Mazda CX-80 review

Mazda CX-80 review

We get to grips with the classy CX-80 seven-seater SUV – Mazda’s new flagship…

If you need a big SUV that’s capable of carrying seven people in reasonable comfort, there’s already a pretty good choice.

The new Mazda CX-80 is a welcome addition to the more affordable end of the list, which includes the Skoda Kodiaq, Hyundai Santa Fe, Nissan X-Trail, SEAT Tarraco, Peugeot e-5008 and Kia EV9.

Mazda CX-80 review

Priced from £49,670, it looks familiar because it’s essentially a stretched version of the smaller CX-60 SUV.

At nearly five metres long, the CX-80 is no shrinking violet. From the front, it’s easily mistaken for a CX-60, but that profile with its huge 3,120mm wheelbase (longer than a Kia EV9 and BMW X7) is something else, and it’s 26mm taller.

The good news is that these dimensions result in a third row of seats and there’s a choice of layouts, so the middle row can either have two “captain’s chairs” (six seats in all) or a three/two-seat bench. Both bench and individual seats fold and slide backwards and forwards (by 120mm) for added practicality.

Mazda CX-80 review

As always, I tried the third row for size, and as a 5’11” adult I can confirm that there is space as long as the middle row is pushed forward a little. The important takeaway is that it is just possible for passengers my height to sit behind each other

There’s plenty of load space in the CX-80 too, with a reasonable 258 litres with all the seats up, 566 litres with the third row down and 1,971 litres with all the seats flat.

Powered by the same engines as the Mazda CX-60, there’s a choice of plug-in hybrid or diesel, and all-wheel drive (rear-biased) is standard.

Mazda CX-80 review

The 2.5-litre petrol engine and plug-in hybrid set-up produces 323bhp (369lb ft of torque) for a 0–62mph of 6.8 seconds, while the 17.8kWh battery is good for an official 38 miles of electric-only range and CO2 emissions are just 35g/km.

If you prefer diesel, the 3.3-litre six-cylinder paired with a 48V mild hybrid system, pumps out 251bhp (406lb ft), is good for an 8.4-second 0–62mph dash and can manage a claimed 49.6mpg (CO2 emissions 148g/km).

Both engines are rated at 2,500kg for towing, but naturally, the diesel makes more sense when it comes to grunt and long-range economy. Incidentally, there’s a clever drive mode available which improves stability and driving performance when towing. Additionally, a “Trailer Hitch View” rear-facing camera makes it easier to align the car and a “See-Through View” helps when manoeuvring in tight car parks and city streets.

Mazda CX-80 review

The CX-80 is packed with the latest safety and driver assistance technology and achieved a maximum five stars in Euro NCAP tests. In fact, it was named Best in Class in the Large SUV category, narrowly beating the Audi Q6 e-tron.

All in all, the CX-80 has a premium look and feel throughout the cabin. And Mazda does things differently, so there’s a 12.3-inch digital instrument cluster and a 12.3-inch central display, but the latter is not a touchscreen. Control is via a rotary dial in the centre console, or Amazon’s virtual assistant Alexa, which is built-in and can control music, air-conditioning, navigation and third-party apps such as Spotify. Wireless Apple CarPlay and Android Auto are also standard.

On the road, the Mazda CX-80 doesn’t feel any more substantial than the CX-60, while visibility is decent and where it’s more challenging (the far-off rear when manoeuvring), the 360-degree camera helps out.

Mazda CX-80 review

For me, the seating position at its lowest setting is still too high for me, but then that’s not unusual.

The ride is on the firm side, which is not helped by the big 20-inch wheels on the higher grade models, so probably best to stick with the 18-inch wheels on the entry-level Exclusive-Line if comfort is your priority.

It handles well for such a big SUV and feels planted, while body lean is minimal in faster corners. The steering is well weighted and responsive, while good grip gives you the confidence to push on.

Mazda CX-80 review

Ultimately, your CX-80 experience is likely to be determined by your choice of powertrain.

The big turbodiesel is a joy. While it’s not quite up there with an equivalent six-cylinder BMW unit, it’s smooth, sounds the part, and is blessed with plenty of low-down grunt.

