Leapmotor C10 Reviews

It’s time to say goodbye to my Leapmotor C10 REEV, which has been my family transport for the past three months or so.And if you’re thinking about putting one of these on your shortlist, then read on, because I’m going to tell you what I liked, and what I didn’t about life with the Leapmotor.And this is one you don’t want to miss. Because the things I like about this car, I really like. But the things I don't? Well, those I really, really hate.So, let’s take a closer look, shall we?So, the things I like. Let’s kick off with the design. I'm surprised not everyone agrees with me on this, but I like the way this C10 looks. And that’s because I see it as a bit like a haircut.This is, basically the automotive equivalent of a bloke asking for a short back and sides. You’re not going to walk out of the hairdresser turning heads. But equally, you’re not going to look back at photos of yourself 10 years from now and think ‘a top bun with an urban mullet – what the hell I was thinking?’.This is simple, straightforward car design that is clean and likely to age well.And that’s true in the cabin, too, where the C10 offers a simple, screen-forward design language that doesn’t inspire but doesn’t offend.Some cars you just know are going to look like real fashion choices within a few years, but I don’t think that’s the case here. What do I like number two? The space. There’s a lot of it. The C10 maximises its dimensions in the back seat and in the boot, which has been incredibly valuable given we now have a 18-month old for whom we always have to pack heavy, whether we're going to the shops or for a weekend away.The back seat is the real superpower of the C10 REEV, which uses its 4.7m in length and 1.9m in width to maximise space for the rear riders.I’m 175cm, and I had heaps of knee and headroom, but the real test for us is always our baby’s massive child seat. In some cars, the room is too tight so the front of the child seat pushes into the back of the passenger seat. But that’s not the case in this, with the front seat rider able to get comfy with room to spare.The boot is decent, too, with 546 litres on offer with the rear seats in place and 1375L with them folded flat. I wish there was a better dedicated charger storage area, though. There is some space under the boot floor, but the charger doesn't sit flush, so it pushes the floor up. What do I like number three? The powertrain is clever, even if it doesn’t deliver the fuel savings I was hoping for.This is a REEV, or Range Extender Electric Vehicle. And this one pairs a rear-mounted electric motor with a 1.5-litre four-cylinder petrol engine that acts as a mobile power generator for the C10’s 28.4kWh lithium iron phosphate battery.In simple terms, it drives like an EV, but when charge is low the engine kicks in to provide power to the battery, with a bunch of drive modes that control when and how the battery is recharged.Okay, so onto the bad stuff. And by far the single biggest annoyance is the fact it all feels needlessly complicated and frustratingly slow.That begins with the credit-card-style key, which may well be the worst system I've ever encountered. To unlock and start the car, you need to hold it against the driver's wing mirror. And you need to do the same everytime you get out to turn the car off and lock it.Now, I want you to imagine getting out of the car, grabbing a baby from the back seat, groceries from the boot, and then having to carry both back to the driver's door mirror where you then fumble for the key card to turn off the car. It’s ferociously annoying. And, because there’s no push-button start, you need to rest the keycard on the wireless phone charger to select a gear, too.Yes, there’s a phone app and a passcode system that means you can circumvent the card. But I found the app’s proximity lock and unlock to be woefully hit-and-miss and the passcode entry system is slow and clunky. And because it can take ages for the screen to wake up, you can find yourself sitting there for ages waiting to be able to enter the code to start the car.That system is emblematic of my Leapmotor C10 REEV experience. Everything is complicated. Everything lives within the screen menus and everything is slower than it should be.Number two on my don’t like list. It’s not as efficient as expected. I’ve tried charging lots, driving gently, and I cover lots of long-distances and I can’t get the fuel use to be as good as a regular hybrid SUV. There are four driving modes available – 'EV+', 'EV-normal', 'Fuel mode', 'Power+' – all of which control when the petrol engine should kick in.Over my final 670km with the car, I averaged around 6.9L/100km. That's not horrific for a car this size – especially given it sips the cheapest E10 fuel – but it's also not as good as you might find in something like a RAV4 Hybrid, which you would also never need to plug in.If you plug it in every night and use that EV mode as much as possible, that number will plummet. But that felt like a lot of work, especially given the 28.4kWh battery will only give you around 100km or so of pure-EV driving.The final item on my don’t-like list? It just doesn’t feel polished enough to compete in Australia. I know that sounds harsh, but I like the smaller Leapmotor B10, so I know the brand can do it. The C10 REEV, for me, just isn’t it.The truth is the C10 found a way to annoy me in some way on just about every trip, whether it was how long it took for the reversing camera screen to wake up, or the proximity unlocking deciding when to work and when not to, or the phantom honking of the horn when it incorrectly thought there was still a baby in our baby seat.In a time filled with affordable newcomer brands in Australia, there are just a few too many quirks aboard the C10 REEV for me.

