Could The XPENG G6 Challenge Tesla Model Y Dominance?

Chinese EVs are taking the world by storm, although America’s 100% tariff followed by Europe imposing taxes of up to 48% could put the brakes on a little. One thing is for certain, though – Chinese electric cars aren’t just cheap copies of European or American designs. One brand focused on leading the market through technology is XPENG. The company has just released its most mainstream model yet, the G6. It’s aimed squarely at the Tesla Model Y, but can it compete? I took it for an extended drive at the Amsterdam launch this week.

The G6 follows on from last year’s launches of the P7 and G9. However, these cars were more niche than the G6 – the P7 is a sedan in the Tesla Model 3 class, and the G9 a large SUV like the Tesla Model X. The G6, in contrast, is a medium-sized SUV, with a slopy rear in the current faux coupe trend. It’s therefore a direct competitor to the Tesla Model Y. The latter has recently been confirmed by JATO as the number one selling car in the world in 2023, so it will be a tough act to follow. It’s also no surprise that so many manufacturers are targeting this mid-sized SUV class. Presumably, this potential for volume is why the G6 will also be the first XPENG car to be available in right-hand-drive form. The UK is set to see it by the end of 2024.

XPENG G6: Simplified Choices

From some angles, the G6 really does have a physical resemblance to the Tesla Model Y. The sloping rear presents a similar profile from behind. There are echoes of the Ford Mustang Mach-E as well. However, the front uses XPENG’s trademark “robot face” and is higher than the Y. Despite being a relatively tall SUV, the G6 manages a drag coefficient of 0.248Cd. This isn’t as good as Tesla cars achieve but is certainly competitive in its class. Overall, it’s an unassuming design, although I’m not sure about the body-colored wheel arches outlined by black bands. These could have been hardwearing black plastic like many other cars or missing the black band entirely.

There are three powertrain options for the G6. The entry-level RWD Standard version combines a 66kWh (net) battery with a 258hp rear-wheel-drive motor. The RWD Long Range version sports a larger 87.5kWh battery and slightly more powerful 286hp motor. Top of the range is the dual-motor AWD Performance version, using the same 87.5kWh battery but with 476hp driving all four wheels.

Otherwise, XPENG has trimmed back the options to the barest minimum. All cars have 20in wheels, there are five color choices and just two interior trims. The one major optional extra is an electric towbar, with no technology or feature pack upgrades. The only color that isn’t a sober shade is the bright orange of the car I drove, too. While having so few paint selections keeps the ordering process simple, I’d have liked to see some more variety, particularly for the “hot” Performance car.

Gone are the days when Chinese cars feel cheap. The exterior may be unadventurous, but it’s well put together. Similarly, the interior. The leatherette seats are comfortable and have a sense of durability, and while there are some plasticky areas of trim, overall, the design is solid and mature. Smartphone lovers will appreciate the dual chargers offering 50W each and boasting cooling ventilation, so your handset doesn’t overheat. There’s space for a bag underneath, but strangely no glovebox – an unusual feature of the Fisker Ocean, too.

The steering wheel includes physical control buttons, with a dual-function stalk on the left for windscreen wipers plus lights and indicators. The stalk on the right operates drive modes like a Mercedes or pre-Highland/Plaid Tesla. There’s a 10.2in instrument display behind the steering wheel – always welcome when some manufacturers (most notably Tesla) are dropping this. Strangely, however, for such a technology-focused brand as XPENG, no head-up display is available even as an optional extra. There’s a 15in central infotainment screen with a responsive menu system. Unfortunately, all the climate controls are operated through this screen and some options aren’t so easy to find.

Moving into the back of the car, there is loads of space for rear passengers, with plenty of knee and head room. The sense of space is accentuated by the extensive panoramic sunroof. Two tall adults will be perfectly comfortable in the rear of this car, although the middle seat is, as always, narrower. Its back can be pulled forward to provide an armrest with integrated cupholders for the outer seats. In this respect, the G6 compares well with the class-leading Tesla Model Y.

One area where the G6 can’t compete with the Tesla Model Y, however, is luggage space. With the rear seats up, you get 571 liters of cargo capacity, which is enough for several suitcases on a family trip. But this only expands to 1,374 liters with the rear seats down. This is around the same as a small station wagon such as a C-class Mercedes or Audi A4, but behind SUVs such as the Skoda Enyaq iV, and the Tesla Model Y trounces it. The G6 has no frunk either. The rear seat split is 60/40, too, so you can’t have a long item in the back with two rear passengers. However, with the optional bar the G6 can tow 1,500kg (braked), and supports 75kg vertically on the towing ball, enough for a couple of bikes.

XPENG G6: Competitive Range and Performance

The RWD Standard car is somewhat pedestrian in performance for an EV, taking 6.9 seconds to reach 62mph, although this matches the equivalent Tesla Model Y. The more powerful RWD Long Range only shaves 0.2 seconds off this for 6.7 seconds – soundly beaten by either Long Range Tesla Model Y versions available in the EU. The AWD Performance G6, however, is significantly quicker, taking just 4.1 seconds to hit 62mph. This is close to the Tesla Model Y Performance, Ford Mach-E GT or Kia EV6 GT.

