EV Reviews

The Honda Super-One is the brand's first EV for Australia, and what a statement it makes! On paper, the big price and small battery range may put many buyers off, but it isn't trying to be a cheap urban EV like the BYD Atto 1. Instead, the Super-One is a sporty, driver-focused rival to premium Euro retro EVs like the Mini Cooper and Fiat 500e.

The latest lux EV is coming soon. The Range Rover Sport Electric will hit Australian shores in March 2027 and we had a brief taster at the global launch. Beneath the skin, the Range Rover Sport is almost identical to the similarly sized Range Rover, sharing the same MLA Flex platform, powerful 800-volt hardware, battery and drive units. All developed in-house, despite being based on an architecture chiefly designed to house petrol or diesel power, engineers claim the EV with a big battery weighs the same as the plug-in hybrid version. Borrowing an approach taken with the flagship model, there are few visual tell-tales you're looking at the all-electric Sport, unless you spot the closed-off grille and fresh wind-cheating 22-inch wheels. Just one powertrain will be offered with the Sport Electric when sales start early next year, the same set-up as the large Range Rover EV producing an identical 404kW of power which is joined by a muscular 850Nm torque peak. That translates to a reasonable 0-100km/h dash of 4.5 seconds, which is a bit behind rivals like the Porsche Cayenne S (3.8 seconds). The 118.5kWh battery doesn't come close to matching the forthcoming long-legged BMW iX5 (845km), but the 600km claimed NEDC figure beats the Cayenne S (571km, WLTP), especially when the Brit firm insists you can travel up to 536km in the real world. Plug it in and, thanks to those punchy 800-volt electrics, a 10-to-80 per cent top-up takes around 22 minutes, which isn't bad, but its 350kW peak charging is some way off the 460kW rate a BMW iX5 is capable of. After ten minutes, up to 220km of range can be added, says the Brit brand. This is decent, but can't match the 350km added in the BMW iX5 – but crucially – only if you can find a fast enough charger. Use the standard 22kW AC charger and a 0-100 per cent top-up takes less than eight hours. Like the Range Rover, there's no frunk to stow cables, but at least the 647-litre boot is large enough. Since there's so much in common between the Range Rover and the Sport, engineers have gone to greater lengths to distance the two models in the way they drive. That explains why it sports active anti-roll bars and firmer air suspension spring rates that are missing on its sibling, curbing body lean and providing a fractionally less cosseting ride but introducing sharper steering and better body control Compared with the regular combustion-powered version, it also helps that the battery pack mounted between the axles drag the overall centre of gravity down by 75mm. Behind the wheel, the Range Rover Sport instantly feels more engaging than its sister car but equally smooth and quiet, with plenty of performance available thanks to its instant torque. Land Rover hasn't bothered with a pair of paddles to alter brake regeneration. Instead there is light or standard regen, plus a one-pedal mode for those who live in town. The latter is also useful for those who go off-roading as it allows you to climb over large rocks or traverse inclines without having to juggle two pedals. Even without locking differentials or a low-range gearbox, the Sport is claimed to go just as far in the rough as its combustion siblings, with torque carefully measured out up to 100 times quicker than a V8's hardware could. Wading through deep rivers remains pegged at an identical 900mm. The EV could submerge even deeper, thanks to a waterproofed battery, motors and inverters, but then water would start flooding through the air vents. While claimed to go further off-road than rivals, the Range Rover Sport is still ultimately outdriven back on road by the Porsche Cayenne Electric when it comes to thrills behind the wheel. The Porsche can also tow up to 3500kg with the towing package versus the Range Rover Sport's disappointing 2500kg, but we think many will still prefer the comfort and quiet of the Brit. Inside, the Sport still provides for a towering driving position and an impressive mixture of quality materials, aside from the black centre console, which is beginning to feel its age and is at odds with its high price of admission. In comparison, the Cayenne, feels much more modern and boasts plentiful physical switchgear to aid ease-of-use. In Australia, the Range Rover Sport will be available with Dynamic HSE or Autobiography trims. The entry model is likely to come with the following: 21-inch alloy wheels Meridian 3D surround sound system Soft semi-aniline leather 20-way-adjustable heated and ventilated front seats Head-up display The Autobiography will add: Upgraded headlights 22-inch alloy wheels 22-way-adjustable massage chairs Heated and ventilated rear seats The Range Rover Sport Electric has yet to be crash tested, but the combustion versions were rated the full five stars for protection by both EuroNCAP and ANCAP back in 2022. The large luxury SUV comes with Land Rover's five-year, unlimited-kilometre warranty and eight-year/160,000km protection for the high-voltage battery. Expect the Range Rover Sport to come with the option of pre-purchased, fixed-price servicing for up to five years. The Range Rover Sport Electric has been priced from $226,518 for the Dynamic HSE, and $249,518 for the flagship Autobiography, with all pricing excluding on-road costs.