I’ll tell you, if there was a time to be winning CarsGuide’s long-term lottery, now is that time. I don’t know if you’ve been following the news, but the USA appears to have declared war on cheap petrol, or something, which has sent the pump prices soaring across Australia.People are hoarding petrol like its Covid-era toilet paper, and – as I write this – the price for the cheapest E10 fuel is $2.32 per litre. A month ago, it was $1.66. Now is not the time to be running a long-term vehicle with an engine that has any kind of ‘V’ in front of it, and a diesel dual-cab would make you weep, given diesel is even more expensive (and in fact sold out in many places right now).But not I, for my long-term chariot is the humble Leapmotor C10 REEV (in Design trim, currently $47,888, drive-away), which promises to properly sip fuel, given its pocket-sized petrol engine is only used to charge the battery or to provide power to the electric motor, but never to drive the actual wheels.An EV with the backup of a petrol engine should you run out of power. Or that’s the promise, at least. But there is one catch.If you read my first dispatch, you’ll know I treated the C10 REEV's power supply like an afterthought over our first month together, topping it up when I could but not overly stressing when it was running low on power or fuel, and trusting the universe (or Leapmotor’s engineers) to get me to where I was going. My fuel use was predictably higher than you might expect, averaging a pretty ordinary 7.3L/100km of fuel. But this month I tried, really I did, to make amends.I charged the C10 more frequently, either via my home wallbox or using Australia’s surprisingly expensive DC charging infrastructure. And my fuel use… got worse. Over the past 480 kilometres, my fuel use has been 8.9L/100km. Now to be fair, I haven’t been fiddling with the drive modes, though I will this month. I've just been letting the hybrid brain do its thing, but still, that's not great.But I think I have identified the issue. See, the C10 REEV’s 28.4kWh battery is way smaller than the EV version’s 69.9kWh, and so its all-electric driving range is somewhere between 100kms and 150kms. Now that’s pretty good for a plug-in hybrid, but if you do a lot of driving – and I do – you find that the battery can be depleted pretty quickly.And then it gets weirder still. Because this is designed to drive as an EV, when the battery is depleted you find you have almost no power underfoot while the petrol engine does double duties in charging the battery and providing power to the motors. It's a weird, perhaps even dangerous, feeling, when you pull out onto a busy road and not much of anything happens. Once the battery takes on a little charge things do return to normal.If you have a home charger, and plug in with zeal, then a microscopic fuel bill will be your reward. In fact, CarsGuide reader David tells me that he is averaging 4.2L/100km using higher-octane 98RON fuel, and that a careful charging schedule sees him using even less. But if you're a bit like me, then you can expect to see numbers slightly worse than a good hybrid mid-size SUV. Elsewhere, I’m finding the Leapmotor C10 REEV a little hit and miss in places. You’ve heard my rant about the key before (which you have to tap on the wing mirror to unlock, lock and turn off the vehicle), and it’s true that the Leapmotor app is a massive improvement.But I find the proximity lock and unlock function takes a pretty laissez-faire approach to its job, working sometimes, and then simply deciding not to. And the curse that is the key card continues to haunt my life. Even with the app enabled, you still need to place the credit card-style key on the wireless charging pad to actually start the car, which kind of defeats the purpose of using the app in the first place. The air-conditioning can take ages to chill on the hottest of Sydney days, and I find the lack of buttons infuriating. The wireless charge pad is only slightly less powerful than a sun dial (my phone has gone flat while sitting on it), and it also occasionally mistakes my empty baby seat for an actual baby, and honks the horn when I try to walk away. At least I think that’s the reason, though it’s possible it just doesn’t like me.The flipside, though, is its sharp pricing, clever powertrain, ferociously generous equipment list, oodles of space, and pretty agreeable driving dynamics in town. The cabin is impressively quiet, the ride pretty comfortable, and – with the battery charged – the acceleration is plenty perky, too.It's also amazing how quickly we've gotten used to equipment that was, until recently, reserved for only the most expensive cars. My C10 Design is less than $50k on the road, and arrives with heated and ventilated front seats, a heated steering wheel, an air purifier, an integrated dashcam recorder – the list goes on.There are some quirks to iron out, though. It's onto the next month.Acquired: January 2026Distance travelled this month: 480.1kmOdometer: 8974kmAverage fuel consumption this month: 8.9L/100km

