Hyundai IONIQ 5 – Pulpaddict

BYD Sealion 7 review

We drive the latest model from BYD, which recently overtook Tesla to become world’s leading EV maker…

In 2024, Tesla made slightly less (4,500) electric vehicles than Chinese powerhouse BYD. A small margin, maybe, but a massive statement. BYD is now the biggest manufacturer of electric cars globally.

Founded in February 1995, BYD (Build Your Dreams) has expanded rapidly since it launched in the UK in 2023.

Since the Atto 3 SUV’s introduction, the brand’s new models have been named after marine mammals, hence the Dolphin, Seal, Seal DM-I and the subject of this week’s review – the Sealion 7 large family SUV.

And let’s be clear – the BYD Sealion 7 has its work cut out, because it’s up against everything from the Tesla Model Y, Skoda Enyaq and Hyundai Ioniq 5 to the Renault Scenic E-Tech, Volkswagen ID.4 and Ford Capri.

Pried from £44,990 to £58,990, the Sealion 7 (the fourth model in BYD’s Ocean Series) is available with two battery options and three trim levels.

Comfort and Design come with an 82.5kWh battery, offering up to 300 miles range on RWD models and 283 miles on AWD. The top-spec Excellence AWD trim boasts a 91.3kWh battery, achieving the longest range in the line-up at 312 miles.

The single motor RWD has a power output of 308bhp, delivering 0-62mph in a respectable 6.7 seconds. The dual motor AWD models have 523bhp and rocket to 62mph in just 4.5 seconds.

Entry-level versions offer up to 150kW DC fast charging (10-80% top-up in 32 minutes), while the range-topping Excellence has a 230kW DC charge rate (10-80% in 24 minutes).

A heat pump is fitted as standard to all models, helping to maximise range, particularly in cold conditions.

Based on the same platform as the BYD Seal saloon, but with a coupe-SUV body style, the Sealion 7 is sleek and distinctive with a low-slung bonnet. BYD reckons the “dual waistline” styling mimics “the energy of ocean waves”.

The Sealion 7 is slightly longer than its main rivals, which means there’s excellent space inside.

Rear leg and headroom is impressive, while the boot is a useful (but not class-leading) 520 litres, rising to 1,789 litres with the rear seats folded. There’s also a 58-litre frunk under the bonnet, which is ideal for storing charging cables.

The Sealion 7 is solidly screwed together and the quality of the materials used inside the cabin gives it a classy feel.

All versions of the Sealion 7 have a 15.6-inch central infotainment touchscreen which can rotate from landscape to portrait, plus a separate driver’s digital instrument cluster.

Even though I’m not a huge fan of minimalist dashboards, I could live with the BYD’s over, say the Tesla Model Y, which is too touchscreen-centric and doesn’t even have a driver’s display.

The Sealion 7 is well equipped too. Comfort models get heated seats, 19-inch alloy wheels, dual-zone climate control and a wireless charging pad, Design spec adds 20-inch alloys, while Excellence models feature Nappa leather seats and a head-up display.

All Sealion 7s get a full suite of driver assistance and safety tech. No wonder it was awarded a maximum five-star rating by Euro NCAP.

The driving position is on the high side for me, even at its lowest setting, but I accept that many drivers prefer that. It’s also worth noting that the steering wheel angle is slightly odd, pointing upwards rather than directly towards you, so try before you buy.

Visibility is good up front, but more challenging at the rear because of the chunky pillars and modest tailgate window, which makes the standard-fit 360-degree camera all the more important – especially when parking.

I tested the all-wheel drive version of the BYD Sealion 7 on a mix of UK roads, and the first impression is that it feels substantial (though not unwieldy) to drive.

Naturally, it’s also quiet and refined, and as you’d expect, traction is superb too.

For a car that’s marketed as an “electric performance SUV”, it certainly ticks that box in terms of raw power, delivering a hefty 509 lb-ft of torque. So, it’s very quick, thanks to that extra motor.

BYD claims the Sealion 7’s suspension is “tailored for excellent handling and secure vehicle control” with double wishbones at the front and a multi-link rear axle.

It’s also the first BYD model in Europe to be equipped with Frequency Sensitive Dampers (FSD), a variable system that controls the oil flow in the damper cylinders, ensuring a relatively firm set-up on smoother surfaces to improve stability and handling, but allowing a softer, more compliant configuration when the car encounters potholes or scarred road surfaces.