There is no escaping the 2026 Tesla Model Y L. All you have to do is look around on our roads and you will see the massive impact the fully electric SUV has had in a short amount of time. Of course, the Model Y L is a long-wheelbase version of the ‘regular’ Model Y with six seats across three rows. Yep, there is a pair of captain’s chairs in the second row, so the occupants are getting similar treatment to the driver and front passenger. And there is the two-seat bench in the third row, which is handy when you’ve got more than five passengers to drive around. This turned out to be a very in-demand configuration, with zero-emissions drivers having largely been left in the cold when it comes to three-row options – but not anymore. That said, does the Model Y L deserve to be so popular? We are going to find out in this two-part long-term review, with this first instalment set to detail its pricing, features (including safety), powertrain, driving range, charging, warranty, servicing and design. The second and final part will deep dive the Model Y L’s practicality, my driving impressions and all-important final verdict. The 2026 Tesla Model Y L Premium All-Wheel Drive is priced from $74,900 plus on-road costs, which makes it $6000 dearer than the equivalent ‘regular’ Model Y, the Long Range All-Wheel Drive. The Model Y L only has few three-row EV rivals, with the new Mercedes-Benz GLB electric (from $74,990) almost matching it on price, while the Kia EV9 (from $97,000), Hyundai Ioniq 9 (from $119,668) and Volvo EX90 (from $124,990) are larger and much more expensive. Go broader and similarly sized and specified three-row SUV rivals include the Hyundai Santa Fe Calligraphy Hybrid (from $77,150), Toyota Kluger Grande Hybrid (from $85,065) and Kia Sorento GT-Line PHEV (from $86,115). Point being, the Model Y L is very well positioned, which is why our roads are flooded with examples since its March 2026 launch. The 2026 Tesla Model Y L comes with an impressively long list of standard equipment,  including: Dusk-sensing LED lighting Rain-sensing windshield wipers 19-inch Machina 2.0 alloy wheels with aero covers Multi-link suspension with adaptive dampers Tinted glass roof Keyless entry Rear privacy glass Hands-free power tailgate Keyless start Artificial leather and suede upholstery First-row 16-inch touchscreen multimedia system with over-the-air updates Digital radio 18-speaker sound system (three more speakers than any other Model Y) Heated steering wheel Power-adjustable front seats with heating, ventilation and thigh extension Dual-zone climate control Second-row 8.0-inch touchscreen multimedia system Power-adjustable and -folding second-row seats with heating Power-folding third-row seats Ambient lighting Meanwhile, the Model Y L’s standard safety features impressively include: Forward collision warning Autonomous emergency braking (AEB) with pedestrian detection Lane-keep assist Steering assist Adaptive cruise control with stop and go functionality Blind-spot monitoring Cross-traffic alert Surround-view cameras with dash cam and Sentry Mode Front and rear parking sensors Note the Model Y L has a maximum five-star ANCAP safety rating based on the 2025 protocols, matching the regular Model Y despite its larger frame. For $149 per month, the Model Y is optionally available with Tesla’s hyped Full Self Driving (Supervised), which upgrades its autonomous capabilities to a staggering degree, with the driver inputs not required when active. I will soon be publishing a standalone article on FSD with all of my thoughts on its real-world use cases and performance, so stay tuned for that. But it is fair to say that my passengers and I have been astounded by how effective it is on Australian roads, which makes you wonder what the not-too-distant future will look like. So, what is the Model Y L missing? Well, there is still no smartphone mirroring of any description, including wireless Apple CarPlay and Android Auto, which are expected these days. And then there is the inexplicable lack of a driver’s display, be it a digital instrument cluster or a head-up display. In case you are wondering, the speedometer is in the top right corner of the first-row touchscreen, which is something you will get used to despite it lowering your eye line from where it should be: firmly on the road. The Model Y L also does not come with an onboard Type 2 charging cable, which is what you will need if AC charging at home or on the road. Tesla sells a mobile charger kit for $600, but it should be included in the purchase price. Disappointing. Similarly, Tesla sells a roof sunshade as an accessory for $180, but it should be standard in Australia, where the UV is known to punish locals. Speaking of the sun, a sunglasses holder is also missing in action. The Model Y L is fitted with dual electric motors, split across its front and rear axles for all-wheel drive. Infamously, Tesla doesn’t disclose power and torque outputs, but the Model Y L produces 378kW and 590Nm, according to industry sources. These outputs enable the Model Y L’s claimed 0-100km/h