The Leapmotor C10 REEV has entered the Chesto family garage, and it’s a model I’m pretty interested in. Well, its powertrain specifically. And that’s because I suspect I’m a lot like most of you; all aboard the EV train, right up until we find ourselves too far from the bright lights of the city.See, an EV mostly makes perfect sense for our little urban family, and when I have one through the garage I generally charge it once a week, if that. The suburbs are an EV’s best friend, and we can take seemingly limitless short hops before needing to top up.I say ‘mostly’, because (and this is just a hard fact of EV ownership, so don’t shoot the messenger in the comments) they are indisputably more annoying than their ICE-powered counterparts on really long trips.We duck off down the NSW South Coast every now and again – about 2.5 hours from our place in Sydney – and it’s on these adventures that I sometimes forget the ease of EV life in the city and begin cursing the lack of regional charging infrastructure, and pondering why my wife doesn’t enjoy spending her holidays sipping bad coffee in a service station forecourt while we wait to top up.The C10 REEV, though, promises to fix that. I’ve got the fancy Design variant (currently $47,990, drive-away, but usually $47,888, before on-road costs). And the REEV bit — or Range Extender Electric Vehicle — refers to the fact its rear-mounted electric motor is supplemented by a 1.5-litre four-cylinder petrol engine that acts as a mobile power generator for the C10’s 28.4kWh lithium iron phosphate battery.In simple terms, it drives like an EV, but when charge is low the engine kicks in to provide power to the battery. I have driven my C10 with a near-flat battery, and it keeps moving – albeit very gingerly at first as the battery recharges. And I’ve driven it with no fuel, surviving just on battery power. And both work, suggesting it really does offer a pretty comprehensive safety net for those motoring incompetents like myself who insist, against all odds, that we’ll make it to the next fuel station/public charger before we run out of juice.Leapmotor reckons that, with battery and tank topped up, you can expect a combined driving range of 1150km, albeit according to the more lenient NEDC testing protocol. Still, my car has promised a range of about 1000km via its on-board computer.There is a catch, though, and that is that you need to treat it like an EV and keep it topped up, because otherwise you’ll be using a lot of fuel. My test car’s on-board computer says over the last 2613km the REEV has averaged 7.3L/100km of fuel, which is worse than a good conventional hybrid. Get real lazy with the electrons and things are tougher still — I’ve seen 12.3L/100km pop up, which is almost dual-cab ute country.Still, the Leapmotor shouldn’t be punished for its owner’s laziness. It says EV in the title, so plug it in judiciously and you should see those numbers plummet, which is exactly what I’m doing from here out, so stay tuned for the next dispatch.What Leapmotor should be punished for, though, is the worst keyless entry system I have ever encountered. Mostly because it’s not keyless, and you can barely enter.The brand provides a credit-card-style fob which has no buttons. Easy enough, you think, because the proximity lock and unlock must be flawless. Um, nope. It doesn’t have that. Instead, you need to hold the card against a small square on the driver’s mirror to unlock the car as well as lock and switch off the vehicle. I discovered the latter when I got a call from my neighbour at 10pm asking me why my car was lighting up the street like a UFO landing.Now, to fully understand my hatred of this system, you need to know a little more about my life. We have a 14-month-old son, and so my relationship with Woolworths and Chemist Warehouse is at VIP level. And when we get back from the shops, I need to grab my son from his seat, grab the groceries from the boot, then carry both to the driver's door, dig around in my pocket for the card, and then lock the door. And then the same in reverse when we try to leave the house. It would be tricky if I had three arms, and it's near impossible with just the two I've got.Happily, Leapmotor does have an app that you will be downloading immediately, allowing you to lock and unlock the car remotely, as well as pre-cool the cabin.With all of that sorted, the C10 REEV has slipped pretty comfortably into our family life. There’s enough backseat space to comfortably fit my son’s baby seat, and the boot will swallow a pram with space to spare for shopping and all the other stuff we now require.So far on the road the Leapmotor has proven pretty easy living, too, with the power (158kW, down slightly on the all-EV version of the C10) ample for getting up and moving. Comfort over athletic capability is the order of the day, though, with some floatiness to the ride. The brake pedal also takes some getting used to. Presumably there’s some internal tussle over how the regenerative braking should respond to my foot, but the pedal can at times feel worryingly spongy, then overly grabby.But I think I’ve now got the getting-to-know-you stuff in hand, so we push on into month two to see how this relationship develops. And it could be important – if I make my wife sit by a dusty charger somewhere too many more times, it might well be my only relationship.Acquired: January 2026Distance travelled this month: 650kmOdometer: 2613kmAverage fuel consumption this month: 7.3L/100km