However, the G6 is no driver’s dream. I found the steering in Sport mode too heavy and a bit inconsistent, although Standard mode was smoother. The AWD Performance car does feel as brusque as the specification implies, potently pulling out of corners and onto highways. It did get out of shape on a wet corner, but after a slight pause the traction control prevented any major drama. The steering is lighter with the RWD Long Range, but either way the G6 is no BMW beater. It’s more of a fast cruiser, and not too huge to make negotiating tight urban roads a concern. Ride quality is decent, too.

There are four power modes – Eco, Standard, Sport and All-Terrain – and four brake regeneration options. If you turn on the X-Pedal regeneration level, you can just about drive in one pedal mode. However, these modes are too buried to be changed when driving, so there’s no switching into Sport for a quicker overtake.

With the 66kWh battery, the G6 delivers a reasonable but not class-leading 272 miles of WLTP range, which is a little behind the equivalent Tesla Model Y Rear-Wheel Drive. However, the 87.5kWh battery shifts the G6 into a more promising league. The RWD Long Range car can deliver 356 miles of range, and this only drops to 344 miles with the all-wheel-drive powertrain. These figures significantly surpass dual-motor Tesla Model Ys, and indeed most EVs in this class. However, in Europe there is now a Long Range Rear-Wheel Drive car which offers 375 WLTP miles.

The G6’s credible range is backed by class-leading charging rates, too, thanks to its 800V architecture. The RWD Standard car maxes out at 215kW and the 87.5kWh pack can hit 280kW. This means both options can replenish from 10% to 80% in just 20 minutes with a fast enough charger. When I attended the P7 and G9 launch last year, I witnessed the G9 still pulling 180kW even at 80% capacity, having maintained around 260kW until 35%. The AC charging is 11kW, too, although there is no 22kW option available.

It’s worth noting that the Standard car’s battery is LFP, so can tolerate a 100% charge more readily than the NCM cells of the larger pack. That will mean its full 272-mile range will be more usable every day, sweetening the deficit in raw capacity. I managed 3.7 miles per kWh during my test driving of the an AWD Performance car, implying a real-world range of 324 miles, which was impressive considering I wasn’t trying to be economical and it was a cold, wet day. At the recent El Prix NAF Summer Test in Norway, the G6 AWD Performance managed 332 miles, close to its WLTP rating, and averaged around 184kW when charging from 10-80%. So the G6 will be a competent long-distance driving EV. As another power-related bonus, V2L abilities mean it can supply up to 3.3kW of power to attached devices. You could even charge another EV with it.

XPENG G6: Plenty Of Tech, But Can It Really Compete With Tesla?

When I interviewed Brian Gu, President and Vice Chairman of XPENG, in 2022, he stressed how technologically focused XPENG was. In China, the company is one of the manufacturers chasing the holy grail of fully autonomous driving, like Jie Yue. Its cars are packed with sensors and computing, with Level 4 autonomous driving promised by 2025 in China. The G6 has five high-definition millimeter-wave radars, 12 ultrasonic wave radars, and 12 cameras (including the one in the cabin pointed at the driver). Unfortunately, ratification of autonomous driving systems is behind China and California in Europe, so for now the G6 can only offer some of this functionality and very sophisticated ADAS functions.

The big question for the G6, therefore, is how well it stands up in price against the benchmark in its class – the Tesla Model Y. The G6 makes a good stab at it. In the Netherlands, where the launch took place, the RWD Standard vehicle starts at €43,000, with €48,000 for the RWD Long Range and €52,000 for the AWD Performance. All these prices undercut the equivalent versions of the Tesla Model Y.

The G6 RWD Standard only loses about 10 miles of range compared to the Tesla Model Y RWD, for €3,000 less. The G6 RWD Long Range loses on performance to either Tesla Model Y Long Range versions, and wins considerably on range compared to the dual-motor Tesla but not the RWD version, with savings of €5,000 and €2,000 respectively. The G6 AWD Performance is also mildly behind the Model Y Performance in sprint acceleration, but its extra range makes up for this, and is €7,000 cheaper. In fact, it’s cheaper, faster, and has better range than the non-Performance dual motor Tesla Model Y. Strangely, this means that while the G6 is good value across the board, and the RWD Long Range will probably be the biggest seller, the AWD Performance is the best value.

XPENG hasn’t announced UK pricing yet but has said the right-hand drive versions will be arriving by the end of the year. Considering how much more expensive the Tesla Model Y is in the UK compared to EU countries, there is an opportunity for the G6 to offer even more competitive pricing in this market.

However, the elephant in the room will be the effects of import duties. The 100% US tariff will probably mean XPENG won’t be able to offer such competitive pricing as it currently does in Europe if it enters that market. The additional 38% tax recently announced by the EU could also spoil its currently attractive European pricing. The Tesla Model Y, being built in Berlin, may be able to avoid this. Whether the Brexitted UK will also impose similar taxes to the EU remains unclear, with an election looming and not much remaining local automotive manufacturing industry to protect.

This will be the crux of whether the XPENG G6 succeeds. It’s a quality car with competitive range and performance, great technology, and a practical body format. But to sell well it really needs to maintain its current value compared to the incumbent king in its class – the Tesla Model Y.