XPeng G6 Review 2025

Times are changing with unprecedented pace in the automotive world. Incoming legislation which phases out sales of new non-hybrid combustion-engined cars presents opportunities an array of Chinese electric vehicle manufacturers you may never have heard of. Here’s one such car that could prove popular when more people know what it is — find out why you should with our full XPeng G6 review.

XPeng is one of a slew of previously unfamiliar brands which have recently landed in the UK, with many more to come. While some have rapidly established themselves with impressive sales tallies — BYD, Jaecoo and Omoda, especially — others are clocking-up registration figures that are so small as to seemingly make little economic sense in bothering.

Sadly for XPeng, it’s currently in that latter group. Its presence here is handled by International Motors, the firm that’s long been responsible for UK imports of Isuzu pickups and Subaru cars — a potentially reassuring factor when it comes to spending money on a model from a company that’s new in this country.

Fingers crossed the situation turns around swiftly — consumers are missing out by not even knowing what the XPeng G6 is let alone where they can find a showroom to test drive and buy one from. As of summer 2025 there were only 14 XPeng dealers nationwide.

Spearheading the brand’s so-far tepid UK launch, the G6 is a spacious, family sized electric SUV. In terms of size the XPeng G6 has similar dimensions — and a not dissimilar teardrop shape — to the Tesla Model Y. Given that Elon Musk’s recent actions appear to have had a detrimental effect on Tesla’s sales, XPeng should be looking to gain more than a just toe-hold in the market.

Not that the Model Y is the only rival the XPeng G6 has to deal with because battery powered SUV of this kind are already proving popular with consumers, so there’s already an ample selection of alternatives available, including the highly regarded Renault Scenic E-Tech and the recently facelifted Skoda Enyaq.

Given the XPeng G6’s rear tapers aggressively giving it an appearance that’s perhaps unduly sporty, it’s easy to envisage car buyers considering it as an alternative to others that have put aerodynamic advantage ahead of outright practicality, such as the Kia EV6 and the controversial Ford Capri.

Two rear-wheel drive (RWD) versions of the XPeng G6 have been launched so far, both with their electric motors nestled under the boot floor, albeit not to the detriment of its carrying capacity — with the rear seats in use it has 571 litres of space at its disposal.

Entry point to the XPeng G6 line-up is known as the RWD Standard Range with 258PS on tap, while the punchier RWD Long Range produces 286PS. Not only is the Long Range G6’s battery larger than the Standard Ranges, it also has a different chemical composition, making it more energy dense and quicker to charge. 

In terms of driving potential, those points of differentiation mean the G6 Standard Range has a WLTP Combined cycle claim of 270 miles between recharges compared with the 354-mile figure of the Long Range version.

Inside the XPeng G6 there’s a similarly smooth and unadorned theme that complements its exterior styling — whether this deems it minimalist or bland is a matter of personal taste. What’s immediately clear in XPeng's pursuit of being uncluttered is that the G6 has very few physical buttons, with almost everything — climate control included — operated via the central 14.96-inch multimedia touchscreen.

Only one unnamed level of specification is available for the XPeng G6 and its exceptionally generous with 20-inch alloy wheels, heated faux leather seats front and rear, two wireless smartphone charging pads and an efficiency boosting battery heat pump among the equipment highlights. The only high-end piece of kit which felt conspicuous by its absence was a head-up display.

Add in the reassurance of the standard five-year/75,000-mile warranty and it’s evident that the XPeng G6 has broad appeal even before you consider its starting price is sub-£40,000, undercutting the Tesla alternative by £5k. Now, if only there were more XPeng showrooms dotted around the UK…

Given the smooth, rounded shape of the XPeng G6, reminiscent of a blancmange freshly released from the confines of its mould, one might be inclined to wonder whether the car may also ape the dessert’s propensity to wobble. Good news — it doesn’t.

While XPeng’s engineers have sensibly erred away from blighting the G6 with an overly firm suspension set-up in order to showcase some degree of sportiness, they haven’t done so at the expense of managing its body control and keeping lean in check through sweeping corners.

Thanks for this are in no small part due to the battery pack’s location beneath the floor, giving the XPeng a low centre of gravity, but such technology isn’t light. For all the G6 feels controlled and safe when changing direction at higher speeds, you’re rarely unaware of its 2025kg heft. Still, the controls all feel sufficiently light, so no need to develop forearms to rival Popeye’s.