Leapmotor hit the Aussie new-car market in early 2025. One of what feels like a never-ending wave of new challenger brands arriving from China in the last 18 months.And its C10 is yet another option in the crowded mid-size SUV segment, in this case offered in petrol-electric hybrid and pure-electric form.Its sharp pricing and generous spec were marked as big pluses in our first drive reviews. As was its space-efficiency and comfy drive characteristics.But another unifying theme was its relatively unrefined ADAS crash-avoidance systems. Which, to its credit, the brand has addressed head-on with an over-the-air software update.Timely then, to get behind the wheel and see if that high-tech tweak has made a discernible difference to an already solid package.At $49,888, before on-road costs, the top-spec C10 Design grade we’re testing here undercuts the Tesla Model Y RWD Single motor ($58,900, BOC) by the best part of $10K and puts the heat on other electric SUVs in its orbit like the Cupra Tavascan ($60,990), Kia EV5 Air 2wd Long Range ($61,170) and VW ID.4 Pro RWD ($59,990).  And that price includes a heap of standard features like 20-inch alloy wheels, a (fixed) panoramic glass roof (with power sunshade), dual-zone climate control air, electric front seats (heated and ventilated), 12-speaker audio, a power tailgate, synthetic leather seat trim and multi-colour (interior) ambient lighting.There’s also adaptive cruise, built-in sat nav, a 360-degree camera view, a heated steering wheel and heaps more. Impressive for a car sitting under the $50,000 threshold.Not too many straight edges on the C10 with curves and soft character lines the order of the day in terms of exterior design.While the flush-fit door handles deliver obvious aero benefits, the way they flip out and hinge from the front gets a black mark from me. They’re an ergonomic miss that force you to twist your wrist at an awkward angle to more or less push the door open. The entire handle pulling out parallel to the body is always a better solution.The cabin is minimalist to the max. Virtually no physical buttons and the 10.25-inch instrument cluster and 14.6-inch central screen are the only standouts in a sea of smooth, mid-grey surfaces. If you like Tesla’s cabin design ethos you’ll be onboard with the C10. But before you even get inside, access is weird. For a start, the ‘key’ is a sizeable plastic card which needs to be held against the driver’s side exterior mirror to lock or unlock the car, which obviously isn’t ideal if you want to open up the boot or passenger side doors.Owners have access to a smartphone app which includes a proximity unlocking function, but even that sounds overly complex just to get in the car. That said, the interior is super spacious for a car just over 4.7m long with a 2825mm wheelbase. Lots of breathing room up front and sitting behind the driver’s seat, set to my 183cm position, I have hectares of leg, head and shoulder room.There are cupholders all over the place, map pockets, big bins in the doors as well as a lidded cubby between the front seats and another storage area underneath the ‘flying buttress’ centre console.There are multiple USB-C and USB-A jacks, a wireless phone charger and 12-volt power for other devices, but, shock, horror… no Android Auto or Apple CarPlay functionality. That’ll be a deal-breaker for some.Boot space is handy at 581L with the 60/40 split-fold rear seat upright and 1410L with it lowered but another black mark goes against the lack of a physical spare tyre. A repair/inflator kit is your only option, which isn’t good enough.Outputs from the rear-mounted permanent magnet synchronous motor, powered by a 69.9 LFP battery, are 160kW/320Nm and Leapmotor quotes a WLTP range of “up to 425km”.Maximum DC charge rate is a relatively modest 84kW for a claimed 30-80 per cent charge time of “approximately 30 minutes”. AC charge rate is 11.0kW and V2L (Vehicle to Load) functionality is a welcome addition.Official WLTP energy consumption is 18.5kWh/100km and during our week with the car we saw a dash-indicated figure of 13.4kWh/100km, which is excellent for a roughly 2.0-tonne SUV.Claimed 0-100km/h acceleration is 7.5 seconds and the C10 feels sharp with the ability to effortlessly negotiate city and suburban traffic.   Steering weight is adjustable through ‘Light’, ‘Standard’ and ‘Sport’ settings, although none of them add any meaningful road feel to the equation. Ride comfort, however, is terrific and all signs of the previous, overly assertive ADAS crash-avoidance systems are gone. Lane keeping, lane centering, even the over-speed warning, deliver subtle inputs and only when required.The C10 BEV is also quiet (even for an EV) with the 245/45 Dunlop e.Sport Maxx rubber remaining low-key with wind noise minimal, even at freeway speeds.The C10 is covered by a six-year/150,000km warranty, which is competitive and includes roadside assist for the duration, while the drive battery is covered for eight years/160,000km.Service is recommended every 12 months/20,000km which is more frequent than some pure-electric competitors (typically at two years/40,000km). And capped-price servicing is available for five years at $2000, or $400 per service, which is on the high side for an EV, even in this class.Crash-avoidance safety systems include auto emergency braking (AEB) front and rear, blind-spot monitoring, lane keeping assist, lane departure warning, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring.There are seven airbags onboard, including a front centre bag, three child seat top tether points across the rear seat (as well as ISOFIX anchors on the two outer positions) and multi-collision brake to minimise the chances of subsequent impacts after an initial crash. The C10 scored a maximum five-star ANCAP assessment from testing in 2024.

