What's the difference?
There are around 30 different models fighting for your attention in Australia’s medium SUV segment. More than double that if you include premium options. In other words, there’s overwhelming choice.
Some of the most popular options include Toyota’s RAV4, the Mazda CX-5, Kia Sportage and Mitsubishi Outlander, with a bunch of Chinese brands climbing up the charts.
But have you ever considered a Mahindra? The Indian carmaker has been operating in Australia for close to 20 years and the product line-up has improved considerably.
Case in point, the Mahindra XUV700. A replacement for the unloved XUV500, it’s just come in for a refresh adding new interior trim and tech features and it’s still affordable.
But is it worth taking a chance on the up-and-coming brand? Read on to find out.
The Leapmotor C10 mid-size SUV has been on sale in Australia for more than six months now, but a lot of people still give you a puzzled look when you mention the brand.
Initially offered in electric vehicle (EV) form only, the Chinese carmaker has now introduced a petrol-electric hybrid version to bring the fight to the BYD Sealion 6, Chery Tiggo 7 PHEV and Jaecoo J7 SHS, among others.
Dubbed the C10 REEV (Range Extender Electric Vehicle), it reintroduces a powertrain technology that has previously only been offered in two cars locally. These include the Holden Volt and BMW i3 REx.
With an electric motor providing all the driving power, there’s also a petrol engine that acts purely as a generator. This is claimed to allow the car to still feel like an EV, but also have the flexibility of being able to fuel up for longer distances.
Australian deliveries of the C10 REEV started a few months ago, but CarsGuide is now getting a first local drive of this car following a brief drive in Europe back in April.
How does it stack up? Read along to find out.
@carsguide.com.au Can you tell the difference between these two 2025 Leapmotor C10 models? ⚡ On the right is the new C10 REEV (Range-extender electric vehicle) which has only recently arrived in Australia. Here are some fast facts: ⏩ 158kW electric motor ⏩ 1.5L petrol engine generator ⏩ Up to 1150km total range ⏩ $43,888 before on-roads P.S. How good does Jade Green look? P.P.S. If you said the difference between the cars is also the interior colours, pat yourself on the back #leapmotor #c10 #leapmotorc10 #reev #rangeextender #EV #SUV #car #carsguide #fyp
♬ original sound - CarsGuide.com.au
The Mahindra XUV700 is a solid, well-rounded family SUV. It has a practical cabin with a usable third row and a punchy turbocharged powertrain. The Indian manufacturer needs to address a few things like interior quality and some ADAS calibration and there’s more work to do when it comes to ride and handling. But overall this seven-seat SUV represents exceptional value for money against some pricier rivals and should be on more consideration lists.
Plug-in hybrids are really gaining popularity in Australia and it’s great to see the reemergence of range-extender technology because it allows you to drive an EV, but not have the inherent range anxiety that comes with it.
The Leapmotor C10, as a base, is far from a perfect car, but its appealing price point and the amount of space it offers is commendable. It's not a driver's car, but rather just a means of transportation.
The C10 REEV's range-extender powertrain firms as the pick of the C10 line-up if you want the flexibility of being able to charge up the car, or just fuel it up with petrol for simplicity's sake. While it mightn’t be as efficient as rival PHEVs, it generally is quieter, safety system chimes aside.
I look forward to seeing whether Leapmotor can continue to improve the safety systems in the C10 because while the REEV on test here is better than the original EV I drove earlier this year, the way the systems operate still makes it hard to recommend.
The XUV700 is a reasonably handsome vehicle in the metal. It has a distinctive look that ensures it is immediately identifiable as a Mahindra. It is a clear evolution of the XUV500 it replaces, but far more coherent.
It has a typical SUV shape but in profile the bonnet looks short and it has a big glasshouse with a kicked-up window line from the C-pillar back.
Front on the unique headlights surround an appealing six-bar grille with the cool Mahindra badge front and centre.
The rear features stretched and pinched tail-lights and the XUV700 sits up high on the road.
Inside the cabin is neat and the dash has an uncomplicated layout. It’s not the world’s most visually appealing interior but it doesn’t get anything wrong. Although the steering wheel feels a bit cheap.
The lovely dark grey interior is broken up with a light grey upper half and there’s stitching on the seats, dash and steering wheel. There are plenty of piano black inserts but it's not overdone.
