers in the UK, you've got to ask yourself which you'd prefer.

VERDICT

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The first time you see an Xpeng G6 on UK roads, you may need two or three takes to recognise it. Visually, it’s anonymous and derivative and serves to prove that when Chinese car designers seek to make a class-leading car, they tend to copy the best that’s on the market, rather than to surpass it. 

However, to dismiss this car out of hand as a second-rate Tesla tribute act would be to overlook some clear and fairly convincing rational qualities. The G6 is spacious, quite versatile, comfortable, fairly well appointed, efficient, fast-charging and, above all else, strong value for money.

Latest update makes this G6 even more effective. Needs another one to be as good as a Tesla Model Y.

To drive, it’s quite ordinary. But if the digitally dominated operating concept doesn’t irritate you, and the design doesn’t either, there are good, sensible reasons to consider it.

Murray Scullion

Murray Scullion
Title: Digital editor

Murray has been a journalist for more than a decade. During that time he’s written for magazines, newspapers and websites, but he now finds himself as Autocar’s digital editor.

He leads the output of the website and contributes to all other digital aspects, including the social media channels, podcasts and videos. During his time he has reviewed cars ranging from £50 - £500,000, including Austin Allegros and Ferrari 812 Superfasts. He has also interviewed F1 megastars, knows his PCPs from his HPs and has written, researched and experimented with behavioural surplus and driverless technology.

Murray graduated from the University of Derby with a BA in Journalism in 2014 and has previously written for Classic Car Weekly, Modern Classics Magazine, buyacar.co.uk, parkers.co.uk and CAR Magazine, as well as carmagazine.co.uk.

Matt Saunders

Matt Saunders Autocar
Title: Road test editor

As Autocar’s chief car tester and reviewer, it’s Matt’s job to ensure the quality, objectivity, relevance and rigour of the entirety of Autocar’s reviews output, as well contributing a great many detailed road tests, group tests and drive reviews himself.

Matt has been an Autocar staffer since the autumn of 2003, and has been lucky enough to work alongside some of the magazine’s best-known writers and contributors over that time. He served as staff writer, features editor, assistant editor and digital editor, before joining the road test desk in 2011.

Since then he’s driven, measured, lap-timed, figured, and reported on cars as varied as the Bugatti Veyron, Rolls-Royce PhantomTesla RoadsterAriel Hipercar, Tata Nano, McLaren SennaRenault Twizy and Toyota Mirai. Among his wider personal highlights of the job have been covering Sebastien Loeb’s record-breaking run at Pikes Peak in 2013; doing 190mph on derestricted German autobahn in a Brabus Rocket; and driving McLaren’s legendary ‘XP5’ F1 prototype. His own car is a trusty Mazda CX-5.