Best Chinese cars in the UK
High-quality Chinese cars from rated and reviewed dealers
Last updated June 12, 2025 by
Neil Briscoe
The best cars from Chinese brands you can buy in the UK in 2025
Experts predicted more than a decade ago that we’d all be driving Chinese cars by now, and you know what? The predictions were right. MG, once a British brand but now wholly Chinese-owned, is rising fast in the sales charts, and BYD has announced an ambition to become the UK’s best-selling car brand. Frankly, you wouldn’t be surprised to see it.
Chinese-brand cars have moved beyond their legacy of cheap-and-cheerful models to producing cars that can, for the most part, stand toe-to-toe with their UK, European, Japanese, and Korean competition.
While we’re still waiting for the Chinese car that truly lights our enthusiast fires in the way that a Porsche or an Alfa Romeo might, the fact is that in the areas that owners really care about - value for money, economy, warranty - the Chinese are leaping ahead.
Chinese brands tend to excel in battery technology, so there’s a great mix of Chinese electric cars and hybrid models in this list, contributing to low running costs whichever model you go for.
Carwow's expert reviews team has been behind the wheel of all the latest cars on sale in the UK and has put together this list of the best Chinese cars you can buy today.
What's good
What’s not so good
Best for: Being excellent value
Where the MG3 really scores well is in just how cheap it is. It’s a compact five door hatchback, with a fairly powerful hybrid petrol engine, and therefore it competes with the likes of the Toyota Yaris Hybrid and the Renault Clio E-Tech.
In fact, the MG3 competes with a lightly used Toyota Yaris Hybrid or Renault Clio E-Tech, as in spite of having considerably more power than either - 191hp easily has the beating of both - the MG3 costs massive chunks of cash less than either. In terms of tech for your money, it’s like finding a brand new Apple MacBook for sale for the price of a Chromebook.
Of course, you can see where MG has cut costs. Have a poke around the cabin and you won’t find the same levels of quality nor of comfort that you get in the Toyota or the Renault, but that’s not to say the MG is disgraced. It’s fine, if occasionally rough around the edges. It is quite practical, though. The back seats are much roomier than those of the Yaris, and the boot is a good size too.
There’s a good standard-fit touchscreen and digital instruments (a bit fiddly to use, but that’s par for the course these days) and if the MG3 doesn’t exactly deliver the full punchiness you’d expect from 191hp, it does at least manage to be both brisk and economical - 50mpg is easy, although it’s worth noting that both the Renault and Toyota can do 60mpg without breaking a sweat. Must be the penalty for that 191hp power output.
There’s a good seven-year, 80,000-mile warranty too, which should give you some peace of mind, and the MG3 is even pretty sharp to drive, with good steering that gives you huge confidence in corners. Even with the relatively firm suspension, it’s not too bumpy around town.
Where the MG3 really scores well is in just how cheap it is. It’s a compact five door hatchback, with a fairly powerful hybrid petrol engine, and therefore it competes with the likes of the Toyota Yaris Hybrid and the Renault Clio E-Tech.
In fact, the MG3 competes with a lightly used Toyota Yaris Hybrid or Renault Clio E-Tech, as in spite of having considerably more power than either - 191hp easily has the beating of both - the MG3 costs massive chunks of cash less than either. In terms of tech for your money, it’s like finding a brand new Apple MacBook for sale for the price of a Chromebook.
Of course, you can see where MG has cut costs. Have a poke around the cabin and you won’t find the same levels of quality nor of comfort that you get in the Toyota or the Renault, but that’s not to say the MG is disgraced. It’s fine, if occasionally rough around the edges. It is quite practical, though. The back seats are much roomier than those of the Yaris, and the boot is a good size too.