However, while its handling is on a par with the Tesla Model Y, in my mind that’s a fairly low bar. It’s not as engaging as I’d hoped and doesn’t live up to the hype, which is disappointing given that its saloon sibling (the Seal) is so slick.

The 2.4-tonne Sealion 7 can feel unsettled over poorer surfaces, and there’s some body lean at faster speeds in more challenging corners.

Ultimately, the combination of high driving position, spongy brake pedal and limited steering feel don’t give you much confidence to fully enjoy twisty roads.

You can toggle between three driving modes (Eco, Normal and Sport), while Snow is reserved for extreme weather conditions.

As ever, the default Normal mode offers a good balance of power and economy. Eco dulls the driving experience, while the steering is light in both modes.

Sport sharpens the throttle response and firms up the steering, but eats up the battery, so best left for short bursts of fun.

Two levels of regenerative braking are offered, though I’d prefer steering wheel-mounted paddles rather than the toggle switch on the centre console.

Depending on which model you choose, efficiency ranges from a claimed 2.8 to 3.1 miles per kWh. Interestingly, I managed a bit more than that on my test drive, but real-world range could be around 225 miles for the entry-level Sealion 7, or 270 miles for the top-spec Excellence AWD. As ever, driving style and conditions will also affect the range.

Finally, if you’re looking for a bit of peace of mind, the Sealion 7 comes with a six-year manufacturer’s warranty (above average) and eight years for the battery and electric motor.

Verdict: The BYD Sealion 7 is a real statement of an SUV and a serious rival to the big-selling Tesla Model Y. Stylish, fast, plush, practical and packed with tech, it will be on many people’s EV shortlist. However, range and price could count against it.

BYD UK

Skywell BE11 review

We road test the Skywell BE11 – the debut car from a Chinese brand new to the UK…

Skywell was established in 2017 as a collaboration between Skyworth, one of the world’s largest consumer electronics manufacturers, and the Nanjing Golden Dragon Bus Company, which also makes trucks and vans.

The new brand produced its first passenger vehicle in 2017 and the BE11 is the first car to be exported to Europe, with others set to follow.

Like other Chinese car makers that have recently launched in the UK, including BYD, Omoda, GWM Ora and Xpeng, Skywell has had to start from scratch when it comes to dealerships and after-sales.

So far, there are only a handful of dealers, but it’s hoped there will be 50 by the end of 2025, while a large parts hub has been set up in Doncaster and a servicing deal had been set up with Halfords Autocentres.

Launched in China in 2021 (where it’s known as the Skywell ET5), the all-electric Skywell BE11 is one of the largest SUVs in its class. At 4,720mm, it’s longer than a Hyundai Ioniq 5 and a tad shorter than a Tesla Model Y.

Indeed, it’s ambitiously targeting the likes of the Nissan Ariya, Skoda Enyaq, Subaru Solterra and Ford Mustang Mach-E.

Looks-wise, it’s stylish with a generic high-riding SUV profile (MG HS/Volkswagen Tiguan vibes), an inoffensive front end with no grille and a bland rear with a pair of vertical indicators set low.

Inside, the cabin has a modern design and nearly succeeds in its upmarket brief. The dashboard is dominated by a 12.8-inch touchscreen, and thankfully there’s a driver’s digital display too, so all eyes are not on the central screen.

The faux leather seats have a quality feel, while the contrasting wood-style veneer and shiny trim strips give it a smart look, even if some of the materials used aren’t quite so classy when you start prodding around. Build quality is generally good, but not up to a premium standard.

However, it’s when it comes to space that the BE11 scores highly. There’s plenty of room inside the cabin (loads of space in the back), while the boot is a decent 467 litres. With the rear seats lowered (they don’t fold flat and the flipping process isn’t as easy as it should be), 1,141 litres is on offer.

Then there’s the Skywell’s pricing. Starting at just £36,995, it’s serious bang for your buck.

There are two choices (no extra trim levels) – the Standard Range (72kWh battery) or Long Range (86kWh).

The Standard Range has a claimed range of 248 miles (304 in the city), while the Long Range can reach 304 miles (401).

The modest 80kW peak charging rate isn’t quite so impressive, resulting in 20-70% battery charges of 45 minutes and 36 minutes respectively, though naturally it will fully charge at home overnight.

The Skywell BE11 is comfortable behind the wheel and offers good all-round visibility. Most owners will be happy with the high seating position. Personally, I prefer a lower option for a more involved driving experience.

