Hybrid Reviews

The Mercedes CLA line-up kicks off at $66,500 for the entry-level 180, which puts it in the same price ballpark as its German ‘Big Three’ rivals, the Audi A3 sedan and BMW 2 Series.

The small SUV market is getting busy. Plenty of aggressively affordable models are here, arriving, or soon to land thanks to the boom in China’s international new car market.Cars like the Kia Seltos can’t win on price alone anymore, as may have been the case in the past.It’s a good thing, then, that Kia has a new Seltos with some fresh tricks like a hybrid system for Australia and an interior that wouldn't look out of place in much more expensive Kias.This car isn’t due in Australia for some time - around October should be the launch - but an international preview in South Korea gave us a pretty solid look at what we can expect from Kia’s new small SUV.We don’t know quite how much the Seltos will cost just yet, but we have some clues.Given the last-gen Seltos pricing and the market positioning of the very closely related Hyundai Kona, we expect the Seltos to start in the high $30,000 region, before on-road costs.Chances are its line-up will look a lot like the previous Seltos range, with a few options ranging from a relatively basic ‘S’ to the fully-specified GT-Line.Specifications and features are also yet to be determined. The cars available to us during the test were likely representative of GT-Line cars that will arrive in Australia, with panoramic sunroofs, heated and vented seats, adjustable interior ambient lighting, synthetic leather upholstery and a large screen display.The three-part screen unit consists of 12.3-inch screens - one touchscreen for multimedia and one for the driver display - either side of a 5.0-inch touchscreen for climate controls. As is often the case with this section of the screen arrangement in Kias, it’s out of sight behind the steering wheel when you’re in a driving position.If you’ve been in a recently designed Kia like the EV3 or EV5, the interior design and layout will look familiar. There are still physical buttons and controls for important functions, as well as shortcuts to key sections in the multimedia menus, but the overall layout is relatively tidy.The driving position works well, visibility is good thanks to decently-sized windscreen and windows, and the seats are comfortable enough for a full day of driving.The second row is spacious enough for an adult on a decent drive, Kia says there’s another 20mm of legroom because the Seltos is now slightly bigger than the previous generation - 45mm longer with a 60mm longer wheelbase.There’s also 536 litres of boot space, and in Australia under that will be a spare wheel. This means we won’t have vehicle-to-load (V2L) capability, but it seems the sensible trade-off for Australia if only one of the two is up for grabs.In Australia, the drivetrain will be a hybrid-assisted 1.6-litre four-cylinder petrol engine mated to a six-speed dual-clutch automatic transmission.We’re expecting a front-wheel drive version with outputs to be approximately 113kw/265Nm, plus an all-wheel drive with 131kW, though its rear wheels will be powered by an electric motor and not mechanically connected to the front wheels.The hybrid version will be it for Australia, with the brand forgoing petrol-only variants. This means more efficiency to be expected from the new Seltos, and while Kia hasn’t provided indicative fuel economy expectations for this variant, the Korean test drive provided some insight.While not a perfect indication of the efficiency we can expect in Australia (given South Korea’s roads are flatter, straighter and slower for the most part), our test averaged between 4.8L/100km and 6.1L/100km. Tyre pressures were a few kilopascals higher than you’d expect them to be on an average Australian commute, by the way.We’re going to wait until later this year for a more definitive judgement on the Seltos, but first signs are impressive.Of course, a local Australian tune is already in the works thanks to Kia Australia’s Chief Engineer for Ride and Handling, Graeme Gambold, but the starting point built to suit the Korean market is a good basis.It’s soft and can get wafty on uneven surfaces, but generally easy to control in dynamic cornering without sacrificing comfort on long stretches of old roads.We can expect a firmer tune for better input response here in Australia, with the aim of reduced body roll and more accurate steering.The drivetrain, aside from its efficiency, is also a big plus for the Seltos, though its regenerative braking caused a couple of unexpected minor lurches during braking.While not entirely lacking urgency, keen drivers might be disappointed by the outputs, especially in front-drive.The nature of Korea’s highways and roads meant we were only able to get a matter of minutes rather than hours of twisty-road dynamic driving in, but given Kia Australia’s history of decent suspension work, there’s reason to expect the new Seltos will handle well once it lands in Australia.