There’s a good standard-fit touchscreen and digital instruments (a bit fiddly to use, but that’s par for the course these days) and if the MG3 doesn’t exactly deliver the full punchiness you’d expect from 191hp, it does at least manage to be both brisk and economical - 50mpg is easy, although it’s worth noting that both the Renault and Toyota can do 60mpg without breaking a sweat. Must be the penalty for that 191hp power output.
There’s a good seven-year, 80,000-mile warranty too, which should give you some peace of mind, and the MG3 is even pretty sharp to drive, with good steering that gives you huge confidence in corners. Even with the relatively firm suspension, it’s not too bumpy around town.
Best for: Being a Tesla alternative
This is the Xpeng G6 – no, it’s not a Tesla. No, seriously, it’s not. Look, we can see where the confusion comes from. First, Tesla launches the Model Y and turns it into the world’s best-selling car. Then Xpeng creates the G6, which like the Model Y is an egg-shaped electric SUV with smoothed-off corners.
But then Tesla goes and updates the Model Y and actually makes it look even more like the Xpeng than before. So the original now looks like a copy of the copy.
Whatever you think about the way it looks, the Xpeng G6 is a pretty decent family electric SUV. Anyone expecting a thrilling, dynamic driving experience should probably just skip onwards, but in terms of its spaciousness, its in-car tech, and the solid range provided by its batteries, the G6 is not bad at all.
Actually, you have a choice between two batteries - a smaller, cheaper battery that provides 270 miles of range, or a bigger, longer-range one that manages 354 miles. To be fair, the smaller battery provides totally adequate range, and gets close to matching that 270-mile claim in real-world conditions. It helps that the G6 is fast to charge, too - at up to 280kW on a DC rapid charger.
Inside, there’s loads of space and a distinct sense of airiness, especially if you go for the pale upholstery option (which looks like leather but feels oddly like rubber). The expected big screen is present and correct, and there are hardly any real buttons, but Xpeng’s software actually makes the screen fairly easy to use, most of the time. There’s also an excellent sound system, which Xpeng designs in-house.
The G6 isn’t a barrel of fun to drive, and there is no four-wheel drive model as yet, but it trundles along nicely enough and is refined on long journeys. It can be a bit hard to see out of around town, but the all-round exterior cameras help with that.
This is the Xpeng G6 – no, it’s not a Tesla. No, seriously, it’s not. Look, we can see where the confusion comes from. First, Tesla launches the Model Y and turns it into the world’s best-selling car. Then Xpeng creates the G6, which like the Model Y is an egg-shaped electric SUV with smoothed-off corners.
But then Tesla goes and updates the Model Y and actually makes it look even more like the Xpeng than before. So the original now looks like a copy of the copy.
Whatever you think about the way it looks, the Xpeng G6 is a pretty decent family electric SUV. Anyone expecting a thrilling, dynamic driving experience should probably just skip onwards, but in terms of its spaciousness, its in-car tech, and the solid range provided by its batteries, the G6 is not bad at all.
Actually, you have a choice between two batteries - a smaller, cheaper battery that provides 270 miles of range, or a bigger, longer-range one that manages 354 miles. To be fair, the smaller battery provides totally adequate range, and gets close to matching that 270-mile claim in real-world conditions. It helps that the G6 is fast to charge, too - at up to 280kW on a DC rapid charger.
Inside, there’s loads of space and a distinct sense of airiness, especially if you go for the pale upholstery option (which looks like leather but feels oddly like rubber). The expected big screen is present and correct, and there are hardly any real buttons, but Xpeng’s software actually makes the screen fairly easy to use, most of the time. There’s also an excellent sound system, which Xpeng designs in-house.
The G6 isn’t a barrel of fun to drive, and there is no four-wheel drive model as yet, but it trundles along nicely enough and is refined on long journeys. It can be a bit hard to see out of around town, but the all-round exterior cameras help with that.
Best for: Being sleek and fun to drive
BYD really laid down a marker with the Seal saloon. It was one of the first three models to arrive in the UK from BYD, but while the Dolphin hatch and the Atto 3 SUV are solidly decent, the Seal has real star quality. It’s a sleek and good looking four-door electric saloon designed to give a Tesla Model 3 and Polestar 2 sleepless nights.
