Xpeng G6 Review & Prices

The Xpeng G6 is the latest Chinese electric car vying for your attention, and it’s well worthy of it. Xpeng was only founded in 2014 and the G6 launched in China in 2023 - but it’s now made its way to the UK as a mid-sized alternative to the Tesla Model Y, the Hyundai Ioniq 5, and the Skoda Enyaq.

With its smooth silhouette, button-free interior design and oodles of clever tech, it’s definitely the Tesla that Xpeng is most obviously gunning for. If imitation is the sincerest form of flattery, then Elon Musk should be tickled pink by the G6’s existence.

But don’t go thinking the G6 is just a copycat clone - in fact, it’s a surprisingly mature and well-sorted electric car. Chinese cars often offer great value but are rough around the edges, but that’s not the case with the Xpeng.

Xpeng G6: electric range, battery and charging data

Range: 270-354 miles
Efficiency: 4.0 miles per kWh
Battery size: 66kWh/87.5kWh
Max charge speed: 215kW/280kW
Charge time AC: 7.5-9.5hrs (11kW)
Charge time DC: 20mins 10-80%
Charge port location: Right rear
Power outputs: 255-282bhp

In terms of styling, there’s nothing to get too excited about - but nor is there any reason to have a moan. The G6 has smooth sides with flush door handles, a wide lightbar on the front above low-set headlights, and a flat, fairly featureless rear. The alloy wheels look smart and one nice touch is a rear windscreen wiper - something many electric cars of this shape don’t offer.

Inside, it’s similarly minimalist. Physical switchgear is limited to the steering wheel, the window switches and the Mercedes-aping column stalks - that’s it. The remainder of your interaction goes through the massive 15.0-inch central touchscreen - though unlike the Tesla Model Y, you also get a driver display with your speed and other essentials on it.

In contrast to many Chinese car infotainment systems, the Xpeng’s feels as slick as any Western manufacturer’s. The menus are quick to respond, sensibly laid out and easy to navigate - and that’s no mean feat given the level of gadgetry fitted.

Interior quality is pretty good, and it’s roomy too - there’s loads of space in the back, even for three occupants, and the boot is a decent size even if it’s not up to the cavernous area you get in the Tesla Model Y.

The rear seats can recline, and the whole affair can even fold flat for in-car camping with an optional mattress accessory. There are special camping modes for the infotainment and air-con to facilitate this.

Xpeng hasn’t made the G6 stupidly powerful, nor does it baffle with too much choice. There are two versions - the Standard Range car gets 255hp and can do 270 miles to a charge, while the Long Range has 282hp and is capable of 354 miles between topups.

Both are quick without being rabid, but you’re not too encouraged to drive the G6 fast because it’s not especially fun. The steering feels quite disconnected from the front wheels, with very little feedback, and the suspension never really settles into a rhythm. It’s not the harshest-riding car out there, but a Hyundai Ioniq 5 deals better with bumps.

However, the Xpeng G6’s strong combination of space, value and range makes it a seriously compelling alternative to the established EV roster. If you’re interested, you can check out our best Xpeng G6 deals, or see other brilliant deals on electric cars. Remember that Carwow can even help you to sell your old car when the time comes.

The Xpeng G6 starts off at just under £40,000, an extremely competitive price tag that puts it on a par with the entry-level Hyundai Ioniq 5 and around £5,000 cheaper than a basic Tesla Model Y. It also means it skirts the expensive car supplement on years two to six of ownership.

The only model that dips under this threshold is the Standard Range model in its free paint colour of appliance white, though - if you want the Long Range battery or a different colour, the G6 costs more than £40,000. The Long Range version comes in at just under £45,000, which again looks excellent value against Tesla or Hyundai.

Performs well enough, but the Xpeng G6 isn’t very comfortable over bumps or much fun in the corners

In town

Visibility is a mixed bag in the Xpeng G6 - the front pillars are quite thick and the rear window is tiny, but a glut of cameras surrounding the vehicle (including handy blindspot ones which display when you indicate) make it pretty easy to place the car, especially when parking. There’s also a fantastically good auto-park system, and sensors which display your distance to surrounding objects in inches.