I averaged around 42mpg with a high of 46mpg, during my test, which isn’t bad for a car this size. With a little restraint, the claimed 49.6mpg on a steady run may well be achievable.

Mazda CX-80 review

The plug-in hybrid is a mixed bag. You’ll have to take it very easy to get close to 38 miles of pure EV range (which in itself is modest compared to a Kodiaq’s 62 miles, for instance).

Then once you’ve run out of juice (or you put your foot down) the petrol engine kicks in. The transition isn’t always the smoothest and the four-cylinder unit is on the harsh side when pushed.

That said, it’s powerful enough, but economy will drop below 40mpg when the battery is drained, which isn’t ideal on a longer journey. On shorter runs, closer to 100mpg is possible (as high as 176.6mpg) in theory.

Mazda CX-80 review

Weirdly the PHEV feels lighter and more agile, even though it’s heavier than the diesel, while the slick eight-speed automatic on both models is just the job.

A Sport drive mode, which boosts throttle response and handling, s available with both engines, but default Normal offers the best balance of performance and economy.

As ever, with a big SUV, it’s at its best cruising, soaking up the miles in comfort.

Verdict: The big Mazda CX-80 is a welcome addition to the seven-seater SUV category. Distinctive, safe, spacious and engaging to drive, it’s a premium car at a reasonable price.

Mazda UK

Mazda CX-80 review

Subaru Crosstrek review

Subaru Crosstrek review

We spend some quality time with the all-wheel drive Crosstrek SUV – Subaru’s entry-level model…

At first glance, the all-new Subaru Crosstrek looks very much like the Subaru XV – the car it replaces.

There’s a good reason for that, because the Crosstrek is, in effect, the third generation XV. And as it’s already known in North America as the Crosstrek, so the name-change makes sense.

Subaru Crosstrek review

A rugged, raised version of the Impreza five-door hatchback, the Crosstrek has big shoes to fill, because the XV was the left-field brand’s best-selling model.

Frankly, it’s hard to pigeonhole because it is slightly smaller than some family-sized rivals (Kia Sportage) and yet bigger than most compact crossovers (Kia XCeed). Ultimately, it’s the Nissan Qashqai that’s its closest competitor in terms of size.

However, it’s the Crosstrek’s off-road capability that sets it apart. That 220mm of ground clearance is a clue, but hidden from view is Subaru’s signature ‘symmetrical’ four-wheel drive system – one of the best in the business.

Subaru Crosstrek review

Subarus are in their element off-road. Engage ‘X-Mode’ – a drive setting that takes command of the engine, transmission, AWD, brakes and other components to help you navigate challenging terrain – and you’re away.

Despite its sporty looks and regular road tyres, it’s remarkably capable, making mincemeat of deep mud tracks and slippery hills. It should also cope with flooding because of I once drove an XV through a shallow river on an off-roading day.

Priced from a reasonable £34,995, the Crosstrek comes with a 2.0-litre petrol engine that uses Subaru’s trademark ‘Boxer’ flat-four cylinder layout.

Subaru Crosstrek review

It also gets mild hybrid assistance in the form of a small 0.6kWh lithium ion battery and 16bhp electric motor, taking the e-Boxer’s total power output to 134bhp with 184Nm of torque.

Power is sent to all four wheels via Subaru’s Lineartronic CVT automatic gearbox, which is still my biggest bugbear.

Despite the simulated ‘steps’, if you push on, the engine revs uncomfortably high making for noisy progress.

Subaru Crosstrek review

It’s fine at lower speeds and will even run in electric mode for short periods in traffic, but it doesn’t take much provocation for the engine to kick in.

There are paddles behind the steering wheel if you prefer to change gear yourself, but this solution is not hugely effective in practice, so it’s just easier to drive gently.

On paper, the Crosstrek has a 0-62mph acceleration time of 10.8 seconds and a top speed of 123mph, while fuel economy is just 36.8mpg and CO2 emissions are a disappointing 174g/km. On the plus side, I managed around 40mpg in mixed driving.

Subaru Crosstrek review

On the road, the Crosstrek feels substantial and the ride is firm, but thankfully it still manages to soak up most of the lumps and bumps.