On the road, its weaknesses materialise. For starters, anything other than moderate acceleration out of a junction results in front wheelspin. So, it’s just as well it has a 0-62mph time of 9.6 seconds and isn’t as savagely fast as some rivals.

Premium tyres might help with grip levels, but for now, the BE11 is best driven leisurely because it inspires little confidence.

You wouldn’t want to push it anyway, because it’s been set up more for comfort than driving engagement. It has a wallowy ride with plenty of body lean if corners are taken too quickly, while larger lumps and bumps on poorer surfaces can be felt in the cabin, along with a fair amount of road and wind noise.

Sadly, there’s no feeling in the steering either and the brake pedal is spongy, no matter what setting.

Ultimately, the Skywell BE11 may be competitively priced and offer a little peace of mind, courtesy of its generous seven-year/100,000-mile warranty, but the package as a whole is crying out for some fine-tuning.

Based on our test drive over a variety of roads, I’d expect the real-world range of the BE11 to be closer to 200 miles for the Standard Range 72kWh battery, and 250 miles on the Long Range 86kWh.

There are regenerative brake settings for harvesting some of that electrical energy otherwise lost during braking. However, rather than using paddles behind the steering wheel (becoming the norm), the settings are buried within the so-so infotainment system and there’s no one-pedal option.

And finally, while the Skywell BE11 is generally well equipped, it lacks some of the safety kit expected in any modern EV. The likes of adaptive cruise control, lane-keep assist, traffic-sign recognition and automatic emergency braking (AEB) are all missing, though a safety upgrade may be in the pipeline.

Verdict: With a more sophisticated driving experience, plus extra safety and driver assistance features, the Skywell BE11 would qualify as a decent debut car from a new brand to the UK. Despite its failings, it still offers impressive space, good value for money and a generous seven-year warranty.

Skywell UK

Ford Explorer review

We get behind the wheel of Ford’s much-anticipated 100% electric family SUV…

In the music business, they say the second album is always the most difficult. Ford has a similar problem with the all-new Explorer.

Not only are there high expectations for the long overdue family-sized EV (it suffered a six-month delay earlier this year), but a lot hangs on it because Ford has fallen behind rivals in the electrification race.

The Mustang Mach-E was launched in 2021, and good though it is, up until now it’s been Ford’s only fully electric car.

There’s also the perception from some that the Explorer is a badge-engineered Volkswagen ID.4. Yes, it’s true that it also uses the Volkswagen Group’s MEB platform, but the good news is that the Explorer couldn’t be more different and it’s very much a Ford.

You only have to look at it. There’s none of the blancmange styling of the VW. Slightly shorter, wider and lower than the ID.4, it’s a distinctively boxy SUV with short overhangs and an athletic stance.

The bluff front end is dominated by a large Ford badge and there are smooth curves all over the body, while the light signature is instantly recognisable.

There are big wheels, a nice pert rear end with a slim window, and the roofline is a little lower than most competitors.

Inside, the Ford Explorer boasts a big 14.6-inch portrait touchscreen which is unique in that can tilt forwards and backwards by up to 30 degrees, and there’s a small storage area behind. The soundbar on top of the dash is pretty novel too.

I suspect the tilting touchscreen is more of a gimmick because it will probably stay where it is once it’s been positioned initially, but there you go.

The screen resolution is good and the graphics are slick, but navigating beyond the initial screen isn’t always intuitive.

Just like the Mustang Mach-E, Ford has thankfully stuck with a small digital display ahead of the driver (it shows essential info such as speed and range) as well as the main touchscreen.

Unlike the Mach-E, some of the Explorer’s switchgear is shared with its ID cousins. Not a VW strong point. So, a stubby gear selector replaces the right-hand stalk, the steering wheel has touch-sensitive, haptic controls, and the window switches are fiddly.

Overall, there’s plenty of space inside the Explorer up front and for adult passengers behind. It’s even possible for rear passengers to tuck their feet under fully-lowered front seats, which isn’t always a given.

The 470-litre boot capacity is smaller than some rivals, but on the plus side, there’s no load lip, there are 60/40-split rear seats and a ski hatch.

Load capacity increases to 1,400 litres with the rear seats flipped down. Additionally, there are various cubbyholes dotted around the cabin, and there’s a handy 17 litres of stowage space in the “MegaConsole” under the front centre armrest.