Performance around town is strong, and as with all EVs you get an instant, seamless power delivery. However, the G6’s suspension doesn’t absorb bumps very well - it’s quite bouncy over potholes and speed humps, and small road imperfections do rattle through to the cabin.

The square steering wheel is also unnecessarily frustrating when you’re doing quick manoeuvres - it’s too thick to grab comfortably, and the centre is too wide. What was wrong with circular steering wheels?

On the motorway

Power delivery in the G6 is more moderate than it is in a Tesla, or something like a top-spec Hyundai Ioniq 5 - there’s still plenty of shove, but you won’t be pushed back into your seat even if you put your foot down. As a result, while motorways are a relaxed affair, you can’t quite muscle your way into tight gaps like you can in some alternatives.

The G6’s suspension settles down a bit on a faster road though you will still feel potholes, expansion joints and rumble strips more than you would in a Hyundai Ioniq 5. Xpeng’s assisted driving tech is also very good - it’s not quite as sophisticated as Tesla’s Autopilot software, but it combines adaptive cruise control, lane-keeping aids and automatic lane changing when you signal - all in a very smooth and controlled way.

There’s no engine noise, of course, and the G6’s smooth shape minimises wind noise, leaving just a hint of wind noise to contend with. It’s a very refined affair.

On a twisty road

The G6 does have a Sport mode, but it takes a few taps on the infotainment system to access it - and the difference in how it drives is minimal. There’s a choice of three steering weights, but the Sport mode is far too heavy and even the normal setting is quite weighty - it feels most natural in the lightest of the three.

However, no matter how you set up the G6, it’s not exactly exciting to drive. It feels quite heavy in the corners (and it is) and doesn’t change direction with much nimbleness. The steering doesn’t really give you a sense of what the front wheels are doing, and though it’s rear-wheel drive there’s no sense of playfulness if you boot it mid-corner. It’s safe, secure and neutral, but not as entertaining as a Hyundai Ioniq 5 or even an MG S5 EV.

Boot space lags behind Tesla and there’s no frunk, but rear seat space is excellent

The G6 is quite a large car, and the front seats have plenty of room for drivers of all sizes. Electric adjustment is standard, while the steering wheel moves (manually) for reach and rake. Annoyingly, the mirrors need to be positioned through the screen, though there’s a fairly quick shortcut to change them through a pull-down bar at the top.

Storage in the front is mixed. There are a pair of cupholders which are quite small, but they’ll fit most takeaway cups. Under-armrest storage and big door bins, plus a large spot underneath the centre console all accommodate larger items, but they don’t quite make up for the G6 lacking a glovebox.

There are twin wireless phone chargers on the dash, which are powerful 50W ones. However, despite being ventilated, they leave your phone right in the sun, so you’re very likely to find it getting uncomfortably hot.

Space in the back seats

Rear seat space in the Xpeng G6 is ample. There’s loads of legroom and enough headroom for people over six foot to get comfortable. The floor is totally flat and even the middle seat is quite wide and soft, so carrying three occupants isn’t out of the question.

The rear seats also recline by quite a few degrees, for a more relaxing atmosphere. There are twin USB-C ports and air vents in the centre, while the fold-down centre armrest has a pair of hidden cupholders. The door bins back here are a good size too.

There are ISOFIX points on both outer rear seats, and the doors open wide enough to make installing a youngun a doddle.

Boot space

The G6 has a 571-litre boot. That’s a really good size, larger than the 520-litre Hyundai Ioniq 5 and close to the 585-litre Skoda Enyaq. It can’t compete with the mammoth 854-litre Tesla Model Y, though. Xpeng also doesn’t give you a front storage area, or ‘frunk’ - though it does look as if there would be space for one.

You do get a pair of underfloor compartments which work well for keeping your cables tidy, and the boot lid is powered. The rear seats fold easily and lie totally flat.

Minimalist aesthetic apes Tesla but if anything, works a little better

The G6’s interior is clearly inspired by the Tesla Model Y - from the huge screen to the minimalist dashboard to the monochrome aesthetic. However, unlike the Model Y, in addition to the massive 15.0-inch touchscreen in the centre you also get a large driver’s display to show speed, assisted driving features and other essentials.