The steering is nicely weighted and accurate and there’s surprisingly little body roll in more challenging corners.

Overall, it not as nimble as a standard family hatchback, but it does feel more agile than most SUVs. Crucially though – it won’t put a smile on your face because the CVT neuters the car.

Subaru Crosstrek review

If you prefer a high driving position, then you’ll like the Crosstrek. It’s a tad too commanding for me, but I suspect I’m in the minority.

That said, the seats are comfortable with plenty of adjustment, while the top spec ‘Touring’ trim (the entry-level is ‘Limited’) gets classy leather upholstery which looks like it will be particularly hard-wearing.

There’s an 11.6-inch portrait infotainment screen in the centre console, which does the job, but it’s not exactly cutting edge. What’s more, the ‘Limited’ trim level doesn’t even get integrated sat nav.

Thankfully, some physical buttons have been retained, while the analogue dials for the instruments ahead of the driver look old school.

Overall, the build quality of the interior is good, but it looks a little dated and there are far too many scratchy black surfaces.

Subaru Crosstrek review

There’s a decent amount of space in the back, though taller passengers may struggle for headroom, while the boot is a modest 315 litres (well down on its rivals), expanding to 922 litres with the 60:40-split rear seats flipped down. For the record, the towing capacity is a reasonable 1,270kg.

It’s also worth mentioning that the Crosstrek was awarded a maximum five stars by Euro NCAP and it’s full loaded with safety and driver assistance tech.

So, the Crosstrek 4×4 is a mixed bag, but if you can live with the CVT automatic gearbox, then you’re unlikely to find a more reasonably-priced, trustworthy, go-anywhere automotive companion.

Verdict: The Subaru Crosstrek deserves to be on your SUV shortlist if you want to stand out from the crowd and drive a car that’s safe, dependable and extremely capable when the going gets tough.

Subaru UK

Volvo EX30 review

Volvo EX30

We spend some quality time with Volvo’s smallest SUV, which also happens to be 100% electric…

Here’s something you thought you’d never hear. The most affordable car in the Volvo range is an all-new EV.

In the midst of a climate emergency, it’s essential to cut emissions, yet survey after survey says the cost of electric vehicles is one of the main reasons buyers are not making the switch from the internal combustion engine.

Volvo EX30

Volvo is doing its bit to change that narrative with the stylish EX30, which starts at a highly competitive £32,850. Sure, it’s still not cheap, but then this is a premium product from Volvo.

A tad shorter than some of its main rivals in the compact crossover class (the Kia Niro EV, Hyundai Kona Electric and Peugeot E-2008, to name a few), but it is a stylish newcomer.

Instantly recognisable on the road, it’s attractive with a defined crease along the side of the body, then there are those distinctive “Thor’s hammer” headlights and the big badge with diagonal stripe adorning the bluff front end of the car.

Volvo EX30

Inside, it’s everything you’d expect from Volvo, with a modern twist. So, it’s minimalist (there’s not much more than a central touchscreen, steering wheel and air vents) and it’s sustainable. Recycled materials include denim from blue jeans, and plastic from drinks bottles and window frames. There are clever storage spaces too.

You can choose from three versions of the EX30. The entry-level Single Motor has a 268bhp motor on the rear axle, fed by a 51kWh (49kWh usable) battery. Official figures give it a potential range of 210 miles, and it can charge at up to 134kW, so a 10-80% top-up can be delivered in 26 minutes.

The Single Motor Extended Range model is much the same, except that it has a larger 69kWh (64kWh usable) battery, giving an official range of 296 miles. Charging is slightly faster too (up to 153kW), meaning a 10-80% boost will take as little as 28 minutes.

Volvo EX30

Finally, there’s the Twin Motor Performance version, which has an additional motor on the front axle (giving all-wheel drive and a combined 422bhp), but the potential range drops to 280 miles. It has exactly the same battery and charging speed as the Extended Range model.

For the record, the Single Motor has a 0-62mph time of 5.7 seconds, the Single Motor Extended Range takes 5.3 seconds, while the Twin Motor Performance arrives at 62mph in a blisteringly fast 3.6 seconds. Torque figures are 252lb ft for the Single Motor models and a massive 400lb ft for the range-topper.