The Volkswagen Tayron eHybrid might just be the hidden gem in VW’s SUV line-up, and it’s all because you get less of something, not more.Sounds weird, I know, but stay with me. It was once pretty easy to identify the difference between the Tiguan and the Tiguan Allspace. One had five seats, and the other mostly had seven. Simple.But this Tayron eHybrid changes that equation. It’s the plug-in hybrid replacement for the Allspace, joining the petrol-powered versions that have already launched in Australia.And like the just-launched Tiguan eHybrid, it’s exclusively a five-seat affair. But it’s also bigger, cheaper and I reckon better to drive than the Tiguan, if it doesn’t have the immediate nameplate recognition of its smaller sibling.Same five seats, same petrol-electric powertrain, just with more space for less money, even if its equipment list isn’t quite as generous as the one in the Tiguan.The Tayron eHybrid is the latest arrival in Volkswagen’s plug-in hybrid push, sharing its powertrain specifics with the Tiguan eHybrid. That means a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh (net) battery, and an all-electric driving range of around 115km on the WLTP cycle.Both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox charger.There are two trim levels, the Elegance and the sportier-feeling R-Line, with the latter also adding progressive steering to the driving aid list (both also get adaptive damping and an e-diff lock). There are also different power outputs for each — in Elegance guise, that means 150kW and 350Nm, while the R-Line improves the grunt on offer to 200kW and 400Nm.Each trim has its petrol engine and electric motor up front, meaning front-wheel drive, with the battery at the rear, and feed their power through a six-speed dual-clutch gearbox.And all of that is largely identical to the Tiguan. But from there, things change.The Tayron PHEV might not sport the seven seats of internal combustion versions, but it’s still got the body size to fit them. It’s both longer and wider than its five-seat sibling, and it serves up wagon-like space in its boot, with a sizable 705 litres with the second row in place, and a massive 1915 litres with the row folded flat. That makes this a proper family transporter. There is oodles of room in the back seat, too, though there is a comically large tunnel running through the centre of the backseat that will definitely impact leg room for adults riding in the middle seat.The window seats offer an adult-friendly amount of room, though. I’m 175cm, and had no issue getting comfortable. There’s also a pull-down divider, twin USB ports and tri-zone automatic climate with twin rear vents.Both the Elegance and R-Line interior treatments are clean and modern, with solid material choices and a genuine feel of quality in the elements you interact with.In more good news, I think the cheapest version is the stronger buy. The extra power on offer in the $75,990 R-Line version actually feels unnecessary in the context of the Tayron. The performance in the $62,390 Elegance feels ample, especially with the added zip from the electric motor when taking off at city speeds. Right now both models are significantly cheaper, too, with a limited drive-away offer on both grades that will see you on the road for less than the RRP.Anyway, the Elegance is officially about one second slower to 100km/h than the R-Line, sure, but a) it doesn’t feel it, and b) who cares? This is spacious family transport, not a Nurburgring rocket.It can get a bit revvy when when you really plant your foot from a rolling speed, and it can feel too firm on properly jittery road surfaces. But it’s otherwise a competent and pretty comfortable drive, with a confident weight to the steering and a feeling of connection between drive and car, especially on winding roads, that’s sometimes missing from its competition.There are subtle differences in the way the Tayron and Tiguan drive. Both feel competent and buttoned down, but the Tayron feels a little more stable and better balanced, likely owing to the 110mm longer wheelbase.Like in the Tiguan, the EV power delivered when you take off really eases forward progression so much so that you really don't want for more power.In Elegance trim, your spend buys you 19-inch alloy wheels, an auto-opening boot, and LED lighting. Inside, there’s leather trim with seats that offer heating, cooling and ventilation, a digital driver display, a 12.9-inch central screen and wireless charging.Springing for the R-Line nabs you a sportier look, as well as 20-inch alloy wheels and VW’s clever Matrix LED headlights. There’s a bigger screen and some other niceties, too, but how much all of that matters is up to you.Unfortunately, Volkswagen won’t budge on its now-too-short-feeling five-year and unlimited-kilometre warranty, which grates in a world of seven-, eight- and 10-year warranties. Volkswagen insists its customers don’t want or need more, but I’d like to speak to some of these customers. The battery is covered for eight years or 160,000kms. Servicing is required annually, and a three-year prepaid package will set you back $1605, while a five-year package is $3391For mine, the Tayran is the VW sleeper, and the Elegance eHybrid is the pick of the plug-in bunch.

