► Xpeng G6 driven in the Netherlands, but UK launch is on the horizon
► 10-80% charge in ten minutes
► 342-mile range
Meet Xpeng: the latest Chinese EV brand to come to the EU. Pronounced Xiǎopéng, (like Xiaomi, who also makes EVs now), it’s been around for a decade, and it describes itself as an innovation powerhouse.
The firm has a software-centric approach to design – and its R&D department counts for 40% of its 15,000 strong workforce. It’s paying off, too; the brand’s 800V SEPA 2.0 platform has already attracted investment from Wolfsburg, with the two set to co-develop B segment smart EVs.
Before all that arrives, though, there’s this – the G6. It should come as no surprise that it’s a mid-sized electric SUV, but you can’t blame Xpeng for riding the wave. You can blame Xpeng for describing the G6 as an; ultra-fast-charging smart coupe SUV,’ though – but more about that later.
Order books are already open in Denmark, Norway, Sweden and the Netherlands, with the G6 set to touch down in the UK before the end of the year. Until then, we’ve driven the new Xpeng G6 SUV on Dutch roads.
At a glance
Pros Lots of kit as standard, competitive range, should be affordable when it arrives
Cons Not very engaging to drive, unintuitive UI, dealership and support unknown
What’s new?
Where Xpeng is already sold in Europe, the G6 is joined by two other models; the P7 saloon and larger G9 SUV. As you can tell from the numbers, the G6 is the smallest of the SUVs, but aims to offer more space than the P5. At 4.75 meters long, 1.92 meters wide and 1.65 meters high it fits squarely into mid-sized EV bracket.
Xpeng says the G6 takes a lot of inspiration from the world of sci-fi fantasy, but it arguably takes more from some of the best electric SUVs. At first glance, it’s a greatest hits of electric cars right now: its DRLs look a bit Hyundai Kona or Li Auto Mega, while the light clusters just below them have a sprinkle of Stuttgart’s Macan. From the side there’s Mazda and Tesla in the surfacing and, at the rear, things go a bit F-Pace.
Still, put it all together and the Xpeng is handsome car, even in the retina-scorching Fiery Orange we drove it in. Less ostentatious customers can get it in Graphite Gray, Midnight Black, Silver Frost at no extra cost.
What are the specs?
The line-up is organised by battery-size and consists of three models. The entry-level Standard range packs in a 66kWh LFP battery to power the rear axle only and makes 190kW or 262bhp, and 325ft lb of torque. 0-62mph takes 6.9 seconds. Above that, there’s a larger 87.5kWh NCM battery powering the RWD Long Range model which makes 210kW or 290bhp and 325ft lb of torque, and does 0-62mph in 6.7 seconds.
Finally, the range-topping AWD Performance model uses the big battery to power two motors and makes 350kW or 483bhp of combined power, along with 487ft lb of torque. That makes for a punchy 0-62mph sprint of just 4.1 seconds. All variants are limited to 200km or 124mph.
Range and charging
Xpeng’s R&D appears to have paid off because the G6 has impressive WLTP figures. The standard car gets 270 miles, the Long Range 354 miles and the range-topper gets 342 miles due to the extra motor and power. We got 17.7kwh per 100km (62 miles) on our spirited drive in the AWD car, for reference. That works out to 3.5 miles per kWh.
Charging is fast too, with the Xpeng’s 800V chassis and battery system pulling out some impressive figures. 280kW DC charging means 10-80% takes just ten minutes if you’ve got the battery pre-conditioned.
How does it drive?
The roads around Utrecht are smooth but calling them engaging or challenging would be inaccurate. Harsh average speed limits, a lack of topography and roads the width of a fishing line meant we weren’t able to challenge the Xpeng’s handling too much, but when we did it wasn’t remarkable.
There are four modes to choose from; Normal, Sport, Eco and All-terrain, but in all of them the G6 felt a little artificial and woolly on turn in. Not massively so, but enough to reduce confidence on Utrecht’s narrow roads. Braking offered a similar experience, it wasn’t bad per se, but there was a lack of feel between pedal and braking force.