sprint time of 5.0 seconds, which despite its increased weight, is just 0.2s slower than the lighter Model Y Long Range All-Wheel Drive it is based on. The 2026 Tesla Model Y has a confidence-inspiring WLTP-rated driving range of 681km, which is the longest of any Model Y variant, exceeding the Long Range All-Wheel Drive’s 600km claim. Tesla also infamously doesn’t publish battery details, but the Model Y L is fitted with an 88.2kWh NMC battery (86.0kWh useable), according to industry sources. For reference, the Model Y Long Range All-Wheel Drive makes do with a 79.0kWh NMC battery, so the Model Y L’s $6K premium is even more justified. In my first six weeks living with the Model Y L, I averaged a stunning 14.5kWh/100km over 2142km of driving, which included a high share of usually inefficient highway driving. This equates to a real-world driving range of 593km, which while 88km short of the Model Y L’s claim, is still a ridiculously good return in reality. Considering the Model Y L’s hefty weight and powerful dual-motor powertrain, this highlights how Tesla remains one of the market leaders when it comes to electric-motor efficiency. The Model Y L supports up to 250kW of DC fast charging, with a 10-80 per cent charge taking about 30 minutes, which is on par for most EVs these days. That said, one of Tesla’s DC fast chargers (aka Superchargers) can add up to 288km of driving range in just 15 minutes, which is pretty good if you are on the go. Up to 11kW of AC charging is also supported when using a wallbox instead, with a 0-100 per cent charge taking 8.2 hours. It is worth noting that 3.3kW vehicle-to-load (V2L) functionality is also supported by the Model Y L, with drivers able to handily power other devices (e-bikes, power tools etc.) using its battery. Like all Tesla Australia models, the Model Y comes with a five-year/unlimited-kilometre warranty, which, while a year longer than before, is still behind the seven-, eight- and 10-year terms we are now seeing from several brands. The Model Y L’s battery is covered by a separate eight-year/192,000km warranty, though, which is on par for an EV. When it comes to service intervals, the Model Y L does not have any. Like other Tesla Australia models, it has a condition-based maintenance plan instead, with the vehicle prompting the driver when something requires attention. That means capped-price servicing is unfortunately also unavailable, with service pricing dependent on what is involved. But as we know from years and years of EV ownership, the Model Y L will require more infrequent servicing than an internal-combustion model, which is one of the big benefits of zero-emissions driving. The Tesla Model Y L’s exterior looks like it was designed by three different people. The front end is very RoboCop following the Model Y’s recent facelift, while the side is overly familiar given it did not change with that update, aside from new wheel designs. And then there is the rear, which is arguably the Model Y’s coolest angle because of its tail-lights, which are actually reflected onto the tailgate. The Model Y L distances itself from the regular Model Y with its unique wheels, longer roofline and doors, and more upright tailgate, which integrates another brake light, a lip spoiler and exclusive badging. Point being, it is pretty easy to tell the difference between the Model Y and Model Y L in traffic. That said, you are anonymous when driving any Model Y, such is its prevalence these days. But depending on your point of view, that might not be such a bad thing. Inside, Tesla’s bare-bones approach has pioneered a generation of basic interiors, whereby large touchscreens dominate up front and, in some cases, are not accompanied by driver displays of any sort. As mentioned, I am not a fan of this trend, but there is no denying that Tesla interiors have a high-quality feel, with the selection of materials used better than what you see in most European premium models these days. And with that we have reached the end of my first instalment of this long-term review. Stay tuned for next month when I will explore the Model Y L’s practicality and driving performance before delivering my overall verdict. See you then! Acquired: August 5, 2026 Distance travelled this month: 2142km Odometer: 2603km Average energy consumption this month: 14.5kWh/100km