Underneath, the Seal gets BYD’s own in-house battery design (most car makers farm out battery design to suppliers like LG Chem or Panasonic) which uses cheaper and more robust Lithium-Iron Phosphate (LFP) technology. That basically means you can charge it and charge it and charge it again without wearing out the battery.
It also gives the Seal very decent range. A maximum of 354 miles might now be overshadowed by the likes of the updated Tesla Model 3 and the VW ID7, but it’s still impressive, and it charges up reasonably briskly at 150kW on DC power.
The Seal’s styling is nicely low-slung, and the interior looks almost comically swoopy and swirly. It’s comfy, though, and has good space in the back (even if the boot’s a bit small).
There’s a hugely powerful four-wheel drive version with 530hp and Porsche-style acceleration, but you’re better off with the 313hp rear-drive version. Both are good fun to drive, with impressive handling and steering, but both suffer from a too-awkward touchscreen, even though BYD hasn’t given up entirely on proper, physical buttons for some functions.
In terms of its pricing, the Seal is slightly more expensive than a Tesla Model 3 at its entry price point, but the four-wheel drive Excellence version is way cheaper than a Model 3 Performance, or indeed an equivalent Polestar or BMW.
BYD really laid down a marker with the Seal saloon. It was one of the first three models to arrive in the UK from BYD, but while the Dolphin hatch and the Atto 3 SUV are solidly decent, the Seal has real star quality. It’s a sleek and good looking four-door electric saloon designed to give a Tesla Model 3 and Polestar 2 sleepless nights.
Underneath, the Seal gets BYD’s own in-house battery design (most car makers farm out battery design to suppliers like LG Chem or Panasonic) which uses cheaper and more robust Lithium-Iron Phosphate (LFP) technology. That basically means you can charge it and charge it and charge it again without wearing out the battery.
It also gives the Seal very decent range. A maximum of 354 miles might now be overshadowed by the likes of the updated Tesla Model 3 and the VW ID7, but it’s still impressive, and it charges up reasonably briskly at 150kW on DC power.
The Seal’s styling is nicely low-slung, and the interior looks almost comically swoopy and swirly. It’s comfy, though, and has good space in the back (even if the boot’s a bit small).
There’s a hugely powerful four-wheel drive version with 530hp and Porsche-style acceleration, but you’re better off with the 313hp rear-drive version. Both are good fun to drive, with impressive handling and steering, but both suffer from a too-awkward touchscreen, even though BYD hasn’t given up entirely on proper, physical buttons for some functions.
In terms of its pricing, the Seal is slightly more expensive than a Tesla Model 3 at its entry price point, but the four-wheel drive Excellence version is way cheaper than a Model 3 Performance, or indeed an equivalent Polestar or BMW.
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Best for: Being a massive step forward
The MG S5 EV is the replacement for the old ZS EV, but it’s a quantum leap forward in terms of design, performance, and especially in terms of how its cabin looks and feels. The old MG ZS EV was a solid performer, and well-priced, but you could really tell that it was a very old design which was being kept on life support. The S5, by contrast, is all-new and all the better for it.
The cabin is where you’ll first notice the upgrade - the plastics look and feel like they’re made of high quality stuff, while the way the touchscreen works has been improved, helped by a bank of proper, physical buttons underneath. There’s also plenty of space, with stretch-out room for six-footers in the back seats, and there’s a decent 453-litre boot too.
As before, you can choose from two battery sizes, although it seems unlikely that many people will go for the smaller option, which manages only 211 miles of official range. Much better to get the (not too expensive) upgrade and have the bigger 298-mile battery instead. Worth noting that Kia gives you better long-range performance in the comparable EV3, though.