Body roll wasn’t too noticeable when we were able to lean on the car a little, and the ride was fine on Dutch roads, but the highlight of the G6’s performance has to be its straight-line prowess. Reading its circa-four-second launch speed on paper is one thing, experiencing it behind the wheel is something else. Dig into the menus to switch on Sport, punch it on a motorway entry ramp, and the digital display speeds flicks through the kilometres at an absurd speed.
It’s not as violent as some EVs but it packs a punch, and on the wet roads around Xpeng’s R&D centre it was enough to break traction even in the AWD model we drove. Still, an aggressive TC meant everything was gathered up well before things got too interesting.
There are four regeneration modes to choose between: light, medium and high to X-pedal mode. Pick anything towards the top end, apply Sport and the G6 decelerates nearly as violently as it picks up speed. It’s a driving experience increasingly regarded as ‘dynamic’ in the new EV age.
What about the interior?
Like other cars in the Xpeng range, the G6 follows a formula of large screens and rather sophisticated-looking design, with pockets of technology adding to the premium feel. Front and centre is a huge 14.96-inch touchscreen where you control most functions, and the driver gets a separate, 10.2-inch letterbox-shaped display. The latter appears to use privacy technology so the passenger can’t see what’s going on. Either that or it’s a cheap panel with a poor viewing angle…
Elsewhere, bits and pieces like the dual, ventilated 50W wireless charging pads are a very nice touch, and they’re illuminated by a vast panoramic sunroof that makes the cabin feel incredibly spacious. After sitting at the back, I can reveal it’s just that big: I was able to comfortably sit my 6’2-ish frame behind itself.
There are a few let downs though: although the Xpeng has neat design, some of the plastics betray its relatively affordable market positioning. Reach for the non-existent glovebox and you’ll find some tough-feeling plastic. Secondly, Xpeng’s Xmart OS looks great but is a pain to navigate; even getting Sport mode activated takes three clicks. Voice recognition is better than we expected, but we wouldn’t want to rely on it.
We also had a go at the semi-autonomous functions, which require you to tug on the gear selector while moving. It feels pretty unnatural and is made worse by the fact changing speed is done on the other side of the steering wheel. The system itself was pretty jarring too; accelerating or braking turned the system off rather than temporarily overriding it like it does in most cars.
Before you buy
You can’t buy one just yet, but Xpeng is targeting a UK launch before the end of the year. Once the car does arrive there’s very little in the way of trims to pick from; just choose from the three models and pick a colour, and the rest comes as standard. The only option is a tow bar, as they’re not popular in China.
That means every G6 has 20-inch rims, the huge sunroof, adjustable heated and vented front seats and aheated steering wheel. A heat pump for improved driving range in winter is standard too, as is a 960W audio system with 18 speakers that is powerful enough, but lacks the clarity, depth and presence of something from Burmester for example.
Xpeng sees its main rival as the Tesla Model Y and at a rough price of £40,000 (going off the Netherlands’ €42,990) it offers a similar experience for a good chunk less. Sure, some cabin plastics are harsh, and the software isn’t as intuitive – though a big update is due later this year – but it mostly feels a match in quality with a slightly better ride.
The main issue Xpeng has will be convincing potential Tesla owners that it has an equally responsive dealership network, a similarly comprehensive charging solution and a fast-paced OTA update schedule. That’s a tall order for a fledgling brand.
Verdict
Xpeng prides itself on technology and the G6 shows it in spades. The spec sheet has everything you’d want in a car in this sector; quick charging, a long standard equipment list and WLTP figures that could almost banish range anxiety.
It’s certainly refined to drive, but not as engaging as we’d hope, with its straight-line speed more of byproduct of the technology than the actual goal. Still, the G6 ticks almost every single box you’d want in this sector and does so at a price around 10 to 15% under the class leader – that’s the Xpeng way.
So far, so good then and worth a look when it’s finally released in the UK. However, as introduction to an all-new brand, it remains to be seen if the G6 has enough personality and panache to cut through the competitive, crowded EV market.
Specs are for AWD Performance version