It’s a car in which progress can be made swiftly and largely in comfort. We say largely rather than entirely in this regard because the G6 could do with some useful tweaks to rectify a couple of niggles. At higher speeds on roads with soft undulations, the XPeng has a tendency to feel a tad floaty and disconnected — not the best sensation if you or your passengers suffer with motion sickness.

More prevalent is how it behaves are slower, urban-like speeds over broken asphalt and cobbled surfaces — here the G6 feels too connected, almost as though the dampers have elected to not deal with the road’s challenges causing the car to bobble over the top of the imperfections it encounters. That jiggliness is accompanied by a tyre-thumping, suspension-clonking soundtrack just in case you hadn’t noticed your vision’s temporary blurring.

Smaller-diameter wheels than the standard fit 20-inchers, together with chunkier sidewalled tyres, might be an inexpensive fix but we’d rather XPeng spent some time tuning the G6 for the varied challenges of UK roads rather than China’s glass-smooth highways.

For the most part, such as when cruising on motorways at 70mph, the XPeng delivers on its comfort brief with no gripes, so choose your routes mindfully.

Whichever version of the XPeng G6 you’re considering both are propelled by a single electric motor neatly installed beneath the boot floor, exclusively driving the rear wheels, via a single-speed transmission which essentially operates as though it were a conventional automatic gearbox.

As well as the battery differences between the models, there’s also a small variation in the amount of power available. Go with the entry-level G6 RWD Standard Range and the motor produces 258PS of power and 441Nm of torque, resulting in a 6.6-second 0-62mph time. The XPeng’s top speed is electronically pegged at a generous 124mph.

While torque output and top speed of the XPeng G6 RWD Long Range are unchanged, its power’s been gently dialled-up to 286PS, yielding a slightly quicker 6.2-second 0-62mph time.

Self-evidently, those numbers make the G6 feel urgent when you demand pace from it, both from a standing start, such as when nipping into a gap on a roundabout, or when up to speed and making an overtake. As per EV norms, the torque delivery feels smooth and linear, but as there’s plenty of it, a 60-70mph pass on another vehicle is achieved in short order.

A choice of drive modes allows you to prioritise battery life, performance or somewhere in between with a degree of component tailoring for your preferences. Even in the most rabid of settings, the accelerator remains easy to modulate with delicacy, so you won’t be thrust deep into your G6’s seat in response to 10mm of pedal travel.

Similarly the XPengs braking feel is smooth and natural and while the level of energy recuperation going on can be varied, this is done via the screen and not steering wheel-mounted paddles. 

Euro NCAP assessed the crash-worthiness and safety kit of the XPeng G6 in 2024, awarding it a full five-star rating.

Adult occupant protection was scored at 88% with the child occupant equivalent being just behind at 85%. Protection for vulnerable road users won an 81% rating while the XPeng G6’s on-board safety systems netted a 75% result.

On that note, all G6s are fitted with adaptive cruise control, lane-keeping assist, blind-spot monitoring and warning, a driver attention monitor, a 360-degree camera system with on-screen displays when indicating and an electronic parking brake with auto-hold as standard.

For the most part the G6’s adaptive cruise control works excellently, easing the car to a jolt-free stop when operating in urban areas. Less satisfying was its reluctance to pause and resume using the right-hand column stalk as directed by the instructions, while the system’s insistence on slowing the XPeng’s speed significantly for bends — and not being able to turn off that aspect — proved frustrating.

You can tow with an XPeng G6 providing you’ve opted for the electrically deployed tow bar. If you have you’ll be able to haul braked trailer loads of up to 1500kg.

Credit here to the XPeng G6’s designers because this SUV’s been styled in such a way that visually reduces its bulk, which is rather surprising when you encounter it in the metal for the first time.

It’s certainly not enormous at 4753mm long, 1920mm wide and 1650mm high, but as soon as you’re in its presence any concerns that you may have had about the roofline impinging on rear seat headroom are dismissed, even before opening the frameless doors.

With the almost-white faux leather upholstery option, large window area and the glazed roof, the G6 not only feels very accommodating, it is. Five averagely adults should have no problem getting comfy with plenty of margin for limbs and scalps before they’ll come into contact with fixtures and fittings.