If you haven’t already noticed, the Leapmotor C10’s technology seems heavily inspired by Tesla. The same can be said for its design, which is incredibly minimalist.
It’s hard to find any distinguishing features on the outside of the C10 that makes it uniquely a Leapmotor. Everything, even the car’s rounded, jelly bean-like silhouette, is generic and doesn’t stand out from the crowd.
In saying this however, the C10 REEV test car does turn heads and a few people asked what it was. This is likely because no one knows what a Leapmotor is.
It also helps the test car was finished in the delicious-looking Jade Green exterior paint. It’s definitely my pick of the available colour options.
There are the popular exterior design trends like animated lighting sequences, a rear LED light bar, connected front headlights, flush door handles, and Leapmotor script on the tailgate. Nothing revolutionary here in terms of design.
The only way to tell the C10 REEV apart from the C10 EV is its fuel filler flap on the right-hand side of the car. Everything else is identical.
Inside there are two colour choices – Black or Camel Brown. Our tester is fitted with the former, which is definitely the more conservative option.
Regardless of the colour option, the majority of the interior is finished in that colour. It’s more noticeable with the almost orange-looking brown colour option.
This makes the interior look a little bland as it lacks contrast and visual interest.
There’s no denying there are some high-end-feeling touches inside, especially for the price point. You really need to go searching for harder and scratchier plastics, but they are present lower down in the cabin.
Virtually every touch point is soft and spongey, with the entire dashboard being covered in a smooth synthetic leather. Pretty cool for $45k.
This is even before mentioning the seats. The top-spec C10 Design comes with silicone leather upholstery, which is by far one of the softest seats I’ve ever touched and sat in to date. It’ll be interesting how this finish holds up after years of use, however.
A lot of the interior design pivots around the large, 14.6-inch central touchscreen. Thankfully unlike Teslas, there’s also a 10.25-inch digital instrument cluster which also displays critical information, like your current speed.
The Mahindra boasts a versatile, practical cabin - not something all mid-size seven-seat SUVs can claim.
This grade has electric ‘smart’ door handles that pop out when the car is unlocked. They’re not super easy to grab and feel a little gimmicky.
The sunroof has a solid power-operated blind, unlike an increasing number of models that come with a flimsy sheer blind or no blind at all, which is unimaginable in our hot Australian climate. Thank you, Mahindra!
Another cool feature is the extendable sun-visors that are great at blocking out sun at the front or side, especially on longer drives.
A chunky rear centre headrest impedes rear visibility, but it is easily removed. However the rear outboard headrests are also big and that impacts vision out the large rear side windows.
Great to see Mahindra has retained physical controls for the air conditioning, although if you want to adjust anything digitally, you can via the central screen.
Sitting under that and the air vents are buttons for the reversing camera, hazard lights and other controls, then there’s a wireless phone charger, an extra little slot for your phone and two USB-A ports. No USB-C up front in the XUV700.
There’s decent storage up front with two compact, squarish cupholders in the console, a small central bin with a handy rubber key holder, while the glove box is a decent size and will fit more than just the manual.
Bottle storage in the front doors is excellent. The tall CarsGuide bottle fits easily and there’s extra storage for a bunch of other items.
The front seats are on the firm side but the side bolstering is good, helping you feel nicely secured. The base makes you feel like you’re sitting on the car rather than in it. There’s not a great deal of adjustability - you can’t extend the under-thigh cushion - but the Mahindra has Mercedes-Benz-style controls on the door.
The multimedia screen houses a lot of functions. If you tap the bottom of the screen the climate controls including seat heating pop up. There are more functions if you tap the top of the screen like sound, camera view and the like.
The multimedia screen homepage has tiles, one says ‘Fun in XUV700’ (for Android Auto, Apple CarPlay and radio) and the other says ‘Fun with XUV700’ (vehicle performance).
Driver assist functions are accessible via the driver’s instrument display using the steering wheel-mounted controls and you can change the intensity of cruise control and lane keep assist or turn off functions like traffic sign recognition and smart pilot assist.
There are a few cons up front. The indicator sound is awful and makes it feel cheap. There are some quality issues, like the flimsy panel to the lower right of the steering wheel that’s home to the auto stop-start. It feels like it’s going to fall off. And some of the fabrics don’t quite line up.