It was hard to fault the build quality of our test cars, though the interior doesn’t have the wow factor of some rivals and there are a few too many hard surfaces high up for my liking.

Priced from £39,875, you can choose from three versions of the Explorer – an entry-level Standard range model with a 52kWh battery and rear-mounted 168bhp electric motor, offering a claimed 239 miles on a full charge.

A single-motor Extended Range with a 282bhp motor and a 77kWh battery that’s good for a superb 374-mile range, plus the range-topping dual motor Extended Range, which has a combined output of 335bhp, all-wheel drive and a 79kWh battery pack giving it a 329-mile range.

The 52kWh model is equipped with a 135kW onboard DC charger, and takes 28 minutes to go from 10-80%. The 77kWh and 79kWh variants can be charged at up to 185kW, which results in a 10-80% time of around 26 minutes. Impressive times in theory, but as ever, variables such as ambient temperature and driving style will dent those charge times.

There are two trim levels, Select (available with the Standard Range car and the RWD Extended Range) and Premium (also on the RWD Extended Range, and the only way to get the AWD Extended Range).

I tested the two Extended Range models, and frankly I was virtually won over from the moment I sat in the driver’s seat.

I prefer a low driving position, which is a rare experience these days with EVs, because you tend to sit perched above the battery back.

Not only was I comfortable, but once on the road, it was far more involving than your average electric SUV to drive.

It would be an exaggeration to say that the Explorer is as dynamic as the best Fords of the past, but in EV terms, it’s very good.

Tuning the dampers, suspension and roll bars, Ford’s engineers have clearly worked their magic. Eco, Normal, Sport and Individual drive modes are available too.

Sure, the ride is on the firm side, yet it’s forgiving over potholes, and composed for the most part, while body lean is well controlled in more challenging corners.

There was slightly more road noise than I was expecting, but then it always seems unfair to pick on this with EVs, given that they are so quiet.

The steering has just the right amount of weight for it to remain light but still feel precise, though the brakes are on the spongy side (another quirk of VW’s ID cars).

Effortless on the motorway, it’s a doddle to drive in town too. The turning circle is tight, visibility is good and there are plenty of cameras and sensors to help you manoeuvre.

Ultimately, there’s little to choose between the two models. Naturally, the all-wheel drive has more traction and it’s swifter (0-62mph in 5.3 seconds), but the RWD is cheaper, has more range and is more than fast enough (6.4 seconds).

If anything, the heavier dual-motor version’s ride seemed a tad more supple at low-speed, but that’s splitting hairs.

So, the Ford Explorer drives well, easily making it more agile than rivals including the Volkswagen ID.4, Tesla Model Y and Hyundai Ioniq 5.

Driven sensibly, it’s quite possible to extract as much as 4.5 miles/kWh out of the Explorer, which is excellent.

The only slight disappointment is that there are no steering wheel paddles to adjust the brake regeneration levels. Instead, you have to rotate the gear selector from ‘D’ to ‘B’, which is clunkier than it could be.

Verdict: The Ford Explorer is a very impressive package and has definitely been worth the wait. Distinctive, comfortable, safe and engaging to drive, it’s one of the best electric family SUVs on the market.

Ford UK

Hyundai Ioniq 5 N review

We get behind the wheel of the Hyundai Ioniq 5 N – the first proper hot hatch of the EV age

Once in a while a car comes along that doesn’t just stand out from the crowd, it sets a new benchmark. The Hyundai Ioniq 5 N is one of those cars.

A genuine game–changer, Hyundai has transformed the Ioniq 5 electric family hatchback into something very special.

Starting at £65,000, it’s pricey, but it’s also extremely clever, and there really is no other EV like it.

You could say it’s the first reasonably priced electric performance car this side of the £100,000-plus exotics from the luxury brands.

So, let’s get back to basics. The Ioniq 5 N is based on the award-winning Ioniq 5 family EV – a curiosity in itself.

With its retro cool design, the regular Ioniq 5 looks like it should be about the size of a VW Golf, yet its actually closer to a Skoda Enyaq iV.

This latest fruit from Hyundai’s ‘N’ performance sub-brand is even bigger (80 mm longer, 50 mm wider), thanks to larger wheels and tyres, and awesome body kit.

The all-wheel drive Ioniq 5 N also gets a larger battery pack than its sibling (84kWh compared to 78kWh), though range is down from 298 to 278 miles.

Courtesy of two electric motors, it produces an impressive 609bhp, while one press of the (NGB) boost button on the steering wheel unlocks the full 641bhp for a 10-second burst.