Volvo EX30

We tested the Single Motor Extended Range on a variety of roads over a week and there’s no doubt that the Volvo EX30 is an impressive package.

As is increasingly the case, there’s no key or starter button, the car recognises you as you approach (no pop-ups, just solid door handles), you get in, then select Drive and you’re off.

It’s not stupidly fast like some EVs – instead offering manageable acceleration with instant torque to get you off the line.

Volvo EX30

The EX30 is easy to drive and nimble with sharp steering. It feels lighter than its 1.85 tonne kerb weight, while the brakes are pleasantly progressive (unlike many EVs).

Hustle it and body lean is well controlled. Add solid traction and it inspires confidence – not a given these days with so many front-wheel drive EVs scrabbling for grip.

The ride is gentle for the most part, and all in all, the EX30 delivers a refined, comfortable and engaging drama-free drive.

Volvo EX30

Of course, no car is perfect and the EX30 is no exception. Our biggest gripe is that virtually everything is controlled via the 12.3-inch central display, including wing mirror adjustment and glovebox opening. In other words, there’s no conventional instrument cluster ahead of the driver with essentials such as speed, range and traffic sign recognition.

Yes, the infotainment system is Google-powered, so it gets the best hands-free voice assistant, but too much fiddling in the centre console diverts attention from the road ahead.

The other area where the EX30 is compromised is when it comes to rear space. It’s snug for adults to sit comfortably in the back and the high floor means there’s a knees-up position. The boot only has a 318-litre capacity (smaller than a Golf hatchback). That said, you can fold down the rear seats for 904 litres in total, and there’s a small frunk under the bonnet.

Volvo EX30

Finally, the recycled materials may tick all the right eco boxes, but they don’t yet have the same premium feel,. For instance, the plastic used on the dashboard and elsewhere in the cabin looks good, but it’s a tad too hard and scratchy for our liking.

We achieved an average of about 3.5 miles/kWh, which is not bad at all and should give a real-world range closer to 230 miles. There is the option for one-pedal driving, but no paddles behind the steering wheel to alter the brake regeneration.

Verdict: It’s no wonder the EX30 has already won so many awards. Volvo’s smallest and most affordable electric SUV is a winning combination of Scandi cool and sustainability, delivering a good range and efficiency, alongside a refined and engaging drive.

Volvo UK

Volvo EX30

Skoda Kodiaq review

Skoda Kodiaq review

We get behind the wheel of the latest version of Skoda’s big seven-seater SUV…

The Kodiaq has been a success for Skoda. Since its launch in 2016, more than 866,000 have been produced.

After Germany, the UK is the big SUV’s second biggest market in Europe, with 55,000 sold – that’s 6.4% of global sales.

Interestingly, in the UK, 90% have been seven-seaters (it’s also available as a five-seater), while 54% of owners chose two-wheel drive over AWD.

Skoda Kodiaq review

The good news is that its successor neatly builds on all the things that were so loved about the first-gen Kodiaq.

There’s even a plug-in hybrid version coming later in 2024, to join the petrol and diesels available from launch.

Design-wise, the new Kodiaq is more revolution not revolution. It’s slightly longer (61mm) and its lines are smoother (low drag coefficient of 0.282).

Skoda Kodiaq review

Up front there’s a distinctive octagonal radiator grille with vertical slats and sleeker headlights, plus a wide air intake below. At the rear there’s a large tailgate with low loading sill and confident “Skoda” lettering slapped across it.

It’s also worth noting that the new flying arrow shape of the front light signature pays homage to the winged arrow of the Skoda logo.

Inside, there’s more room than ever thanks to an even bigger 910-litre boot for the five-seat version, which rises to 2,105 litres with the back row folded down. Seven-seater models offer 340 litres and 2,035 litres respectively.

Skoda Kodiaq review

Oh, and the third row is just about big enough to squeeze adults in for short journeys, if you slide the second row forward a little.

The driving position is suitably high and there’s plenty of storage with large door bins and various cubbyholes.

The dashboard is dominated by a huge 13.0-inch touchscreen, which has sharp graphics and is easy to navigate. There’s also a 10.25-inch driver’s digital display.