The flagship model grade of the new Porsche Cayenne Electric line-up is the Turbo. And while it doesn’t have an actual turbocharger, it has plenty of performance. Surprisingly, the Cayenne Electric Turbo is actually cheaper than the existing Cayenne Turbo E-Hybrid, starting at $259,800 for the SUV and $272,000 for the Coupe.  As the flagship it comes fully-loaded with equipment, including: 22-inch alloy wheels Unique lower front bumper Porsche Active Aero Dynamics with active Aeroblades HD-Matrix LED headlights Panoramic roof with variable light control Adaptive sports seats with 18-way adjustment 14-speaker Bose premium sound system While this new electric version has the same basic silhouette of the previous Cayenne, this new model is longer and lower than the internal combustion versions, giving it a more modern look. Inside, is a very contemporary and practical cabin, with curved screens for the digital instrument display and the multimedia system, as well as the option to add a third screen in-front of the passenger.  The overall level of fit and finish, the detail and quality of the materials is exactly what you’d expect from a premium brand and an SUV at this price point. Performance is always a high benchmark for any Porsche with a ‘Turbo’ badge and that’s no different for the Cayenne Turbo. Its dual-motor, all-wheel-drive electric powertrain can make a staggering 850kW of power and 1500Nm of torque, although that power is only on boost and it typically uses ‘only’ 630kW. With the full 850kW in use, the Cayenne Turbo has a claimed 0-100km/h time of just 2.5 seconds, which is hard to believe for such a big SUV.  The extra performance does come at a small cost, with the Cayenne Turbo having the lowest driving range of the line-up (only 5km less than the Cayenne), at 537km. This is courtesy of a 106kWh battery that Porsche builds itself at a special factory specifically for the Cayenne. As for safety, the Cayenne Electric is as well equipped as you should expect a car at this price to be. There are all the features that have become the norm, including speed limit warning, autonomous emergency braking, lane keeping assist, etc. But it’s not the fact that it has all the safety features that’s impressive, it’s the level of calibration. Yes, the speed limit warning will go off if you speed, but generally the other safety systems were very well-behaved and understated during our drive.

The Porsche Cayenne S Electric is the middle member of the initial three-tier line-up that has launched in Australia in 2026. Priced from $193,000 for the SUV and $194,500 for the Coupe, the Cayenne S Electric is only just over $8000 more than its petrol alternative. For that money you get: 21-inch alloy wheels Matrix LED headlights Illuminated ‘Porsche’ lettering on the bootlid Panoramic glass roof Four-zone climate control Eight-way adjustable sports seats Bose surround sound audio system with 14 speakers This new electric version has the same basic silhouette of the previous Cayenne, but the details give it a distinctive look, this new model is longer and lower than the internal combustion versions. The details of the design also give it a sharper, more modern look too.  The same is true of the interior, with a modern design that keeps the Cayenne Electric contemporary, but also practical and loaded with all the technology modern buyers expect. The Cayenne S has a dual-motor, all-wheel-drive powertrain that makes 400kW (490kW on Overboost) and 1080Nm and has a 0-100km/h time of a very rapid 3.8 seconds. Range for the Cayenne S is rated at 571km, thanks to its 106kWh battery, which is the most of the range. As for safety, the Cayenne Electric is as well equipped as you should expect a car at this price to be. There are all the features that have become the norm, including speed limit warning, autonomous emergency braking, lane keeping assist, etc. But it’s not the fact that it has all the safety features that’s impressive, it’s the level of calibration, with very good integration.

The all-new Porsche Cayenne Electric range begins with this ‘entry-level’ model priced from $167,700 before on-road costs for the SUV body style and $173,500 for the Coupe. While that is a price premium over the existing petrol and hybrid models, it does come well specified. Standard equipment includes: 20-inch alloy wheels Matrix LED headlights Illuminated ‘Porsche’ lettering on the bootlid Panoramic glass roof Dual-zone climate control Eight-way adjustable sports seat 10-speaker sound system Wireless Apple CarPlay and Android Auto This new electric version has the same basic silhouette of the previous Cayenne, but the details give it a distinctive look, this new model is longer and lower than the internal combustion versions. The details of the design also give it a sharper, more modern look too.  Inside, for all the hype around Porsche performance, one of the brand’s standout features, at least in my opinion, has always been interior design.  This new Cayenne looks really interesting inside, with curved screens for the digital instrument display and the multimedia system, as well as the option to add a third screen in-front of the passenger. The overall level of fit and finish, the detail and quality of the materials is exactly what you’d expect from a premium brand and an SUV at this price point. The Cayenne Electric is powered by a dual-motor, all-wheel drive powertrain that makes up to 325kW of power and 835Nm of torque. That’s enough for it to launch 0-100km/h in just 4.8 seconds.  The Cayenne is powered by a Porsche-built 106kWh battery that provides 542km of range. In terms of safety, the Cayenne Electric is equipped with all the features that have become expected, including speed limit warning, autonomous emergency braking, lane keeping assist and full airbag protection.