The device charger could do with a fan as my phone gets super hot charging on the pad, while the ‘Siri’ talk-to-text function of Apple CarPlay is patchy.
In the second row, the legroom is decent and while there’s not acres of room I don’t feel cramped sitting behind my 183cm (six-foot) driving position. A tiny transmission tunnel means good centre seat legroom. There’s a lever on the front passenger seat back allowing rear passenger behind to move that seat forward.
Headroom is also decent without being ample. There’s about an inch between my head and the roofliner.
The window line is low enough for small children to see out but not so low you feel like you’re sitting on the car.
The rear seating row is comfortable enough but the backrests - which recline - are flat.
You’ll find rear knee-level air vents, one USB-C port (the only ‘C’ port in the car) and a pair of map pockets, a phone slot under the vents, a centre armrest with two cupholders and loads of door storage for big bottles and more.
For child seats, the two outboard seats have ISOFIX anchors and there are two top tethers as well.
Access to the third row is much easier than I expected for a mid-size seven seater. The passenger-side single outboard seat tumbles flat then up, leaving plenty of space to get into the rear. There’s even a grab handle to assist.
Headroom isn’t great back there for me, but again, I am six-foot tall. A kid will be fine. There’s a surprising amount of legroom and toeroom.
Third-row occupants have access to cupholders and air vents on both sides, a fan speed dial, speakers and a 12-volt outlet that is also accessible from the boot when the seats are lowered.
The fact the curtain airbags cover the third row is a big tick. Overall, a solid third-row experience.
There’s a handy plastic lever on the rear of the seats to lower and raise the third row easily. They don’t quite fold flat into the boot floor so they sit up a little, but don’t intrude on boot space.
It looks like there is a cargo cover option but it wasn’t fitted to this example of the car. There are lots of hooks in the boot to hold bags, but note there is no power tailgate - it’s a manual operation in the Mahindra.
You also get a temporary spare wheel housed externally on the underside of the car.
One thing I can’t tell you unfortunately is the boot volume. Mahindra doesn’t provide those figures. I can say that when all three rows are in place, there is not much room behind the third row. Just enough for three backpacks or a few bags of shopping in a row. When the third row is lowered, there’s ample luggage space.
Although the Leapmotor C10 REEV is a mid-size SUV, its interior space feels considerably larger and more spacious, especially in the second row. This is because the car is built on an EV architecture and has no driveline running down the middle, so interior space can be maximised.
Up front both seats are electrically adjustable, though neither of them offer adjustable thigh support which is a pain for people with longer legs, like myself, as it can sometimes feel like you’re slipping out of the seat. It doesn’t help that the seats are so soft and buttery.
I will say though, the heated front seats and steering wheel get warm almost instantly, which was great in the almost Arctic weather Melbourne has been experiencing recently.
While I can appreciate the minimalist design of the dashboard, from a practical standpoint it’s a huge pain. There’s virtually no physical switchgear beyond the indicator and gear selector stalks, with the majority of the controls built into the touchscreen multimedia system.
Want to adjust your side-mirror position, the air-vent direction, or drive mode? That all needs to be done via the touchscreen. Sure there are some buttons on the steering wheel which help with functions like adjusting the volume and cruise control, but it doesn’t do them all.
This is incredibly frustrating because when you do interact with the touchscreen on the move, the driver attention monitor chimes at you for not keeping your eyes on the road ahead.
Add to this, the touchscreen runs Leapmotor’s own operating system. Admittedly it does run really smoothly, but it doesn’t offer any smartphone mirroring functionality, which is a negative for some.
I imagine you would get used to using the selection of inbuilt third-party apps if you own this car, but I find the connected satellite navigation app particularly painful because it would send me on a slower route. Having Google Maps or Waze would be much more intuitive.
Up front there are two cupholders next to the wireless charging pad, a storage shelf under the centre console, a massive centre console box, a mediocre glovebox, a USB-A and USB-C port, and a 12V socket.
Moving to the second row, it’s arguably the best place to be in the C10 REEV. There’s oodles of space on offer and a completely flat floor.
At a leggy 182cm tall, I had plenty of legroom behind my driving position and also plenty to look at thanks to the huge fixed panoramic glass sunroof which, thankfully, has an electric block-out blind if the sun gets too bright.