This means that a 0-60mph sprint can be dispensed with in 3.5 seconds (3.4s with the NGB button engaged) while the N’s top speed stands at 162mph.

And just like the regular Ioniq 5, the 5N gets state-of-the-art 800V battery technology allowing ultra-fast charging (10-80% in 18 minutes).

As if all that isn’t impressive enough, there are various driving modes for road and track, a launch control function, all-new suspension, bigger brakes, a revised steering system and styling tweaks to help cool the battery.

Most of all, technical wizardry has resulted in an EV that drives and sounds much like a conventional performance car with a convincing simulated engine noise and paddle-shift gearbox, recreating the sound and feel of a petrol-powered hot hatch.

Take one for a test drive yourself before you write it off as a gimmick, it doesn’t just put a smile on your face, it’s far more involving than a regular single-speed EV.

The Ioniq 5 N looks the part too. Not just the flared wheel arches and big wheels, but the aggressive stance. It’s the same story inside where there’s a far more sporty feel.

The figure-hugging bucket-style seats up front deliver a lower seating position, so you don’t feel perched like the regular Ioniq 5, plus aluminium pedals, an N-exclusive centre console and sustainable products are used throughout the cabin.

So, the Ioniq 5 N feels special, even before you hit the Start button. On the road, it’s clear that it doesn’t just look stunning, it handles superbly too.

For a big car weighing in at 2.2 tonnes, it’s nothing short of phenomenal. Blisteringly fast, there’s almost no body lean in more challenging corners.

You really can hustle the 5 N too, firm in the knowledge that its powerful brakes will do their job and its mighty 21-inch Pirelli P-Zero tyres will provide the necessary grip.

For the full-on experience, switch to Sport mode, activate the N e-Shift and chose the ‘Ignition’ engine sound, complete with blips and pops on the down–changes. Yes, it’s largely pointless, but fantastic fun.

Of course, the Ioniq 5 N can be driven sensibly too, and it may well be that the fake engine noise and manual gear selection novelty will wear off for many owners after a while, leaving the 100% N experience for special treats.

Ultimately, like every EV, it’s a balancing act between performance and efficiency, and there’s no doubt that the latter takes a big hit if you overdose on the former.

Behave and you can expect 3.5 miles per kwh or more, indulge too much and it will dip down closer to 2.0.

Finally, it’s worth remembering that the Ioniq 5 N is also highly practical. There’s loads of legroom and headroom for three in the back, while the boot offers 480 litres of cargo volume with the rear seats in place, expanding to 1,362 litres with them folded.

Oh, and unlike its cheaper sibling, it gets a rear wiper. Hurrah!

Verdict: The game-changing Hyundai Ioniq 5 N doesn’t just look awesome – it’s a technical tour de force, delivering a remarkable combination of speed, engagement, driver involvement and practicality.

Hyundai UK

Xpeng G6 review

We test drive a new car from a new brand – the all-electric Xpeng G6 mid-sized electric SUV…

The latest EV brand from China to reach Europe has its work cut out. Just for starters, its family SUV is pitched against the Tesla Model Y – the world’s most popular new car of 2023, with sales totalling 1.22 million.

The fact that the G6 is an SUV will help matters because this is the fastest rising sector, but starting from scratch is a big challenge.

Founded in 2014 by a group of entrepreneurs with a shared vision to transform future mobility with technology, Xpeng launched its first car (the G3 compact SUV) in 2018, followed by others including the P7 saloon in 2019 and the big G9 SUV in 2023.

In fact, Xpeng is held in such high regard that Volkswagen announced a partnership with the company earlier in 2024 to jointly develop two smarts EVs.

So, is the G6 any good and will it be able to compete with the mighty Tesla Model Y and other rivals including the Kia EV6, Volvo EX30, Hyundai Ioniq 5, Skoda Enyaq. Smart #3 and Ford Mustang Mach-E?

Well, if you just consider the car, then it’s a worthy rival. Whilst I respect the game-changing success of Tesla and the Model Y’s massive sales, I’m not a huge fan of the vehicle itself.

From the dumpy front styling to the firm ride, so-so quality of materials and dull driving dynamics, the Model Y is something of an enigma to me.

The Xpeng G6 is marketed as an “ultra-smart coupe SUV” and is almost identical in size and weight to its American rival. It’s also likely to be competitively priced when it goes on sale in the UK later in 2024. Xpeng hasn’t announced pricing yet, partly because of tariff issues, but the Model Y is priced from £44,990.