If at first you don't succeed... Porsche is trying again with turning a popular SUV electric. But after the disappointment of the Macan, will the brand have better luck with its bigger Cayenne. We test drive the new Porsche Cayenne Electric on-road, off-road, through sand dunes and even down an airstrip to put it to the ultimate test.

When the Cadillac Lyriq launched in Australia, it was met with mixed opinions from the road testers of this publication. The style, the price, the apparent target market - question marks above the latter in particular. Would anyone bite? Now, Cadillac’s first EV in Australia has been updated and it brings a new model grade into the fold. This is the 2026 Cadillac Lyriq-V.  The V denotes the American brand’s V-Series performance models, think of it like BMW’s M. What it means is the mid-size electric SUV now has the option of some bite, even if it lacks the bark, as well as a slightly more menacing look and some other little inclusions. Its dual-motor all-wheel-drive system boasts 459kW and 880Nm instead of ‘just’ 384kW/720Nm, useful for launching near-2.7 tonnes of US-sourced EV (built there in right-hand drive) to 100km/h in just 3.4 seconds. You’d expect to be paying a fair chunk for that then, especially given the Lyriq originally launched at more than $120,000 (though now $90,000). Not quite - Cadillac has managed to keep even the quicker version of the Lyriq under the six-figure mark at $99,000 before on-roads. One way it’s managed this is keeping a fairly identical specification between the Sport and the V when it comes to the features and interior. It shares a 92kWh Lithium-ion battery with the Sport grade, now the only other Lyriq available with the Luxury grade gone, though the extra power at hand in the V means a 471km WLTP range instead of the 503km in the Sport. Cadillac says with its 7.4kW AC charging you can add around 32km of range an hour, or 98km per hour of charging with three-phase 22kW AC charging. When using its max 130kW DC charging, ten minutes will add 107km of range, though the brand doesn’t supply a charge time for the standard 10-80 per cent charge. We’d estimate about half an hour. Inside, the inclusions run almost the same as the Sport: Electrically adjustable heated and ventilated front seats with massage function Heated rear seats Nappa leather upholstery Heated steering wheel Ambient interior lighting Acoustic windshield Tri-zone climate control  33.0-inch curved multimedia touchscreen with 9K capability Rotary multimedia control 23-speaker AKG sound system with Dolby Atmos 3 USB-C ports Wireless Android Auto and Apple CarPlay Wireless phone charging Where it differs is one of the five drive modes - V-Mode with performance settings and launch control. There’s also a set of adaptive dampers rather than the passive single-mode set on the Sport, plus the brakes are painted red. Sporty! The styling also features darker 22-inch wheels instead of silver 21s, and body-colour trim instead of the Sport’s chrome. Of course, there’s V-badging and interior trim elements too. Black Nappa leather and a combination of chrome, silver and wood-style trim makes the Lyriq’s interior feel more classically upmarket than high-tech, but that seems to suit the brand. There’s a wide screen that incorporates the driver display and multimedia touchscreen which is low and doesn’t impact visibility while also fitting in nicely with the interior, plus there are plenty of physical buttons for controls including the climate and the multimedia. The latter includes a panel of buttons in the centre console and a scroll wheel, which feels like BMW or Mazda was the inspiration - not in any way a criticism as those systems were some of the best. There’s also a Dolby Atmos feature in the already excellent sound system, though the highest quality audio can only be accessed through the native Amazon Music app and not via a phone mirroring player, which is a shame. It shares the Sport’s set of safety features including the six airbags, a little on the low side for a car this size with no front-centre airbag, plus adaptive cruise with lane centering and lane-keep, intersection auto emergency braking (AEB), cyclist alert, front and rear park-assist and automatic park assist. It doesn’t have an ANCAP rating, but its advanced driver assist systems (ADAS) don’t interfere much so it’s a case of swings and roundabouts. The five-year/unlimited km warranty and free roadside assist period is five years, which is now about standard for a premium brand. There's also the usual extra warranty on the high-voltage battery, eight years or 160,000km, whichever comes first. Service intervals are a very comfortable 24 months or 24,000km, whichever comes first, but Cadillac’s servicing costs are case-by-case, with no published estimated pricing or capped-price offers. Essentially, despite a couple of missing pieces, Cadillac has fulfilled the premium brief of the Lyriq. But what about the performance brief of the V? A week behind the wheel including one long drive in the twisty surrounds of Melbourne revealed a car that’s a little more nuanced than expected. The standard Lyriq was already fairly brisk for a mid-size SUV at almost 2700kg with its 4.9sec sprint to 100km/h, but the extra power afforded to the V means people watching you take off from the lights are genuinely surprised, especially given the Cadillac’s luxury lean. The acceleration isn’t brutally instantaneous, not shoving you back into your seat as much as quickly spooling into play, and there’s a paddle for ‘regen on-demand’ which can be pulled as firmly as needed to engage the regenerative braking at the desired strength. The SUV’s weight comes into play during enthusiastic driving, but its adaptive suspension does a decent job of balancing comfort on rough roads with control in tight cornering. There’s less body roll and pitching than you might expect from something this comfortable on a highway drive, though the Lyriq-V is still not a super-focused sports car.