The second-row bench feels like a big, soft couch in the best way. It’s leans backwards, allowing you to lay back and relax as a passenger.
One of the few things that detract from the space is high floor, due to the high-voltage battery pack placement. It makes you feel like your knees sit higher than normal.
Second-row amenities include centre console-mounted air vents, USB-A and USB-C ports, seat-back map pockets, door pockets, and a fold-down armrest. If you’re looking for cupholders, they’re right next to the air vents on the centre console.
Like the C10 EV, you can fold the front seats backwards to create an almost-flat space for lounging. You need to remove the front seat headrests to do this, but once you do it’s a cool novelty to show to your friends, or use while charging.
Around the back the tailgate opens quickly and quietly. Once it’s open the space on offer is decent, but not class-leading.
Leapmotor claims there’s 546 litres of boot space on offer with the rear seats upright, which is 35 litres less than the C10 EV. Folding the rear seats expands this space to 1375 litres.
Boot-related amenities include a retractable cargo cover, a light, some bag hooks, as well as two boot floor storage compartments for things like the charging cable.
Unsurprisingly, there’s no spare wheel of any kind in the C10 REEV. Instead you get a tyre repair kit under the boot floor, which is handy if you have a slow leak but not if you have a complete tyre blowout.
The Mahindra XUV700 is offered in two model grades, both powered by the same petrol engine. It all kicks off with the AX7 from an affordable $39,990, drive-away.
The focus of this review is the AX7L which tops the range at $42,990, drive-away, which is still great value.
At this price the Mahindra undercuts most mainstream medium SUVs like the Toyota RAV4 and Mazda CX-5 and lines up more closely with the GWM Haval H6 and MG HS from China.
But unlike most of the mid-size SUV set, the XUV700 has a third seating row. The only other offerings in this category to boast that option are the Honda CR-V, Mitsubishi Outlander and Nissan X-Trail, - all of which are more expensive for an equivalent seven-seat grade when factoring in on-road costs.
For the model year 2025 update, both Mahindra XUV700 grades gain all-black interior trim, while the AX7L updates to wireless Apple CarPlay and Android Auto, as well as ventilated front seats with memory settings for the power function.
Standard gear in the AX7L includes a panoramic sunroof, dual 10.25-inch screens, synthetic leather trim, keyless entry and start, a 12-speaker audio system, wireless charging and a leather steering wheel.
You also get a 360-degree surround-view monitor, Bluetooth, rain-sensing wipers, dual-zone climate control, 18-inch alloy wheels and an electronic park brake.
The only option available is premium paint at $495 extra, including the 'Midnight Black' shade on our test car.
This isn’t top-grade luxury car levels of standard gear, but there's very little that’s missing and for $43K, that’s impressive.
Just like the EV, the Leapmotor C10 REEV is offered in two spec grades – Style and Design. Our test vehicle is the latter, which is top-spec.
Pricing for the C10 REEV starts at $43,888 before on-road costs, and extends to $47,888 before on-road costs. This is $2000 cheaper than the C10 EV.
It’s also firmly in the price bracket of plug-in hybrid rivals like the BYD Sealion 6, Chery Tiggo 7 PHEV and Jaecoo J7 SHS.
Standard equipment across the C10 REEV line-up mirrors the EV equivalents. On the base Style you get 18-inch alloy wheels, a fixed panoramic glass sunroof, automatic LED headlights, a 10.25-inch digital instrument cluster, a 14.6-inch touchscreen multimedia system, a 12-speaker sound system, synthetic leather upholstery and powered front seats.
It’s a pretty high level of equipment for a base-model vehicle, especially for the price point.
Moving up to the C10 REEV Design adds 20-inch alloy wheels, rear privacy glass, an LED rear light bar, a power tailgate, multi-colour interior ambient lighting, a heated steering wheel, silicone leather upholstery, and heated and ventilated seats.
While this does sound like a lot of standard equipment, there are some notable omissions. One of the most obvious is the lack of Apple CarPlay and Android Auto across the entire range.
Leapmotor does however include apps like Spotify, Tidal, Amazon Music, TuneIn, Deezer, Zoom, connected satellite navigation, and a browser app built into the touchscreen multimedia system as standard. TikTok was even added with a recent over-the-air software update.