The MG S5 is even entertaining to drive, certainly more so than that Kia EV3, and not far off being as sharp in corners as a Cupra Born.
The MG S5 EV is the replacement for the old ZS EV, but it’s a quantum leap forward in terms of design, performance, and especially in terms of how its cabin looks and feels. The old MG ZS EV was a solid performer, and well-priced, but you could really tell that it was a very old design which was being kept on life support. The S5, by contrast, is all-new and all the better for it.
The cabin is where you’ll first notice the upgrade - the plastics look and feel like they’re made of high quality stuff, while the way the touchscreen works has been improved, helped by a bank of proper, physical buttons underneath. There’s also plenty of space, with stretch-out room for six-footers in the back seats, and there’s a decent 453-litre boot too.
As before, you can choose from two battery sizes, although it seems unlikely that many people will go for the smaller option, which manages only 211 miles of official range. Much better to get the (not too expensive) upgrade and have the bigger 298-mile battery instead. Worth noting that Kia gives you better long-range performance in the comparable EV3, though.
The MG S5 is even entertaining to drive, certainly more so than that Kia EV3, and not far off being as sharp in corners as a Cupra Born.
Best for: Being a cheaper ID3 alternative
The MG4 is almost a carbon-copy of the Volkswagen ID3 - it’s a tall-ish five-door hatchback with electric power, rear-wheel drive, and a roomy cabin - but it’s considerably better priced than the VW.
In part, that’s because the MG comes with an entry-level version with a smaller battery and a range of only 217 miles. That’s probably enough for many, but you’re better off going for the bigger-battery model that can do a claimed 288 miles, or even better the bigger-again battery that can cover up to 329 miles on one charge.
Whichever model you get, you’ll have plenty of space inside, and acceptable levels of quality, with a slightly too-fiddly touchscreen.
The standard rear-drive MG4 is pretty good fun to drive, with sharper steering than you’d expect and good balance. If you want the ultimate in performance, you can upgrade to the 435hp, four-wheel drive XPower model, the most powerful car MG had ever built (until the new Cyberster convertible came along). It can hit 62mph in just 3.8 seconds - faster than most Porsches - but oddly, it’s the lower power versions that are actually nicer to drive.
If the MG4 has a major weakness, it’s that it becomes too noisy when you’re cruising on the motorway, which makes it harder to exploit that 329-mile Extended Range version.
The MG4 is almost a carbon-copy of the Volkswagen ID3 - it’s a tall-ish five-door hatchback with electric power, rear-wheel drive, and a roomy cabin - but it’s considerably better priced than the VW.
In part, that’s because the MG comes with an entry-level version with a smaller battery and a range of only 217 miles. That’s probably enough for many, but you’re better off going for the bigger-battery model that can do a claimed 288 miles, or even better the bigger-again battery that can cover up to 329 miles on one charge.
Whichever model you get, you’ll have plenty of space inside, and acceptable levels of quality, with a slightly too-fiddly touchscreen.
The standard rear-drive MG4 is pretty good fun to drive, with sharper steering than you’d expect and good balance. If you want the ultimate in performance, you can upgrade to the 435hp, four-wheel drive XPower model, the most powerful car MG had ever built (until the new Cyberster convertible came along). It can hit 62mph in just 3.8 seconds - faster than most Porsches - but oddly, it’s the lower power versions that are actually nicer to drive.
If the MG4 has a major weakness, it’s that it becomes too noisy when you’re cruising on the motorway, which makes it harder to exploit that 329-mile Extended Range version.
Best for: Being a good car with a silly name
BYD loves its aquatic names. There’s the Seal, the Sealion, and this - the Dolphin. Like its closely-matched alternative, the MG4, the Dolphin is designed to take on the VW ID3, Cupra Born and Renault Megane E-Tech. Like the VW and the Cupra, it’s a hatchback with a tall roof, although in this case it has an electric motor mounted at the front, not the rear.