Forthing is yet another new Chinese brand that has officially arrived Down Under. It's being imported by Ateco Automotive which also sells Renault, Ram and LDV in Australia. Forthing's first model in Australia is the Taikon 5, which is a mid-size SUV available in both electric and range-extender hybrid guises. Does it have enough pull to draw your attention away from a BYD, Chery or Geely?

Leapmotor hasn’t had the greatest start in Australia, with its first model, the C10, receiving a lukewarm response at best. Since then, each new model has represented a big leap, if you will, over that car. The B10 small SUV has been well received and the B05 hatch that’s coming soon promises to be more of a driver’s car. Later this year Leapmotor will introduce a smaller all-electric SUV, the B03X, that should further improve the brand’s fortunes. It’s already a hit in its native China where it dethroned the Tesla Model Y as the country’s favourite electric SUV after a 15-month reign and European orders are also strong. It faces a challenge in Australia, though, as its competitors include the popular BYD Atto 2 and Jaecoo J5 EV. It is shorter in length than those two models, but roughly the same height and width. It will also be cross shopped with electric hatchbacks like the BYD Dolphin, GAC Aion UT, Geely EX2 and MG4 Urban. Leapmotor is ready for a fight, however. The brand confirmed the B03X will start from $30,000, drive-away, which will instantly make it the cheapest electric SUV in Australia when it arrives in the fourth quarter of 2026. Full pricing and spec is being kept under wraps until closer to the launch but the little EV will be offered in two model grades, both packing a 53kWh battery. Standard gear is generous and while we don’t quite know what each grade will get, it should be offered with LED lights all around, remote entry via an app or NFC card, power folding and heated exterior mirrors, auto air conditioning, synthetic leather seats, heated front seats and steering wheel, power adjust front seats, ambient lighting, rain-sensing wipers and scheduled charging. Tech is covered with a 14.6-inch multimedia display housing most vehicle functions, an 8.8-inch driver’s display, sat-nav, over-the-air updates and a 12-speaker audio system. In news that will be a relief to some, the B03X will also come with wireless Apple CarPlay and Android Auto, unlike Leapmotor’s first Australian model, the C10 SUV. Safety wise it comes with seven airbags and no less than 21 advanced driver assistance features as well as front and rear parking sensors and a 360-degree camera. Lookswise it follows Leapmotor’s design philosophy to a T. More than many other newer Chinese brands, Leapmotor’s design flows neatly through each new model. There’s a clear link between the C10, B10, B05 and now the B03X. It’s a clean design and on the B03X that means no sharp lines - it’s a rounded look at the front with an appealing headlight signature. Side on it looks tall with a chunky C-pillar and blacked out pillars and frames for a floating glasshouse look. Thankfully the B03X has hidden rather than pop-out exterior door handles which is a win. That’s likely a response to China’s crackdown on pop-out handles. The adorable LED tail-light signature looks like an open mouth and eyes, but not in a creepy way. The cutesy vibe continues in the cabin. You’ll find a smiley-faced Leapy character - Leamotor’s mascot - hidden in a number of spots in the front of the cabin. The interior design is relatively well executed. It’s not groundbreaking but at least it adds a bit more than the cheap minimalism found in some rivals. There’s plenty of soft-touch material on the doors and dash and the interior colour choices include darker hues as well as light greys mixed with a royal blue. Leapmotor claims there are 33 storage spaces in the entire car. I didn’t count but that sounds like a lot. The power window switches are counterintuitive because you press up to put the window down and vice versa. The front seats don’t have a huge amount of upper or lower body bolstering so they’re not particularly supportive but they are comfortable. The gear shifter is on the steering wheel which is becoming common and it frees up console space. That centre console sits a little too high for me. Storage wise there is a long, deep centre bin and an open space under the console. On top there’s a phone charger next to two