Skoda Kodiaq review

Thankfully, there are also some physical infotainment controls below in the form of three configurable smart dials, which are operated by turning and pressing.

These control essentials such as ventilation, volume, driving modes, map zoom and other comfort functions.

My only minor quibble is that the traditional gear selector has moved from the centre console to the stalk to the right of the steering wheel, meaning the indicators and wipers are combined on the left. It’s fine after a while, but engaging wipers instead of activating the indicator is the initial result.

Skoda Kodiaq review

Overall, the cabin is a very pleasant place to be, now with a range of recycled materials, including seat upholstery, carpets and headlining, plus an impressive quality upgrade.

There are three engine options for the new Skoda Kodiaq, ranging from the mild hybrid 148bhp 1.5 TSI e-TEC 150 turbocharged petrol, which uses a small electric motor and battery to boost performance and efficiency. It’s capable of sprinting from 0-62mph in 9.7 seconds. Fuel economy is a claimed 47mpg, while CO2 emissions are 136g/km.

The Kodiaq has always been a favourite with caravanners, so the two 2.0-litre diesel options will go down well (148bhp and 190bhp). The latter especially, has stacks of mid-range grunt and comes with four-wheel drive as standard, though the former has better economy (around 48mpg).

Skoda Kodiaq review

The upcoming 201bhp plug-in hybrid (PHEV) model (badged 1.5 TSI iV PHEV) will have a 25.7kWh battery with a range of up to 76 miles (enough for most journeys), while acceleration is 8.4 seconds and CO2 emissions are as low as 9g/km.

The PHEV gets a six-speed DSG automatic transmission, while the other models all have seven speeds.

Starting at £36,645, the Kodiaq isn’t quite as affordable as it once was, but it still represents a lot of car for the money. Initially, just two well-equipped trim levels are available: SE and SE L.

Gareth Herincx driving 2024 Skoda Kodiaq

On the road, it certainly feels substantial and a little lofty, but you soon get used to it. As you’d expect, there’s a bit of body lean in more challenging corners, but there’s also ample grip. We tried the 4×4 on a beach too, and it managed admirably, even during quick changes of direction.

Ultimately the Kodiaq is a family car/load-lugger, so it doesn’t matter that it doesn’t handle like a performance SUV.

All-round visibility is good, and it comes with a suite of parking sensors and a reversing camera, which means that manoeuvring in town is surprisingly straightforward.

Gareth Herincx driving the 2024 Skoda Kodiaq

The entry-level petrol-engined version offers a refined driving experience, only becoming vocal under heavy acceleration. We got close to 40mpg, but that’s some way short of the claimed fuel economy figure.

Diesel engines are becoming increasingly rare these days, but they are well suited to big SUVs. Here again, noise suppression is good on the Kodiaq, and naturally, there’s plenty of torque. More importantly for some, the higher-powered diesel can tow up to 2.4 tonnes, as opposed to 2.0 tonnes for the 150hp diesel and 1.8 tonnes for the petrol and PHEV.

We tested the Kodiaq on a variety of roads, and for the most part it smoothes over the bumps nicely, but it will thud over the worst of potholes.

Skoda Kodiaq review

Finally, you can pay extra for an optional adaptive suspension system (Dynamic Chassis Control, or DCC), which allows you to stiffen or soften the ride at the touch of a button.

The Kodiaq’s many seven-seater rivals include the Hyundai Santa Fe, Land Rover Discovery Sport, Nissan X-Trail, Peugeot 5008 and Kia Sorento.

Verdict: The all-new Skoda Kodiaq SUV continues to offer a winning blend of space, safety, practicality, comfort and value for money. Now with the latest tech, a sharper new look and quality upgrade, it’s cemented its position as a class-leading family load-lugger.

Skoda UK

Xpeng G6 review

Xpeng G6

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.

Xpeng G6

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?

Xpeng G6

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.

Xpeng G6

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.

Xpeng G6

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.

Xpeng G6

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.

Xpeng G6 driven by Gareth Herincx

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.

Xpeng G6

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.

Xpeng G6

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).

Xpeng G6

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