Underneath is BYD’s patented ‘Blade’ battery which is reckoned to be more robust when it comes to charging than most others. It doesn’t match the range of alternatives though - the big-battery version manages only 265 miles of claimed range.
The better news is that the Dolphin is efficient in real-world conditions, so you can at least rely on that range being fairly solid. Inside, it’s spacious and well-made, even if some of the plastics are a bit cheap, and some of the switches are a bit confusing.
Even more confusing is the big touchscreen which is fiddly to use, even if some recent software updates have made things a bit easier. It also rotates, as do all BYD touchscreens, for some reason.
Unlike the MG4, which is surprisingly good to drive, the Dolphin is much more solid. Even with 204hp from its top-spec electric motor, it’s designed for comfort and stability, not for fun. Oh, and the boot is quite small too, even if it’s bigger than what you get in the MG.
BYD loves its aquatic names. There’s the Seal, the Sealion, and this - the Dolphin. Like its closely-matched alternative, the MG4, the Dolphin is designed to take on the VW ID3, Cupra Born and Renault Megane E-Tech. Like the VW and the Cupra, it’s a hatchback with a tall roof, although in this case it has an electric motor mounted at the front, not the rear.
Underneath is BYD’s patented ‘Blade’ battery which is reckoned to be more robust when it comes to charging than most others. It doesn’t match the range of alternatives though - the big-battery version manages only 265 miles of claimed range.
The better news is that the Dolphin is efficient in real-world conditions, so you can at least rely on that range being fairly solid. Inside, it’s spacious and well-made, even if some of the plastics are a bit cheap, and some of the switches are a bit confusing.
Even more confusing is the big touchscreen which is fiddly to use, even if some recent software updates have made things a bit easier. It also rotates, as do all BYD touchscreens, for some reason.
Unlike the MG4, which is surprisingly good to drive, the Dolphin is much more solid. Even with 204hp from its top-spec electric motor, it’s designed for comfort and stability, not for fun. Oh, and the boot is quite small too, even if it’s bigger than what you get in the MG.
What's good
What’s not so good
Best for: Being a classy Toyota RAV4 alternative
You might giggle into your coffee a bit at the idea that an MG can truly take on a Toyota and come out of the battle unbowed, but that’s exactly what’s happened here with the new HS. There are the usual caveats to think about, such as an overly-fiddly infotainment touchscreen and the fact that although it’s not bad to drive, it’s still not as good as it might be. But the HS manages to exude a classy feel, that’s backed up by impressive performance.
That’s especially true of the plug-in hybrid version, which manages to combine enough battery capacity for up to 75 miles of electric driving with more than 300hp and impressive speed. It’s not awful to drive, either, but the steering could do with a lot more feel and better weighting.
However, the MG HS is very roomy inside, and if some of the cabin materials are on the cheap side, then the overall styling of the interior is really classy and impressive. All of this comes at a price that quite significantly undercuts the likes of the Toyota RAV4, the Ford Kuga, and the Citroen C5 Aircross. It’s a little bland looking on the outside, but at least it’s much classier to look at now than the old HS ever was.
You might giggle into your coffee a bit at the idea that an MG can truly take on a Toyota and come out of the battle unbowed, but that’s exactly what’s happened here with the new HS. There are the usual caveats to think about, such as an overly-fiddly infotainment touchscreen and the fact that although it’s not bad to drive, it’s still not as good as it might be. But the HS manages to exude a classy feel, that’s backed up by impressive performance.
That’s especially true of the plug-in hybrid version, which manages to combine enough battery capacity for up to 75 miles of electric driving with more than 300hp and impressive speed. It’s not awful to drive, either, but the steering could do with a lot more feel and better weighting.
However, the MG HS is very roomy inside, and if some of the cabin materials are on the cheap side, then the overall styling of the interior is really classy and impressive. All of this comes at a price that quite significantly undercuts the likes of the Toyota RAV4, the Ford Kuga, and the Citroen C5 Aircross. It’s a little bland looking on the outside, but at least it’s much classier to look at now than the old HS ever was.