That frees the centre screen up to deal with just infotainment, and it does so extremely well. It’s not quite as slick and responsive as Tesla’s system, but it’s not far off, and it feels more modern than the touchscreens you get on a Hyundai Ioniq 5 or Skoda Enyaq - it’s laid out more like a smartphone. There’s a quick-access function bar at the top, and at any point you can swipe up from the bottom for shortcuts to the settings menu, app drawer, and the climate controls.

The climate controls are primarily interacted with through the screen, though by default the left-hand bank of steering wheel buttons alters temperature and fan speed when you’re not using the cruise control. Even the direction of the air vents is set digitally, which seems a bit like technology for technology’s sake - though it does mean you can set them up to ‘sweep’ a bit like an oscillating fan.

Apple CarPlay and Android Auto are present and correct - wireless, with the wireless phone chargers to back them up. But if you’d rather plug in, there are USB-C ports aplenty.

Interior quality is pretty good - just about everything you touch is swathed in either soft-touch plastic, artificial leather or fabric trim, and we didn’t notice any creaks or rattles either. However, the dark interior colour does feel rather foreboding, with just a few bits of shiny trim breaking up an unrelenting sea of black - the lighter colour will be less hardwearing, but brightens things up considerably.

Xpeng hasn’t loaded the G6 up with quite as many gimmicky or gadgety features as Tesla, though there are a couple of neat ones. Mindfulness mode is rather pointless, suggesting you take half an hour (half an hour!) to meditate in your car - no thanks - but Sleep Mode is a great addition, keeping the G6 ventilated if you happen to be stopping for a nap or even overnight. Something that it’s possible to do, given the seats fold entirely flat and there’s an optional mattress attachment… but the feature is also great for when you need to leave pets in the car for a few minutes.

You can control just about all the car’s features from the Xpeng app, including using your phone as a key. You can also use the app to pilot the car into or out of a tight parking space, or keep an eye on it using Sentry Mode. The whole app ecosystem works really well, making many alternatives’ smartphone apps feel really basic in comparison.

There are two models of the Xpeng G6 available - Standard Range and Long Range. The former claims around 270 miles on a charge, the latter up to 354. The Standard Range car will go further on a charge than an equivalent Hyundai Ioniq 5, while the Long Range car is identically-priced to the base-spec Tesla Model Y with a claimed 311-mile range.

And during a week with the Long Range G6, we found it would come pretty close to that figure - over mixed mileage, including motorways, the indicated range ticked down at about the same rate as the miles scrolled past. Expect well over 300 miles on a single charge, a really usable everyday figure.

You can top up really quickly too, as the G6 supports 215kW charging on the Standard Range and 280kW on the Long Range - both equate to a 10-80% charge in as little as 20 minutes at a suitably powerful public charger. They also support 11kW home charging.

As a fully electric car, the G6 pays the lowest rates of VED and company car benefit-in-kind tax. If you go for the entry-level Standard Range car, you dodge the expensive car supplement on years two to six of your VED bill - though adding even a paint colour to this car will tip you over that £40,000 threshold.

The Xpeng G6 scored a full five-star safety rating from Euro NCAP when it was tested in 2024. Though none of its scores were particularly standout, all were good and well up to the standards of its alternatives.

All of the necessary safety equipment is present and correct, and it’s not too difficult to switch off the more annoying ones - in fact, the first time one of them activates, you’ll get a pop-up in the infotainment system inviting you to switch them off. You can also create routines in the infotainment system that turn all of them off when you start the car up, though this feels like a loophole that may soon be patched.

Xpeng is a new company to Europe and the G6 is a relatively new car. And unlike BYD, MG, or GWM, Xpeng doesn’t have decades of history in its home market to fall back on.

However, Xpeng is offering a very generous seven-year, 100,000-mile warranty - the equal of Kia and MG and better than Tesla. The battery gets a separate eight-year warranty.

Servicing your Xpeng might be a pain, though, as the brand currently has very limited dealer coverage in the UK. At the time of writing there were just six service centres open, though Xpeng promises over 20 by the end of 2025.