The XPENG G6 competes closely with the Tesla Model Y, BYD Sealion 7 and Kia EV5 in Australia, but its charging hardware creates the clearest difference. The 2026 G6 Long Range combines an 80.8 kWh LFP battery, 525 km WLTP range and 451 kW maximum DC charging, with a claimed 10–80% charge time of 12 minutes. Tesla’s Model Y Long Range AWD reaches 600 km WLTP but peaks at 250 kW, while the Kia EV5 Long Range offers 555 km WLTP and takes about 38 minutes for 10–80% on a 350 kW charger. Range favours Tesla and Kia in selected versions; charging time favours the G6.
For Australian buyers comparing a new electric suv australia, the G6 range starts with a 68.5 kWh LFP battery in Standard Range form and moves to an 80.8 kWh pack in Long Range and Performance versions. The Standard Range is rated at 480 km WLTP on 18-inch wheels, while fitting 20-inch wheels reduces that figure to 470 km, a useful reminder that wheel size alone can alter rated efficiency by about 2.1%.
The Long Range is rated at 525 km WLTP with energy consumption of 17.9 kWh/100 km. The AWD Performance reaches 510 km while consuming 18.4 kWh/100 km, so adding the second motor and stronger acceleration costs only about 2.9% of the quoted range. Both use the same 80.8 kWh gross battery and the same 451 kW maximum DC rate.
Range figures matter most when they are compared under the same test standard. WLTP gives buyers a consistent reference, but motorway speed, temperature, tyre pressure, elevation and climate-control use can move real consumption away from the published number.
Tesla currently gives the 2026 Model Y Long Range AWD a 600 km WLTP rating, 75 km more than the G6 Long Range. That is about a 14.3% advantage on the official cycle. The Tesla also reaches 100 km/h in 4.8 seconds, compared with 6.7 seconds for the rear-wheel-drive G6 Long Range, although the comparison changes when the G6 Performance is considered.
The G6 AWD Performance produces 358 kW and 660 Nm and reaches 100 km/h in 4.13 seconds. The current Model Y Performance is quicker at 3.5 seconds and provides 580 km WLTP, but it uses 21-inch wheels and sits in a more performance-focused part of the market. A buyer looking mainly at acceleration therefore gets a different result from a buyer comparing charging stops or battery size.
| Australian-market model | WLTP range | DC charging figure | 0–100 km/h |
|---|---|---|---|
| XPENG G6 Long Range | 525 km | 451 kW max | 6.7 sec |
| XPENG G6 Performance | 510 km | 451 kW max | 4.13 sec |
| Tesla Model Y Long Range AWD | 600 km | 250 kW max | 4.8 sec |
| Tesla Model Y Performance | 580 km | 250 kW max | 3.5 sec |
| BYD Sealion 7 Premium | 482 km | 150 kW max | 6.7 sec |
| Kia EV5 Air Long Range | 555 km | — | — |
The table also shows why peak charging power needs context. XPENG states that the Long Range and Performance versions can move from 10% to 80% in 12 minutes under suitable conditions. Moving through 70% of an 80.8 kWh gross battery represents roughly 56.6 kWh of battery capacity, although actual delivered energy and charging losses differ from a simple gross-capacity calculation.
A 451 kW peak does not mean the car continuously receives 451 kW for 12 minutes. Battery temperature, state of charge, charger output and the vehicle’s charging curve all affect the session. Tesla makes the same point for its network: V3 Superchargers can supply up to 250 kW, but actual power changes with battery condition, temperature and charge level.
That distinction becomes more important outside metropolitan areas. A G6 connected to a 150 kW public unit cannot use its full 451 kW capability, so route infrastructure can matter more than the number printed in the specification sheet. At a suitable high-output charger, however, the 2026 G6 has far more electrical headroom than many comparable SUVs.
Kia provides a useful real-world-style comparison through its published EV5 charging times. The MY26 EV5 Standard Range takes about 36 minutes to move from 10% to 80% on a 350 kW charger, while Long Range versions take about 38 minutes. Against XPENG’s claimed 12 minutes, the difference is 24–26 minutes per charging stop under each manufacturer’s stated test conditions.
Range moves the comparison back toward Kia. The EV5 Air Long Range is rated at 555 km WLTP, 30 km above the G6 Long Range, while the AWD Earth reaches 500 km and the AWD GT-Line reaches 470 km. Kia lists consumption from 180 Wh/km for the Air Long Range to 210 Wh/km for the GT-Line, a spread of about 16.7%.
BYD’s Sealion 7 sits closer to the G6 in size and performance. The Premium version provides 230 kW, rear-wheel drive, 482 km WLTP and a 6.7-second 0–100 km/h time. Its Performance version produces 390 kW, reaches 100 km/h in 4.5 seconds and carries a 456 km WLTP rating, placing it 54 km below the G6 Performance on the published cycle.