Best for: Being a more practical Seal
The BYD Sealion 7 - now would be the time to make all the arf-arf-arf noises you like - is basically a taller version of the BYD Seal saloon, with a bigger and more practical boot. That boot can hold up to 520 litres of whatever you need to carry, and being as it’s an SUV with a big liftback, it’s way more versatile than the Seal saloon.
Inside, it’s very similar to the Seal, with swoopy styling and that big rotating touchscreen (we still can’t quite figure out why it rotates…). That’s a little less fiddly to use than before, thanks to improved software, but we’d still like to see some more proper buttons, please BYD.
There’s lots of power if you go for the 530hp Excellence version, but you are probably going to be better off in a Design or Comfort model with more restrained performance. Whichever you go for, range isn’t brilliant, topping out at 312 miles for the Excellence, and 283 miles for the other models.
To drive, the Sealion 7 is pretty ordinary - it’s not a lot of fun - but it’s very comfortable and refined, making it worthy of consideration if you’re after a family SUV.
The BYD Sealion 7 - now would be the time to make all the arf-arf-arf noises you like - is basically a taller version of the BYD Seal saloon, with a bigger and more practical boot. That boot can hold up to 520 litres of whatever you need to carry, and being as it’s an SUV with a big liftback, it’s way more versatile than the Seal saloon.
Inside, it’s very similar to the Seal, with swoopy styling and that big rotating touchscreen (we still can’t quite figure out why it rotates…). That’s a little less fiddly to use than before, thanks to improved software, but we’d still like to see some more proper buttons, please BYD.
There’s lots of power if you go for the 530hp Excellence version, but you are probably going to be better off in a Design or Comfort model with more restrained performance. Whichever you go for, range isn’t brilliant, topping out at 312 miles for the Excellence, and 283 miles for the other models.
To drive, the Sealion 7 is pretty ordinary - it’s not a lot of fun - but it’s very comfortable and refined, making it worthy of consideration if you’re after a family SUV.
What's good
What’s not so good
Best for: Being an affordable hybrid choice
Forget the carry-over badge, this MG ZS is nothing like the old one. The previous MG ZS was an aged design that stuck around too long and which always felt a bit too cheap. This one looks and feels way more sophisticated, and it’s now available only in hybrid form, leaving the all-electric driving up to the MG S5 instead.
That hybrid system is generally impressive - 191hp is not to be sniffed at and the ZS feels quick - but it’s not as economical as most alternatives, struggling to do better than 50mpg. Inside, the MG ZS feels way more sophisticated than before, but while the main touchscreen is good to use - it’s a big improvement on older MG screens - the digital instruments look almost comically cheap, like the display on a knock-off Game Boy.
Space in the back seats is good, and the ZS also beats the likes of the Toyota Yaris Cross and the Renault Captur E-Tech hybrid when it comes to boot space.
Is the ZS fun to drive? Not really - the suspension is quite firm, which isn’t great around town, and overall the ZS feels somewhat unpolished, certainly compared to the S5 EV and the bigger HS. It is good value for money, though, with plenty of standard equipment and it’s one of the best-value hybrid-engined SUVs around.
Forget the carry-over badge, this MG ZS is nothing like the old one. The previous MG ZS was an aged design that stuck around too long and which always felt a bit too cheap. This one looks and feels way more sophisticated, and it’s now available only in hybrid form, leaving the all-electric driving up to the MG S5 instead.
That hybrid system is generally impressive - 191hp is not to be sniffed at and the ZS feels quick - but it’s not as economical as most alternatives, struggling to do better than 50mpg. Inside, the MG ZS feels way more sophisticated than before, but while the main touchscreen is good to use - it’s a big improvement on older MG screens - the digital instruments look almost comically cheap, like the display on a knock-off Game Boy.