When is an EV no longer an EV? Leapmotor's new C10 REEV gains a petrol engine that acts purely as a generator, like the defunct Holden Volt and BMW i3 REx. It goes up against fierce plug-in hybrid rivals like the BYD Sealion 6, Chery Tiggo 7 PHEV, Jaecoo J7 SHS and the Mitsubishi Outlander PHEV.

The Stellantis-backed Chinese start-up, Leapmotor, is going for the booming plug-in hybrid electric vehicle segment in Australia with the C10 REEV. But unlike its mid-sized SUV PHEV rivals, this one is an EV-first proposition, offering impressive range, high equipment levels and a compellingly low price. Plus, regular over-the-air updates promise to improve it with age. Sounds too good to be true?

Leapmotor has hit our shores after a $2.5b investment from Jeep parent company Stellantis and the first cab off the rank is the C10, which is an electric mid-size SUV. It enters a saturated market, does it have what it takes to stand out?

The Leapmotor C10's top-spec Design grade adds an array of trimmings although represents largely the same value offering as the base Style. With a launch price of $51,500 drive-away (or $49,888 before on-roads) the C10 Design still undercuts most of its mid-size electric rivals, bar the BYD Atto 3 which is a half-size smaller.

The entry-level Leapmotor C10 Style arrives with a headline drive-away price-tag of just $47,500.

Electric car price parity is already here, but would you pick this Chinese newcomer over a mid-spec Toyota RAV4?