If anything, while it’s far from cramped in the front, the height of the broad centre console, the height of the window sills, the angle of the windscreen pillars and the large door mirrors conspire to make it feel somewhat cosier and cocooned, but you don’t feel restricted and outward visibility is excellent — aided and abetted by an array of exterior cameras.

Forward visibility is good, with the main horizontal plane of the dashboard feeling low and the central touchscreen — more on that later — being so positioned so as not to interfere with your lines of sight outside despite its size.

Although at first glance it appears to lack one, the XPeng G6 does have a rear wash-wiper, sneakily parked when not in use beneath the aero-aiding canopy across the top of the rear screen. It’s a neat installation but one which necessitates a small blade and consequently only a modest swept area when used, but it’s still preferable to not having one at all.

Getting a comfy driving position is a doddle with a wide scope of electrical adjustment for the seat which can be memorised for convenience. The steering wheel’s squared-off rectangular shape is somewhat reminiscent of the pilloried Austin Allegro’s Quartic device and you soon stop noticing its lack of circularity. 

Pop the G6’s electrically operated tailgate to access its sensibly shaped 571-litre boot, complete with a roller blind-style luggage cover to keep its contents shielded from view. That figure’s slightly down on the Skoda Enyaq’s 585-litre volume, comfortably ahead of the Renault Scenic E-Tech’s 545 litres and substantially more than the Kia EV6’s 490-litre best.

Devoid of any trick flexibility features, the rear seatbacks fold conventionally in a 60/40 split, not lying completely flat but there’re no steps or ridges to negotiate between the boot floor height and the extended space. Here the XPeng’s 1374-litre total reflects the teardrop shape’s compromise, loosing out to the Scenic’s 1670 litres and the Enyaq’s 1710-litre volume.

Under the G6’s bonnet is a moulded plastic insert with three wells proving approximately 54 litres of extras space — sufficient for the charging cables, small bags and other paraphernalia that would otherwise be scooting about in the main boot.

Dotted about the passenger area are other storage areas including usefully sized door bins and a large central cubby under the hinged armrest. Forwards of that are a couple of moulded cupholders with two wireless smartphone charging pad slots ahead of those.

When you need to charge the XPeng G6 you’ll find its electrically operated charge-port flap on the driver’s side rear wing, convenient for those who prefer to reverse into parking spaces. Given the standards of fit and finish elsewhere, the rubber caps covering the sockets themselves feel oddly cheap and curiously have no hooks to secure them, leaving them dangling against the car’s paintwork.

We’ve already touched upon the G6’s lack of physical controls inside, with many operations carried out via the touchscreen, which you can read more about below. 

The roller and button combinations on the steering wheel spokes feel more troublesome though, given how their functionality switches depending on what you’re doing at the time. What could be altering the gap left by the adaptive cruise control at one moment might be used to adjust the door mirror positions at another. Dedicated buttons and clearly labels would be most welcome.

While it would be unfair to expect the XPeng G6 to feel like an upmarket luxury car inside, it nevertheless shames many cars — including those from premium brands — for the soundness of its construction, the dense-feeling materials used and a lack of nasty gloss black plastic performing a poor imitation of piano black veneer.

There’s a genuine sense of substance to almost every surface and control, with no ominous early signs of creaks and rattles from the assortment of fittings.

Everything you see and touch inside is produced to XPeng’s exacting specifications aside from the column stalks — not that they’re poor in comparison, far from it, they’re simply an ex-Mercedes design, which work as pleasingly in the G6 as they did in any car wearing the three-pointed star logo.

One curious point is that the sturdy airvent grilles are fixed in position with the airflow determined by how you set-up the climate control. 

As per the new car norms of today, the XPeng G6’s dashboard has two screens installed, although this pair aren’t seamlessly joined behind a single pane of glass. Quite the opposite, in fact.

Nestled into a shallow slot in the horizontal aspect of the dashboard is a 10.2-inch driver’s display screen. It’s clear, sharp and displays the critical information you need, but the lack of vertical height does render the characters small. A head-up display would be a welcome development when it comes to facelifting the G6 to offset that mild complaint.

Boldly sat front and centre of the dashboard is the G6’s 14.96-inch tablet-style multimedia touchscreen. We say multimedia, it’s your interface to almost everything you can do in the XPeng and in this instance, that all feels far too much.

We’ve no complaint about the quality of the graphics, the screens refresh rate or the logic of XPengs, Xmart operating system. It all works beautifully, just as you’d want if you were sat on a sofa or at a desk. In a car, it’s less helpful.

