At the launch of the Europe-focused Xpeng G6 in storm-ravaged Portugal, brand representatives were on hand and eager to lobby journalists and influencers for their opinions on the car that the company hoped would steal the spotlight from the Tesla Model Y in Europe.
In a situation like this, it’s common to default to short but sweet answers, keeping them relatively generic so as not to offend anyone and saving the really juicy bits for the resulting article. But that’s not what Xpeng wanted to hear.
Its engineering team wanted real discussions about noise, vibration and harshness (NVH), ride comfort, interior quality and the capabilities of its myriad of advanced safety systems. They wanted the good and the bad. And the ugly one.
Less than a year later, it’s becoming clear why our little group was polled for such answers, as a revised model has landed in the UK with no less than 20,000 incremental developments, new battery chemistry, faster charging times and improved performance.
Not wanting to be left behind by Tesla’s recent ‘Highland’ refresh, even the interior has undergone relatively seismic changes to improve the overall ambience, making it feel like a more premium proposition… much like Tesla has done.
While traditional automakers typically adhere to a seven-year life cycle, during which models may receive an update or facelift three or four years after the vehicle enters mass production, Chinese automakers appear to adhere to a different set of rules.
The updated Xpeng G6 is a real proof of China’s speed and a real proof that the company wants to be more than a “Temu Tesla”. He wants to usurp it.
Fresh style
The model that Xpeng offers in the UK and the one I recently drove is the All-Wheel-Drive Performance Black Edition which, quite predictably, mixes powerful dual motors with sporty touches that help it keep pace with those performance-focused models from another well-known EV brand.
In fact, the 480 hp produced by the system is capable of propelling the shapely SUV from 0 to 100 km/h in a shade of four seconds, which would allow it to hold its own against a Model Y Performance.
You also get stunning 20-inch alloy wheels, smoked black exterior trim, and a more muted gray-toned interior covered in soft-touch suede for a more premium, performance-oriented vibe.
This isn’t offensive in any way, but it’s a shame that Xpeng didn’t set its own distinct design direction when entering Europe.
For a company that wants to be known as “a tech company that also makes cars,” it’s no surprise that this updated version also comes with a full-width light bar… although this time it’s on the front, as opposed to Tesla’s rear.
The refresh makes the vehicle look more futuristic and tech-focused, but it also looks very generic.
This isn’t offensive in any way, but it’s a shame that Xpeng didn’t set its own distinct design direction when entering Europe.
With European brands such as Renault, Mini and Peugeot all pushing for unique styling that often nods to the past, the Xpeng looks very much like a household appliance.
Changes under the skin
As previously mentioned, Xpeng claims to have employed some 20,000 “intelligent refinements” over its predecessor, with things like chassis and suspension tuning to better handle the UK’s potholed roads, improved soundproofing and more predictable powertrain behavior.
Essentially, a lot of the feedback on the European car’s initial launch was probably about how it drove and handled, with Xpeng subsequently tweaking things to fix that.
As a result, the accelerator pedal now feels more predictable and allows for better modulation, while the suspension setup feels a little firmer for better body control when cornering.
There is still a glaring lack of feel at the steering wheel and the firming via the central touch screen still gives an impression of heaviness, but the general atmosphere in the cabin is improved thanks to work on noise, vibrations and harshness, especially at highway speeds.
The cabin has undergone some of the most significant changes, with the dashboard and pillars now trimmed in premium leather-effect material, an “optimized” steering wheel design (although I couldn’t tell the difference) and ambient lighting throughout the cabin.
Rear occupants still enjoy considerable head and legroom, while the huge amount of glass makes the cabin feel airy and spacious… like a Tesla.
Those sitting up front are also treated to swanky new seats with heating, ventilation and massage features. Sorry if the parallels with a certain California electric vehicle company are getting boring, but yes, that’s exactly what happened with the recent Model 3 and Model Y.
Smoother technology
The previous generation of the G6 impressed me with its battery technology, offering 354 miles of range with a larger battery and an 800V architecture that facilitates the kind of ultra-fast charging that Tesla has yet to deploy.
That said, Xpeng has opted for a new 80.8 kWh lithium iron phosphate (LFP) battery in the update, eliminating the need for precious metals such as cobalt, nickel and manganese, it claims.
Xpeng has opted for a new 80.8 kWh lithium iron phosphate (LFP) battery in the update, eliminating the need for precious metals such as cobalt, nickel and manganese, it claims.
As a result, the range is reduced to 316 miles in the AWD Performance model on the official WLTP cycle, while the RWD Long Range variants get a maximum range of 326 miles, which generally seem like more realistic figures anyway.
This new chemistry enables a maximum charging power of 451 kW, enabling recharges of 10-80% in as little as 12 minutes from the appropriate outlets.
It is among the fastest charging cars currently on sale in Europe, making it an undisputed leader in its segment.
The Xmart operating system also received an upgrade, with a new Qualcomm Snapdragon 8155 chipset improving the speed and responsiveness of the infotainment system.
New features, same problems
While the improvements to cabin quality and reduced charging times are welcome, most other updates have had very little impact on the way the G6 drives or how it feels on a daily basis.
It remains extremely spacious, well ventilated inside and very easy to get in and drive, but it doesn’t do much else beyond that.
There’s absolutely no emotion here, very little driver engagement, and the extra performance from the Performance Edition is a waste of money unless you really like going really fast in a straight line.
Sure, the infotainment might be easier to use, but it’s also still very frustrating to use at times, with simple features buried in submenus. Even though I had driven the original, I still couldn’t figure out how to change the angle of the side mirrors.
Asking the voice assistant “Hey Xpeng” didn’t help much either, as it didn’t understand the term “side mirror”, so I had to use several variations of that phrase until it took me to the right menu.
The infotainment may be easier to use, but it’s also still very frustrating to use at times.
It’s a similar story with the many autonomous driving and parking features which, overall, work well but certainly not seamlessly. Xpilot Driving aggressively attempts to keep the car in a lane when activated, resulting in a “jerky” feeling when driving at high speeds on the highway.
Likewise, self-parking typically selects a spot quickly, but then lacks the speed or finesse to execute the maneuver with confidence. So I stopped using it.
This latest iteration is noticeably better than its short-lived predecessor, but it also has many of the same problems. With no real character of its own, it simply looks like a discounted Tesla, without the added benefit of that brand’s extensive Supercharger network.
Again, this is perfectly fine if you want to boycott Elon, or just want to save money, but this is yet another Chinese EV that seems remarkably generic.
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