Space in the back seats is good, and the ZS also beats the likes of the Toyota Yaris Cross and the Renault Captur E-Tech hybrid when it comes to boot space.
Is the ZS fun to drive? Not really - the suspension is quite firm, which isn’t great around town, and overall the ZS feels somewhat unpolished, certainly compared to the S5 EV and the bigger HS. It is good value for money, though, with plenty of standard equipment and it’s one of the best-value hybrid-engined SUVs around.
What's good
What’s not so good
Best for: being a Range Rover impersonator
The Jaecoo 7 is a car dominated by its own grille. Seriously, it looks as if someone tried to install a big Victorian space heater in there. The thing is that the rest of the Jaecoo 7 is actually pretty handsome. In fact, from some angles (and maybe on a darkening evening) you might even briefly mistake it for a Range Rover Velar.
It’s not bad inside, either, with decent quality for the cabin aside from one or two cheap bits and pieces. The touchscreens - which go up to a maximum size of 14.8 inches depending on the version - are pretty easy and logical to use, and the software is responsive and fast.
The best version of the Jaecoo 7 to go for is the plug-in hybrid, which has much better performance than the basic 1.5 petrol. Either way, the Jaecoo isn’t much good to drive - it’s lumpy around town, and lacks precision on twisty roads, although at least it is pretty comfy on motorway runs. There’s plenty of standard equipment to help you get over that fact, but the Jaecoo 7’s boot is quite small by the standards of mid-size family SUVs, so it’s not as practical as it ought to be.
The Jaecoo 7 is a car dominated by its own grille. Seriously, it looks as if someone tried to install a big Victorian space heater in there. The thing is that the rest of the Jaecoo 7 is actually pretty handsome. In fact, from some angles (and maybe on a darkening evening) you might even briefly mistake it for a Range Rover Velar.
It’s not bad inside, either, with decent quality for the cabin aside from one or two cheap bits and pieces. The touchscreens - which go up to a maximum size of 14.8 inches depending on the version - are pretty easy and logical to use, and the software is responsive and fast.
The best version of the Jaecoo 7 to go for is the plug-in hybrid, which has much better performance than the basic 1.5 petrol. Either way, the Jaecoo isn’t much good to drive - it’s lumpy around town, and lacks precision on twisty roads, although at least it is pretty comfy on motorway runs. There’s plenty of standard equipment to help you get over that fact, but the Jaecoo 7’s boot is quite small by the standards of mid-size family SUVs, so it’s not as practical as it ought to be.
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How to choose the best Chinese car for you
Choosing the right Chinese car for you can involve a lot of trawling through info on cars that have odd-sounding names (Xpeng, Jaecoo, Omoda) and models that you might never have heard of. That’s why MG has done so well - its Chinese owners, Shanghai Automotive Industrial Corporation, or SAIC, worked out that a familiar British brand would play well in the UK and Europe.
So, the first thing is to work out precisely which cars which brand makes, and whether or not they suit your needs. The Chinese brands have been concentrating, up till now, largely on electric cars, but that is changing now as the market seems to favour plug-in hybrids, so expect to see a lot more of those in Chinese-brand dealerships in the coming months.
Speaking of dealerships, it’s unsurprisingly MG - which has been here the longest - that has the biggest number of dealers, 153 at the last count. BYD is catching up, and plans to have 120 UK dealers by the end of 2025, but the likes of Xpeng, Jaecoo, and Omoda are still very much in the build-up phase, so in the short term you might struggle to find a dealer near you.
Speaking of dealers, and having one that’s convenient to you, it’s worth remembering that while most of the new Chinese brands offer impressive warranties, you might have cause to make more use of that warranty than you would with a more familiar brand. While some brands are just too new in a UK context to get a solid handle on their long-term reliability, MG is currently struggling, having finished plum-last in the most recent Driver Power customer satisfaction survey, with 28.1% of owners reporting faults with their cars.
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