One of Volkswagen’s most important vehicles has welcomed what will almost certainly be its most important powertrain, with a plug-in hybrid variant here to capture all those people tired of having to black-market an organ every time they need to fill up.And it turns out that there are a lot of those people. Plug-in hybrid sales are up 119 per cent so far this year — and more than 500 per cent in April alone — and it’s into this PHEV feeding frenzy that Volkswagen launches its plug-in Tiguan, which is available in Elegance guise, or as a sportier and more powerful R-Line.In Elegance guise, the sticker price is $64,590 before on-road costs, while the R-Line ups the cost to $74,550. Both have sharp drive-away price deals at the moment that will see you on the road for less than the RRP.There's a solid inclusion list too, mirroring the non-hybrid range, as well as some driving kit, like adaptive damping, and a clever e-diff that smooths out understeer and dials up grip.Well, VW calls it an eHybrid, which is company parlance, but the end result is the same, with its powertrain combining a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh battery.Electric driving range is around 115km (WLTP), and both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox-style charger.Opt for the Elegance, and the total system power is 150kW and 350Nm, while the R-Line is tuned to deliver 200kW and 400Nm. Both feed their power through a six-speed dual-clutch automatic gearbox, and are front-drive only, with the electric motor positioned on the front axle.Power is only ever a small part of a new-car story. Producing grunt is often the easy part. Delivering it in a car that feels properly ready to receive it is seemingly much harder.Happily, the Tiguan is a definite bright spot on the soft and spongy horizon of new-car sales in Australia. It feels properly engineered from behind the wheel, with a ride that delivers true connection with the road surface below, even if it does definitely stray into too-hard (and even a bit jittery) territory over corrugated road surfaces. There's not a huge amount of body roll when cornering, and it feels sorted from behind the wheel.The way the electric power is delivered in this car is also a bonus. It is very noticeable that it is using exclusively electric power from low speeds. The torque is instantaneous and it propels you forward before the engine kicks in at about 20 kilometers an hour or so. The result is an SUV that feels more like a nippy little EV at city speeds, before turning into plug-in family transport elsewhere.There are only two quirks that irk me a little. One is the consistency of the brake pedal feel, which sometimes feels like there is plenty of pedal travel, and other times feels like there isn't much at all, which makes how much pressure to apply a little unpredictable at times. The other is the weight of the steering, which can go from very light as you brake into a corner, before quickly weighting up as you accelerate out. Neither are major problems, but can take a little getting used to.Inside, the interior lighting is customisable and has a nice, sporty touch in the R-Line, while the twin screen setup – including the gigantic centre screen – is premium in look and feel, too.Be warned though, the driver-distraction monitor doesn't just sound an alarm, but locks you out of the screen until it decides that you're paying attention again, so if you're doing something on the screen, it then freezes.But kudos to Volkswagen for concocting an iPhone wireless charging solution that actually holds your phone in place, with a little lift flap in the centre console that keeps things secure while charging, whether that's via the twin USB-C ports or via the twin wireless charging pads.Elsewhere, and apart from the plastic-feeling centre console edging, everything in the cabin is nicely wrapped, and it does give the sense of a car that just feels well sorted, both on the road and from the driver's seat.Space in the backseat is ample for my 175cm frame, and boot space is pretty family friendly – despite a slight space penalty to pay compared to non-hybrid models –with 490 litres with the rear seats in place, and 1486 litres with the second row stowed.