Another feature omission is a regular key with buttons to unlock and lock the car. Instead you get a key card you need to tap on the driver’s side mirror to unlock and lock the vehicle, then tap on the wireless charger pad to start up the car.
You can also use your smartphone as a key, but it’s worth noting that you can only connect one smartphone key to the car at a time. This might be a pain if you share the car because one of you will need to use the key card instead of their phone.
It’s worth noting the Leapmotor smartphone app also gives you access to a range of remote functions, like battery charging, climate control, locking and unlocking, among others.
The XUV700 is powered by what Mahindra calls its ‘mStallion’ 2.0-litre, four-cylinder, turbo-petrol engine delivering 149kW of power and 380Nm of torque. These are solid outputs and the only petrol-powered mainstream rivals that come close to those figures are the Kia Sportage/Hyundai Tucson mechanical twins, with their 1.6-litre turbo punching out 169kW/350Nm.
The Mahindra’s engine is paired with a six-speed automatic transmission driving the front wheels only, so no all-wheel-drive option here.
The key difference with the Leapmotor C10 REEV compared to the C10 EV is what’s under the bonnet.
Both feature an electric motor that drives the rear wheels, however the C10 REEV’s is slightly detuned to produce 158kW, compared to 160kW in the C10 EV. Torque for both is 320Nm.
Both also have a high-voltage lithium iron phosphate (LFP) battery pack, but the C10 REEV's is smaller at 28.4kWh, compared to 69.9kWh in the C10 EV.
However, under the bonnet of the C10 REEV is a 1.5-litre four-cylinder petrol engine that acts as a generator to charge up the battery pack.
Unlike typical plug-in hybrids, the engine cannot directly power the wheels at all. It’s a similar concept to Nissan’s e-Power hybrid system, but with a considerably larger battery pack.
In addition to three driving modes, there are four ‘energy drive’ modes. EV+ doesn’t kick in the petrol engine generator until the battery charge drops below nine per cent; EV doesn’t start the battery until the battery charge drops below 25 per cent; Fuel, which can hold the battery charge or use the engine to generate charge up to 80 per cent; and Power+ which constantly has the engine charging the battery.
Leapmotor claims the C10 REEV can do the 0-100km/h sprint in 8.5 seconds, which is one second slower than the C10 EV.
It’s worth calling out the C10 REEV is around 30kg lighter than the C10 EV, but with a tare mass of almost 2000kg, it’s far from lightweight.
The XUV700 is only available with that petrol engine so no fuel-saving hybrid or plug-in hybrid options for now.
It’s also on the thirsty side with an official combined (urban/extra-urban) cycle fuel use figure of 8.3 litres per 100 kilometres. That’s more than petrol versions of the Mitsubishi Outlander and Nissan X-Trail.
After a week of mixed but mostly urban driving, the trip computer showed an average of 8.5L/100km, but my own calculation based on real-world use at the fuel pump came out at 11L, so a bit of a discrepancy there.
Leapmotor claims the C10 REEV has an electric range of up to 170km, according to NEDC testing.
All up with a single battery charge and full 50-litre fuel tank, the company claims you can travel a total of up to 1150km, also according to NEDC testing.
In EV mode, Leapmotor claims the C10 REEV has an energy consumption of 15.2kWh/100km. In practice during my testing I saw an average of around 13kWh/100km, which is fantastic and almost Tesla-like in terms of efficiency.
This theoretically means you can travel 218km on a full battery, but it's worth noting the battery pack will never fully deplete its charge.
Combined fuel consumption is claimed to be 0.9L/100km, though your fuel consumption will depend heavily on how much and how often you charge the car.
During my testing I tried out multiple different drive modes, including one section where I kept the car in a battery charge hold mode called ‘Fuel’. During this I saw an average of 6.7L/100km, which isn’t fantastic for a hybrid.
With this as-tested fuel consumption figure you can theoretically travel 820km on petrol power alone. Adding the theoretical EV range, you get a theoretical total range of 1013km.
You’re able to AC charge the C10 REEV at rates up to 6.6kW, which is notably slower than the C10 EV (11kW). The DC fast-charging rate is also notably slower at 65kW, compared to 84kW in the C10 EV.
It’s worth noting, however, Leapmotor claims you can DC charge the battery from 30 to 80 per cent in the C10 REEV in 18 minutes, whereas it takes 30 minutes in the C10 EV.