For me, the “robot face” of the Xpeng G6 gives it the edge aesthetically, while its streamlined body shape (which boasts a drag coefficient of just 0.248Cd) is similar to the Tesla and comes complete with pop-out door handles and frameless doors.

Inside, there’s the same minimalist, tech-led feel of the Model Y, but with the welcome addition of a 10.2-inch display ahead of the driver, showing essentials such as speed, battery range and navigation instructions. Beats me why the Model Y and Volvo EX30 have decided to do away with this necessity and opt for only a central touchscreen.

The Xpeng G6 gets one of those too (15 inches, no less) and it works well enough (the graphics aren’t class-leading), but – as ever – there is a high learning curve. The system is due to have an over-the-air upgrade later this year, which should make it more intuitive, while new mapping from TomTom will also be welcome.

Ultimately, just like many other EVs, there are too many necessities controlled via the centre touchscreen, taking your eyes off the road ahead. Controls for everything from drive modes (Standard, Eco, Sport, and All-Terrain), brake regen and steering weight options, wing mirror adjustment and air conditioning are accessed via the screen.

Unfortunately, the Xpeng G6 also follows another annoying trend. The right hand steering wheel stalk is now the gear shifter, while the left doubles up indicators and wipers. No prizes for guessing what comes next until you get used to the system.

On the plus side, the cabin oozes space front and back, it’s bathed in light thanks to the panoramic sunroof, it’s all well put together and it had a classy feel with the use of quality materials, though delve down in the cabin and there’s still some scratchy black plastic.

Oh, and a special mention for the leatherette seats, which are comfortable, even if the driving position is a little on the high side for my liking.

Luggage capacity is a decent, if not class-leading 571 litres, expanding to 1,374 litres with the rear seats down, but there’s no ‘frunk’ under the bonnet for storing cables and no passenger glovebox.

Three versions of the Xpeng G6 are available. The entry-level RWD Standard range combines a 66kWh battery with a 262bhp rear-wheel-drive motor. The RWD Long Range version gets a larger 87.5kWh battery and slightly more powerful 290bhp motor, while the range-topping dual-motor AWD Performance version uses the same 87.5kWh battery but with 483bhp driving all four wheels.

The RWD Standard range delivers a claimed potential of 272 miles and a 0-62mph time of 6.9 seconds. The RWD Long Range offers an impressive 356 miles of range and a slightly faster sprint time of 6.7 seconds. Finally, the AWD Performance is properly fast (4.1 seconds), though overall range takes a hit (344 miles).

Just as importantly, the Xpeng G6 uses state-of-the-art ultra-rapid 800V charging architecture, meaning a 10% to 80% boost can take just 20 minutes with a fast enough charger.

We tested the AWD Performance, which is just as well because it was tanking down on our test route in the Netherlands, so the extra traction was more than welcome.

On the road, the Xpeng G6 is smooth and refined with Standard drive mode offering the best balance of efficiency and performance. Sport is fun for overtaking and acceleration demos, but the effort of going into the touchscreen to switch drive modes is likely to mean it will be rarely used.

The ride is firm, which is par for the course with electric SUVs, and body lean is kept in check, though we didn’t really get the chance to stretch the G6’s legs on the flat, mostly residential road route. On balance, I’d say it’s a tad more dynamic than the Model Y, so job done.

The steering is best left in standard (Sport is too heavy) and visibility is good except for the slim rear window. Thankfully there are plenty of cameras and sensors to help with tighter manoeuvres. What’s more, it has a memory-based automatic parking functionality and it can be parked remotely via a smartphone app.

We achieved a decent 3.8 miles per kWh during our limited test run, and we’d expect a real-world range for the AWD Performance closer to 300 miles.

Xpeng has kept things simple with the G6. You just choose the powertrain, one of five exterior colours, and white or black artificial leather. In fact, the only option is an electrically deployable tow bar (maximum towing capacity: 1,500kg).

Ultimately, the success of the Xpeng G6 in the UK could rely on a combination of keen pricing, clever marketing and a proper dealer network for sales, servicing and parts.

Verdict: The Xpeng G6 is a welcome addition to the seriously competitive mid-size electric SUV sector. Boldly styled, spacious, well built, comfortable and packed with tech, it’s more than a match for the Tesla Model Y.

Xpeng