The CLA coupe-style compact sedan has been a minor player in the Mercedes-Benz passenger car portfolio... until now. An all-new version offering hybrid and pure-electric power is designed to step out of the shadows and take the fight up to its premium Euro rivals.

Sports coupes are rare nowadays, but Honda returns to old pastures with the Prelude. Yet the reborn 2+2 seater is anything but retro, with crisp styling, Civic Type R components and a performance-tuned hybrid system promising excitement with economy. An odd combo perhaps, but even a brief drive reveals engineering refinement and dynamic athleticism that transcend the sum of its parts.

Before you get your hopes up… no, despite the name, this isn’t BYD’s answer to the Ford Ranger Raptor. But the new Shark 6 Performance might do something even better than just be quick.This is the brand’s first major update to its ute, coming after it became a sales hit despite paving the way for plug-in hybrid (PHEV) utes. However, while it has cemented itself as one of the top five most popular utes in Australia, it isn’t without its shortcomings.Specifically, the Shark 6 came under fire for its 2500kg towing capacity, when the industry standard is considered 3500kg, and some issues when the going gets slippery off-road. So, BYD has acted swiftly to try and address those criticisms and continue the Shark 6’s sales growth.That’s why the Performance, which sits above the existing Premium variant, has a new 2.0-litre four-cylinder turbocharged petrol engine, replacing the 1.5-litre version. BYD has also added a more powerful front axle motor (but kept the rear axle motor the same), for a combined system output of 350kW and 700Nm. That’s a 29kW/50Nm improvement over the Shark 6 Premium.While that doesn’t mean it’s much faster, the 0-100km/h sprint now takes 5.5 seconds which is only 0.2 seconds faster than the Premium, but the added torque means the Performance can tow up to 3500kg.Then to tackle the criticisms about its off-road performance, particularly on steep inclines and slippery surfaces, BYD has introduced a new off-road setting to the car’s complex computer, ‘Crawl’ mode.This new setting was developed in Australia, as we are the lead market for the Shark 6, and it goes a long way to rectifying the problems the PHEV ute would have on high angle, slippery surfaces at low speed, where the traction control system would struggle to get you out of a jam.So Crawl mode activates between 0-12km/h and uses the petrol engine to help get over rocks, steep climbs, deep ruts and soft sand.Notably, BYD opted against adding the mechanical locking differential featured in the sister-brand Denza’s B5 and B8 SUVs, which share the same 2.0-litre PHEV powertrain. What there are though, are larger brakes, which helps if you’re towing an extra tonne, and revisions to the suspension, but otherwise changes are limited. Visually the Performance and Premium are the same externally, with the Performance getting a unique steering wheel and steering column-mounted gear selector.Driving the new Shark 6 Performance across a variety of conditions - on-road, off-road and towing - it doesn’t take long to realise why it has become so popular. BYD has had the rare fortune of meeting the market with exactly the right vehicle at exactly the right moment.With the rise of ‘lifestyle’ utes, the fuel efficiency of the Shark 6 Performance - using just 1.3L/100km and with a 80km electric range - combined with its new-found off-road improvements and ability to tow more, will only make it more appealing as diesel prices show no signs of diving anytime soon.On the road, the new engine doesn’t feel dramatically different to the existing 1.5-litre though, so if you are still thinking the badge makes it a sporty, high-performance ute, you will be disappointed. But it did manage to tow well over 2500kg during our test drive, pulling a large caravan without too much effort. Yes, you can feel the engine and motors are working harder to haul so much weight, but it doesn’t feel like it is straining.While we only did a basic towing test, BYD claimed that during local testing they pulled a 3500kg, 25ft caravan and saw a return of 18L/100km.Priced from $62,990 (plus on-road costs) the Performance is a $5000 premium on the Premium, but that will be a small price to pay for those looking for that extra 1000kg of towing capability.