On the road the Mahindra has some clear pros and cons. Overall, it’s a more polished performer than you might expect.
The turbocharged engine sounds good when pushed and is a punchy unit, delivering linear acceleration and getting to speed quickly, mostly without fuss. The 235/60R18 MRF Wanderer tyres have a tendency to chirp when accelerating hard and the XUV700 would benefit from higher quality rubber.
The six-speed auto transmission works well with the engine, delivering smooth shifts but it can hold gears on downhill runs.
Ride quality is a mixed bag. Those tyres have a high sidewall but you’ll feel bumps like road and bridge joins, while speed bumps aren't so smooth, either. The ride is on the firmer side but it’s no dealbreaker.
It’s a little top-heavy when cornering, so there is lateral movement in the car. A good reminder this is a family SUV, not a hot hatch.
Steering is overly light and a bit too sharp for this sort of vehicle. There’s nothing wrong with dull or slower steering in a family car because it’s less responsive if you accidentally turn the wheel when distracted by shenanigans in the back seat.
The brakes are also quite sensitive. Just a tap of the foot and you’re coming to a full stop.
A bit of road and wind noise creeps into the cabin, so it’s not the most hushed interior, but it’s not too dramatic.
Other points include a decent turning circle, making it more nimble than you might think in tight parking spots, and poor-quality, low-definition lane watch camera display. Also the remote lock and unlock is temperamental. You need to double check it’s locked.
Setting off in the Leapmotor C10 REEV, it’s surprising just how much it’s like the EV version.
The rear-mounted electric motor provides all the power, so you get a zippy feel from a standstill and at lower speeds. The acceleration is gradual and won’t snap your neck like some EVs.
This car is beautifully quiet and serene in pure EV mode. The light steering and tight turning circle also makes this an easy car to drive and park in the city.
However, the pedals feel like they’re mounted too high, which makes you awkwardly bend your ankles back to press the pedals comfortably. This can be tedious in stop-start traffic.
Add to this the disjointed interaction between the regenerative braking system and traditional friction brakes. There were many times where I’d be pressing the brake pedal and as soon as the car got below 5km/h it would stop dead. It’s not the most pleasant feeling and something I never mastered during my three-day loan.
Depending on how often you charge up the car’s battery pack, it’s possible that you might never have the 1.5-litre petrol engine kick in during your daily commute. Even if it does when the battery charge gets down low enough, you likely would not be able to tell.
The first few times it happened I genuinely had no clue the engine had started. There’s no jolt through the accelerator or dip in acceleration. The only way I found out was by going into the vehicle status menu on the touchscreen and seeing the engine temperature and revs in the top left-hand corner. It really is that quiet.
When the engine is charging up the battery at city speeds, it’ll rarely rev above 1800rpm, which at that point it’s imperceptible in the cabin. Out on the open road however it can creep up to 2500rpm, which then makes its presence known a little more. It's still nowhere as buzzy as a Mitsubishi Outlander PHEV, however.
For a brief period I tried out the Power+ mode on some country roads and I found the engine really did come alive at this point, and not in a good way. It would frequently rev above 3000rpm, and the droning engine sound would enter the cabin.
The Leapmotor C10 REEV is generally a nippy car, but when the battery charge does get down it can limit the amount of power the electric motor sends out.
Below 25 per cent a charge warning light comes up on the digital instrument cluster, and unless you’re in Power+ mode, it limits the power output to around 100kW. It’s not terribly slow, but if you’re needing to overtake, it can notably slow the process down.
In terms of dynamics, Leapmotor claims the C10’s suspension was tuned by Maserati engineers. Like the C10 EV I drove previously, however, the ride errs on the comfort side and big bumps can unsettle the car.
In the twisties the car is also far from a dynamic weapon. It tends to get the leans in the bends and can wallow around when changing directions rapidly. The steering also has no feel whatsoever, making it feel like you’re piloting a car in a video game.
For context though, none of its direct rivals are fantastic from a high-speed dynamics standpoint, so it’s almost par for the course.
The XUV700 is yet to be assessed by ANCAP so it currently doesn’t have a score.
The standard safety list is solid without being exceptional, and it includes seven airbags in this grade, with the curtain airbags stretching all the way back to the third seating row. However, it misses out on a front centre bag.