Charging creates a larger separation. The 2026 Sealion 7 specification lists up to 150 kW DC charging, roughly one-third of the G6 Long Range’s 451 kW ceiling. For an owner charging mainly overnight at home, that difference may have little effect during the working week; for repeated highway trips requiring several public charging sessions, charging duration becomes more noticeable.
The G6 also supports 11 kW AC charging. XPENG quotes 5–100% in 9.2 hours for the 80.8 kWh versions and 7.3 hours for the 68.5 kWh Standard Range. An Australian home without three-phase supply may not deliver the full 11 kW, so the electrical installation should be checked before assuming those times will apply at home.
Tesla follows a similar split between public and home use. Its Australian support material states that a Wall Connector can add up to 75 km of Model Y range per hour where three-phase 16A power is available, or about 50 km per hour using single-phase 32A. For many owners covering 40–80 km on a normal day, overnight charging can replace daily use without relying on a public rapid charger.
Cabin and luggage measurements add another layer because manufacturers do not always measure storage in the same way. The G6 provides 571 litres behind the rear seats and 1,374 litres with them folded. Its turning radius is 5.8 metres, while the Long Range weighs 2,115 kg and carries a listed payload of 475 kg.
The Kia EV5 uses a more upright body. Kia lists 513 litres behind the rear seats, 1,714 litres with them folded and a 67-litre front compartment. That gives the G6 58 litres more quoted rear-seat-up space, but the Kia gains 340 litres once the second row is folded, making body shape relevant for owners carrying bicycles, camping equipment or larger boxes.
The Sealion 7 provides 500 litres at the rear plus a 58-litre front compartment. It is 4,830 mm long with a 2,930 mm wheelbase and weighs 2,225 kg in Premium form. The G6 Long Range is lighter at 2,115 kg, a difference of 110 kg or about 4.9%, which can influence energy use, tyre wear and the way the car changes direction.
Software layout separates the G6 from Tesla more clearly than many mechanical specifications. XPENG uses a 15.6-inch centre screen plus a 10.25-inch digital instrument display, while also supporting Apple CarPlay and Android Auto. Tesla’s 2026 Model Y uses a 16-inch centre display and an 8-inch rear touchscreen, with vehicle functions centred heavily on Tesla’s own software environment.
XPENG also lists adaptive cruise control, lane centring, automatic lane changing, blind-spot detection, rear cross-traffic alert, driver-state monitoring and automated parking functions on the G6. Buyers should treat them as assistance systems rather than autonomous operation, just as Tesla states that Full Self-Driving (Supervised) requires continuous driver attention in 2026.
Safety has independent Australian evidence rather than relying only on manufacturer claims. ANCAP tested the G6 in 2024 and awarded it a five-star rating covering all Australian variants from October 2024 onward. It scored 88% for adult occupant protection, 86% for child occupant protection, 81% for vulnerable road-user protection and 80% for safety assist.
ANCAP also recorded standard autonomous emergency braking for vehicle, pedestrian, cyclist, junction, crossing, reversing and head-on scenarios, together with lane support and a centre airbag. Its published test set included frontal impacts at 50 km/h, a side impact at 60 km/h and an oblique pole impact at 32 km/h, giving buyers a clearer basis for comparison than a simple equipment list.
Energy consumption still deserves attention because rapid charging cannot compensate for every efficiency difference. The G6 Standard Range is rated at 16.6 kWh/100 km on 18-inch wheels, the Long Range at 17.9 kWh/100 km and the Performance at 18.4 kWh/100 km. Moving from Standard Range to Performance raises official consumption by about 10.8%.
At 15,000 km per year, 17.9 kWh/100 km corresponds to roughly 2,685 kWh of vehicle energy before charging losses. At 18.4 kWh/100 km, the same distance uses about 2,760 kWh, only 75 kWh more across the year under the published figures. Electricity tariffs, public charging prices and actual motorway use will have a larger effect on annual cost than the 0.5 kWh/100 km difference between those two G6 versions.
For a buyer regularly covering long interstate routes in 2026, Tesla offers the higher WLTP figure in comparable five-seat Long Range form: 600 km against 525 km. XPENG counters with a much higher stated DC ceiling and a 12-minute 10–80% claim. Kia’s EV5 offers 555 km in Air Long Range form but quotes around 38 minutes for a 10–80% high-power charging session.
For suburban use, the comparison changes again. Boot shape, home-charging access, rear-seat space, service availability, insurance pricing and tyre size may matter more than another 50 km of laboratory range. The G6’s 18-inch-wheel Standard Range also shows why specification choices deserve attention: switching to optional 20-inch wheels cuts its WLTP rating from 480 to 470 km before the owner has travelled a single kilometre.