BYD shook up the ute establishment with the arrival of its ground-breaking plug-in hybrid, the Shark 6. Now it’s looking to target the heartland of the ute audience with its newest addition.The Shark 6 Dynamic is a cab-chassis variant, expanding the appeal of the Chinese-made ute to a more working-class audience, and in particular the lucrative fleet segment.Or at least that’s what the company is hoping for, as the Dynamic joins an expanded Shark 6 line-up that also includes the more powerful Performance variant, which introduces 3.5-tonne towing capacity.Priced from $55,900 plus on-road costs the Dynamic Cab Chassis is the new entry point to the Shark 6 line-up, $2000 cheaper than the existing Premium and $7000 less than the new Performance.It’s powered by the same combination of 1.5-litre turbocharged petrol engine and dual electric motors (one on each axle) as the Premium, which is good for a combined output of 321kW/650Nm. The motors are supported by BYD’s signature Blade battery, a 29.5kWh lithium iron phosphate unit that's the same as the other Shark 6. That’s enough for a claimed driving range of 800km combining the battery and 60-litre fuel tank, with a 100km electric-only range and fuel consumption rated at 2.0L/100km.Interestingly, BYD has opted to limit the new, bigger 2.0-litre engine to the Performance, so the Cab Chassis, despite being the obvious workhorse of the range, is limited to a 2500kg braked towing capacity.Instead of targeting the towing market, BYD is clearly hoping the Dynamic Cab Chassis appeals to those looking for a flexible work solution, which is exactly what fleet buyers want. By offering a Cab Chassis, BYD will be able to target organisations that need a ute but also have specific needs for the tray, such as special toolboxes and other setups.However, if you’re looking for a solution direct from the showroom, BYD has partnered with Ironman 4x4 to develop an approved tray available as an option. It features eight integrated tie-down points and two lockable storage boxes, one of which houses the charging outlet. It measures 1679mm long, 1809mm wide and 259mm in height.BYD hadn’t confirmed the price of this Ironman tray at the time of publication.BYD has also avoided publishing a direct payload figure, only publishing the gross vehicle mass and kerb weight, which suggests a 900kg payload, albeit minus the weight of the tray (which is 150kg) or any other extras. In addition to carrying over the same powertrain as the Shark 6 Premium, the Cab Chassis also has the same suspension setup, double wishbone type front and rear, instead of utilising the more capable leaf-spring rear end suspension favoured by most of its rivals.While this does limit payload, to a degree, it also helps ensure the Shark 6 Dynamic rides with a more SUV-like composure, rather than the busier, more bumpy ride that its rivals can suffer from - especially when unladen.It’s obviously a risk in this highly competitive market, but so was launching a plug-in hybrid ute in the first place, so it makes sense that BYD is sticking to the strategy that has worked so far.It translates to a ute that is quite quiet and pleasant to drive both on-road and off-road, although testing it alongside the new Performance did highlight the extra strength of the new, larger engined model.BYD did add approximately 400kg of payload to the tray for us to sample the ride and performance with some weight in the back. Given the amount of weight, it was entirely surprising that it managed to perform without any noticeable difference. Certainly, for fleet or private buyers needing to carry a few hundred kilos or add big toolboxes or similar to the back of the Shark 6, this new Dynamic variant will be up to the task.It has the same well-finished interior as the Premium, so it doesn’t look or feel like a ‘workhorse’ inside either. It has the same level of space and versatility that has made the Shark 6 a popular choice for so many ute buyers, presumably many with families, so the SUV-like cabin makes it feel family friendly.