There’s so much information it can feel bewildering and it’s a shame that to alter any aspect of the climate control settings, not only do you have to use the screen, they’re not permanently visible unless you flick up from the bottom to reveal a temporary showing of some of its functions.

That’s similar with the shortcut strip to access core features but this still sits along the far left of the touchscreen and hasn’t been swapped over for right-hand drive models. Come on, XPeng, that’s user-interface basics and no degree of operating slickness is going to appease a driver having to lean across, stretching a fingertip in order to reach it.

It wouldn’t be a surprise to discover that most G6 drivers simply connect their smartphone using the wireless Android Auto and Apple CarPlay hook-ups and make the most of the Xopera 18-speaker surround sound speaker system.

Consider the XPeng G6’s size, equipment, performance and range before trying to figure out how the entry-level RWD Standard Range version costs only £39,990. Even the Long Range version only chimes at £44,990.

That price is the same as the entry-level Tesla Model Y, which is both less well-equipped and has a short range, although the Muskmobile is several shades faster if you’re prioritising performance. You can get into a Kia EV6 for £39,235, but you’ll be down on the G6’s pace, space and driving range potential.

It’s down to the Renault Scenic E-Tech (from £37,195) and the Skoda Enyaq (upwards of £39,010) to provide a more value-focused challenge, but even they can’t out-do the XPeng on all fronts for less money.

In order to minimise the XPeng G6’s running costs it’s best to have a home charger installed so that you can access various electric car-friendly tariffs, costing in the region of 7p per kWh. By contrast public rapid charging is pricey and something we recommend using as infrequently as possible. These don’t make for financially viable alternatives if you can’t have a wallbox installed at home. 

As of April 2025 EVs were no longer exempt from VED car tax, with their owners having to stump up £195 annually from their car’s first anniversary from the date it was registered. They are also liable to pay the Expensive Car Supplement — the so-called luxury car tax — when they cost £40,000 or more, inclusive of the price of optional extras. For the time being, the entry-level XPeng G6 RWD Standard Range is still below that figure, even with metallic paint.

Electric cars are still subjected to Low Benefit-in-Kind (BiK) tax rates making them especially attractive for company car drivers who can take advantage of their 3% levy for 2025/26.

XPeng G6: Range and charging

Although their exteriors and cabins look identical, the battery packs fitted to the XPeng G6 Standard Range and Long Range differ not only in capacity but also their chemical make-up.

Slotted beneath the floor of the G6 RWD Standard Range is a 66kWh lithium iron phosphate (LFP) pack giving a WLTP Combined cycle driving range of 270 miles. Meanwhile the RWD Long Range version can squeeze 354 miles from its 87.5kWh battery thanks to its lithium nickel manganese (NMC) technology that allows the energy to be stored more densely.

Another advantage of the NMC tech is that it can also accept a recharging flow of electricity at a higher rate — in the XPeng G6’s case that means the Long Range can handle a DC recharge at up to 280kW compared with the Stand Range’s best of 215kW. The result is both require 20 minutes at their maximums to replenish the battery from 10-80% using a public charge facility.

XPeng quotes AC charging rates at the G6’s 11kW maximum, which is higher than the 7.4kW ceiling of most UK households. Our estimates are that a full flat-to-full recharge of the Standard Range’s battery will require being plugged in for 10 hours, while the Long Range will be closer to 14 hours for the same degree of recharge.

Whether you opt for the Standard Range or Long Range battery pack there’s a single, nameless trim level for the XPeng G6.

Rather than a pared-down entry-level specification, the XPeng G6 has a generously appointed kit roster more akin to a flagship model, with highlights including:

• 20-inch alloy wheels
• Panoramic glass roof
• LED head- and tail-lights with automatic main beam
• Front and rear parking sensors
• 360-degree parking camera system
• XPilot Assist driver aids including adaptive cruise control
• Faux leather upholstery
• Heated, ventilated and electrically adjustable front seats
• Heated rear seats
• Heated steering wheel
• 10.2-inch driver’s display screen
• 14.96-inch high resolution central multimedia touchscreen
• Wireless Android Auto and Apple CarPlay connectivity
• 18-speaker Xopera surround sound system
• Voice control system with microphones in four interior zones
• Integral music, video and entertainment library with internet browser
• Two smartphone wireless charging pads