In terms of driver aids and advanced driver assistance (ADAS) tech, it also comes with adaptive cruise with stop & go, auto emergency braking, lane keep assist, lane departure warning, traffic sign recognition, tyre pressure monitoring, blind spot monitor and a pilot assist function. It lacks a rear cross-traffic alert.
The reversing camera lags when you put the car in reverse, taking a couple of beats to kick in. Not great when you’re trying to park on a busy street.
The adaptive cruise needs further calibration. When the system detects a car in front, it slows the Mahindra down a little too dramatically and takes too long to respond.
Unlike the Leapmotor C10 EV, the C10 REEV hasn’t been awarded an ANCAP safety rating just yet. It also hasn’t been crash tested by Euro NCAP.
Standard safety equipment includes seven airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, driver attention monitoring, lane-keep assist, lane centring, adaptive cruise control, a surround-view camera, and rear parking sensors.
A notable absence on the safety equipment list is front parking sensors. This isn’t offered on any Leapmotor C10.
As noted above, the C10 REEV offers a range of connected services. Owners get three years of complimentary access to a range of remote functions through the Leapmotor smartphone app.
In terms of the safety system’s functionality, this C10 REEV's does feel less intrusive than the C10 EV I drove back at the vehicle’s launch in February 2025, however that was a very low bar as they were horrific.
It’s worth noting Leapmotor has made some tweaks to the safety systems with over-the-air software updates, and more are likely on the way.
There are still plenty of chimes that come from the driver attention monitor, though the intensity seems to have been dialled down. It still struggles to see my eyes, though, when I’m wearing sunglasses.
The intelligent speed limit assist chimes incessantly the moment you start travelling over what the car thinks is the sign-posted speed limit. It frequently picks up the wrong speed limit as it only uses the cameras and not sat-nav data.
Thankfully, both of these safety systems can be quickly turned off with a swipe-down control centre-style menu on the touchscreen. Annoyingly, however, they default back on every time you drive the car.
The adaptive cruise control system activates in the same way a Tesla does (with two downward pulls of the column-mounted gear selector). When active the acceleration efforts can feel jerky, and it’ll brake heavily even if a car is way off in the distance. I much prefer driving myself.
Lastly, the lane-keep assist and emergency lane-keep assist systems continue to act poorly, especially on tighter roads with poor lane markings. The moment you drift off the centre of the lane the system vibrates and kicks at the steering wheel, almost making you fight against the resistance to regain steering control.
It’s not a pleasant feeling, and the system cannot be completely turned off on the move. You need to be stopped and in park.
The AEB system engages from 5km/h, while the lane-keep system kicks in from 60km/h.
ISOFIX child-seat anchorage points are fitted to the outboard rear seats, along with three top-tether points.
Mahindra covers the XUV700 with a seven-year or 150,000km warranty which is generous but doesn’t match Kia’s seven-year, unlimited-kilometre term. It also includes seven years of free roadside assistance.
The servicing schedule has a few quirks. There’s a free service at 1500km or one month of ownership, then the next service is at 12 months or 10,000km, whichever occurs first. After that the term is every 12 months or 15,000km, so it’s a little confusing.
There’s four years of capped-price servicing that averages out to about $445 per service. That’s roughly $100 more on average per service than a petrol Mitsubishi Outlander.
Leapmotor quietly made some changes to its ownership structure for model year 2025 (MY25) cars.
All 2025 Leapmotor C10s, including the REEV, are covered by a six-year, 150,000km warranty. It was previously seven years, 160,000km for MY24 cars.
The high-voltage battery warranty remains unchanged at eight years, 160,000km.
Some key differences, however, are eight years of roadside assistance (previously five years), as well as eight years of capped-price servicing (previously five years).
The Leapmotor C10 REEV requires logbook servicing every 12 months or 10,000km, whichever comes first, which is notably shorter than the C10 EV’s 12 month/20,000km intervals. This will likely add up if you travel long distances.
Capped-price servicing for the C10 REEV totals $4000 after eight years or 80,000km, whichever comes first. That averages out to $500 per service. Ouch…
For context, servicing the C10 EV for eight years or 160,000km, whichever comes first, costs a total of $3000. That’s $375 per service, which is still a little on the high side for an EV.