Geely is the Chinese powerhouse behind Polestar, Volvo and Zeekr, but its own brand is on track to be bigger than them all.The Chinese brand launched in Australia at the start of 2025, but it hasn’t gone on a model explosion like BYD or Chery, instead it is slowly building out its line-up Down Under.First came the all-electric EX5 mid-size SUV and next the related Starray EM-i plug-in hybrid SUV we are testing here. Both are selling well.The Starray range is simple, with just two variants.First is the Starray Complete starting at $37,490 (before on-road costs) and next is the fully loaded Starray Inspire priced from $39,990. We are living with the latter for three months.That is a sharp price that undercuts the rival 2026 BYD Sealion 6, which starts at $42,990 and rises to $52,990, and is more on par with the Chery Tiggo 7 Super Hybrid.The Starray is powered by a 1.5-litre four-cylinder non-turbo petrol engine paired to an electric motor, which combine for 193kW.A hybrid transmission sends power to the front wheels, there is no all-wheel drive option.This is matched to a circa-18kWh Lithium-Ferro-Phosphate (LFP) battery that delivers a driving range of up to 83km.That driving range misses the mark against some of its rivals, but luckily Geely is rolling out an update to the Inspire grade this year that will feature a bigger battery capable of delivering a range of up to 136km.Geely claims its current setup uses just 2.4-litres of fuel per 100km, which is excellent but it also requires pricier premium unleaded petrol.You won't get near this figure unless you are very militant about charging the car so it always has a decent amount of energy to allow for electric-only driving for most trips. I've relied mostly on hybrid driving during my stint and I'm averaging double the claimed figure.The Starray can be driven in three modes: Pure (electric-only), Hybrid (petrol-electric) and Power (petrol-only).If driving in Power mode expect fuel use to be much more than the claimed figure. The battery can accept a max DC charge rate of 30kW and can suck up to 6.6kW of juice via an AC connection.It also has a vehicle-to-load function, which means it can power appliances and other items, but you’ll need to buy an adapter to plug into the car’s charging port.One of the Starray’s big selling points is it is packed full of equipment.Outside the Starray Inspire has LED head and tail-lights, auto-folding side mirrors, rain-sensing wipers, roof rails and 19-inch alloy wheels.Inside some of the highlights are a big 15.4-inch central display paired with a 10.2-inch digital driver’s screen. A 13.8-inch head-up display projects vital information such as travelling speed and prevailing speed limit onto the windscreen in front of the driver.It has wireless Apple CarPlay and Android Auto, in-built sat nav, digital radio, wireless device charging and USB-A and -C charging ports throughout.The Inspire grade ditches the basic six-speaker stereo for a 16-speaker stereo from Chinese tech company Meizu, which is owned by Geely.The Starray also runs Meizu’s Flyme operating system for its multimedia.Customers can expect power-adjustable front seats wrapped in synthetic leather and with heating and ventilation functions. The driver’s seat also has a memory function.A giant panoramic sunroof is exclusive to the Inspire grade as is the power tailgate.Boot space is decent at 428 litres and can be expanded to 528L by removing the floor.There is no spare tyre, with owners forced to make do with a fiddly tyre repair kit.Geely ticks all the safety boxes with a wide range of active driver aids and seven airbags covering both rows.The Starray was given a five-star safety score last year with good scores for adult and child occupant protection during crash tests.Paint colour is the only optional extra, with anything but white costing $600. Our test car is finished in a handsome metallic jungle green.Geely covers its cars with a seven-year/unlimited kilometre warranty, and the battery is covered for eight years/unlimited km.The Starray is covered by a five-year capped-price servicing program that requires workshop visits every 12 months or 15,000km. It’ll cost almost $2000 over that time, with buyers to be aware of the $691 fourth service price. Next instalment we’ll cover how practical the Starray is in the real world and report back on fuel use figures, EV-only driving range and how it works for a family of four.2026 Geely Starray EM-i InspireAcquired: March, 2026Distance travelled this month: 436kmOdometer: 2776kmAverage fuel this month: 4.8-litres per 100km

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.