narrow cupholders. You can fit bottles in the door cavities but not wide ones. Virtually all vehicle functions are housed in the large 14.6-inch multimedia screen, or via two toggles on the steering wheel. Tesla started this nonsense and it seems a bunch of mostly Chinese brands are happy to play follow the leader. The frustrating lack of buttons means diving into menus to find things and spending time to work out how to move your mirrors. However, the multimedia screen is logically laid out and it has clear, crisp graphics. The screen is customisable so you can curate your own home screen. The 8.8-inch driver display is small but clear. The rear seat is surprisingly spacious, with ample head, toe and legroom, but there’s not a huge amount of room across the bench. Two large adults would be fine in the back but three would be a stretch. There’s no fold-down armrest in the centre and no air vents of any kind in the rear which was noticeable on our drive as we had a third person in the rear seat. You do get a USB-A and -C port. The rear seats are flat but comfortable and there’s a handy feature Leapmotor should probably thank Honda for - Magic seats! Pull a lever on the seat base and it flips up on both sides to allow more space to load tall items. Leapmotor says the boot can swallow 510 litres, but I suspect that’s with the multi-level boot floor in its lowest position. That’s more space than the last Australian-made Holden Commodore, by the way. Underneath that is another neat feature - a 105L waterproof bin with a plug so you can hose it out. However, it means you don’t get a spare wheel of any kind. There was no tyre repair kit to be found in our test cars, so presumably you would need to put your charge cables and the repair kit in that under-floor storage. The Leapmotor B03X is a single motor, front-wheel-drive EV delivering 145kW of power and 200Nm of torque. It can cover 0-100km/h in 8.6 seconds and has a maximum speed of 160km/h. The 53kWh battery is good for a WLTP driving range of 382km, which is a bit more than the BYD Atto 2, while energy use is 15.7kwh/100km. There’s an 11kW onboard charger for AC charging but DC maxes out at 133kW. At that rate you should be able to top up from 10 to 80 per cent battery power in roughly 21 minutes. The B03X has vehicle-to-load capabilities meaning you can charge or run small appliances with your car. On the road the Leapmotor is quite a competent car. The 8.6sec acceleration time is solid for a car like this. There’s no point in a six second 0-100km/h time for an urban SUV. It can be a little sluggish off the mark which is surprising for an EV. This was evident pulling into traffic via the short motorway on-ramps of Southern Spain where the launch program was held. Ride quality is mostly good but the roads we drove on are pretty smooth. Some uneven road sections proved it’s not all smooth sailing in the B03X but overall it’s compliant. We will reserve final judgement on ride quality until we drive it on Australia’s deeply average roads. Steering is light and dull but that’s not a major issue in an urban runabout and many potential buyers likely won’t care. However, Leapmotor has listened to feedback and will roll out an over-the-air update in a couple of weeks that aims to address the lifeless steering. There are three drive and steering modes including Sport, as well as three regenerative braking modes. We drove this car on some twisty Andalusian mountain roads and it handled much better than expected. It’s certainly a massive improvement over the dreadful Leapmotor C10. It won’t corner like an Alfa Romeo Junior Elettrica but it’s also half the price. It’s more in line with an Atto 2. Some wheel skidding and traction loss is possible when accelerating hard or changing direction at the last minute - not surprising given the FWD’s 200Nm of torque - but the Yokohama 18-inch wheel and tyre package does a decent job. Leapmotor says it has a tight 10-metre turning circle and it’s an absolute breeze to park. The advanced driver assist systems (ADAS) are not as loud as some of its rivals, but it is still intrusive, despite Leapmotor working hard on ADAS calibration. The over-speed warning in particular is incessant. But thankfully you can change the levels or turn most ADAS functions off completely via the settings. There’s no Euro NCAP rating just yet but Leapmotor says it is hoping for a maximum five stars.