Subaru Outback vs Leapmotor C10

What's the difference?

Over 30 years and seven generations of Outback in Australia, the latest might just be the best.

It's great to drive, even better to sit in, very easy to live and willing to go further than most equivalent large SUVs at its price point.

The styling is definitely divisive, with purists unhappy that the long, crossover wagon silhouette is now gone, but what we have instead is a family-friendly vehicle that pleases on so many fronts.

We’d go as far as saying the latest Outback might be the most-rounded Subaru currently available, and great value to boot. And the base AWD is all the SUV most people will ever need.

That’s not bad for something this square!

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

Historically, Subarus have majored on quirky. Kooky even.

Think buggy ‘60s 360, offbeat ‘70s 1400, spacey ‘80s Vortex, futuristic ‘90s SVX, Alfa-esque ‘00s pre-facelift Tribeca, dorky ‘10s Exiga. We’d go as far as saying that, in over 50 years, only a handful of Subarus have looked normal. And they’ve all been boring. The beautiful ones, like the original Impreza and ’03 Liberty, remain stunning.

But quirkifying such an important family car in such a mainstream segment… that's risky. And we’re here for Subaru’s boldness. We just wish the details weren’t so heavy handed.

Longer, larger and wider than any prior version, the 2026 Outback shares its stretched platform architecture fundamentals with the latest Forester. That’s a sound basis. Just Xeroxed up by about 15 per cent. Boxy shape. Deep glass. Wide doors. Form over function. This is designed to make life easier.

What you make of the Wilderness’ visual features, including the dramatic grille mask, SUBARU wording, painted trim surrounds and cladding-on-cladding (behold the Kia Tasman-like squared-off wheel arches if you dare) is down to personal taste. Eyes be damned! But it is so far-removed from the elegant grace of the previous model that some might argue a name change would at least have silenced the critics.

On the other hand, besides fugly being in Subaru’s DNA, a large, lofty SUV is probably truer to the term ‘outback’ than on any elegant and gracefully-silhouetted crossover wagon.

Meanwhile, the polar opposite is true inside. It’s as if the interior designers strove for class and calm, with none of the exterior styling’s visual noise, or shouting in the Wilderness’ case. And there is the luxury of space, vision and scope, further enhancing the Outback’s usefulness. That you can’t see the body, just the beautiful cabin’s detailing, elevates this Subaru. Unlike in the previous model, which was a bit of an aesthetic and functional mess inside.

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.

Like all Subarus, Outback boasts an interior of very high-quality craftsmanship, being built beautifully, without rattles or noises or jarring trim.

The difference here is just how pleasingly practical and easy yet attractive this environment is, from the moment that wide-opening door opens and shuts with reassuring solidity.

The horizontal dash layout departs from the Tesla-aping portrait screen domination of the previous generation, banishing the confusing and annoying virtual controls for real, live buttons.

But is it original? The layered presentation is attractive and distinctively Toyota… err Subaru. Yes, it is very much like the bZ4X-based Solterra EV’s look inside.

That’s no bad thing from an ergonomic point of view. The driving position is flawless, the seat/wheel/controls relationship considered and the placement of the climate controls, audio system, armrest and storage just right. We’re also happy to see the instrumentation display incorporate various visual choices, including digital analogue-style dials.

A particular callout goes to the slick and speedy tactility of the brand’s latest touchscreen, as well as the (again suspiciously Toyota-like) interface and graphics layout. It’s all good.

But wait, there’s more. The Outback’s front seats are claimed to be particularly supportive, and after hours in them on and off road, they seem to exceed Subaru’s claims.

If you’re expecting regular mid-sized SUV levels of interior space, be prepared to be impressed, because the Outback’s extra sizing outside seems to be multiplied inside. There’s ample room for long legs, big hats, broad shoulders and buxom hips. It all works so well. This is probably one of the best modern SUV interiors, period. Nothing seems to have been overlooked.

The rear seat is presented to please, too. It can seem a bit drab in the lower-line models, but the same virtues of effortless entry/egress, seat comfort, convenience (including air vents, USB ports, cupholders and armrest placement) apply. We noted the lack of road/tyre noise intrusion at speed, too.

Behind the very sixties Jeep Wagoneer-looking rear is a vast luggage area, complete with a low floor, remote rear-seat folding handles, 12V outlet and quality trim. And that space-saver spare lives underneath.

Subaru seems to have designed this car from the inside out and it shows. A rare 10/10 from us.

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.

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.

Don’t worry, Subaru traditionalists. The Outback again offers a pair of horizontally-opposed 'boxer' four-cylinder engines.

The regular Outback versions are powered by a 2.5-litre twin-cam petrol unit making 137kW of power at 5800rpm and 254Nm of torque at 3700rpm.

Choosing the Wilderness switches things up to a 2.4-litre turbo version delivering 194kW at 5600rpm and 382Nm between 2000rpm and 3600rpm.

Both use a continuously variable transmission (CVT) with eight artificial ‘steps’ for a more torque-converter-like experience. Sadly, no manual gearbox is available.

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.

Where the Outback regresses compared to its predecessor is efficiency.

Despite a modest 50kg weight rise, the substantially boxier shape is probably behind the jump in petrol consumption, rising nearly one litre per 100km compared to before in the Outback, and nearly 2.5L/100km, in the heavier Wilderness.

The combined average consumption figure for the 2.5-litre naturally aspirated engine is 8.1L/100km, for a carbon dioxide emissions rating of 183 grams per kilometre, while the 2.4-litre turbo manages 9.7L/100km and 228g/km.

Filling the 63L tank, expect an average range of about 777km in the former and just 648km in the latter. Surely, the coming hybrid version can’t arrive soon enough for some buyers.

At least both engines can drink from the standard 91 RON petrol bowser.

So much for the theory. Out in the real world, over a solid day's testing on- and off-road, we found there was a difference of about 1.5L/100km between the regular Outback and the Wilderness.

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.

Confession time. The way the previous Outback drove was profoundly disappointing. The steering felt numb, the ride was too stiff and the car seemed wilfully dull, even in the turbo version.

The contemporary Forester ran rings around it for driving pleasure and refinement.

But Outback number seven is completely different and maybe the best-driving non-WRX Subaru right now.

From the moment you climb on board this vast SUV from Japan, everything feels right – from the driving position and relationship with the controls, to the sumptuously comfy seats and commanding vision all around the vehicle. That’s a promising start.

Push the ignition and press the accelerator down, and the regular Outback 2.5 quietly, gently and smoothly moves off the line. With modest power outputs and a CVT, you might expect it to also sound revvy and droney, but instead the acceleration is strong and throttle responses determined.

We drove this for hundreds of kilometres and never found the performance lacking, even with three adults and their luggage on board, over hilly and even mountainous terrain. Yes, it is possible to have the CVT whining at higher revs, but not within normal driving scenarios. And the quietness and lack of road noise is terrific.

Moving to the Wilderness and its 2.4-litre turbo powertrain, the same applies, except of course mid-range response is significantly faster and with a slicker, more refined delivery. Press and squirt, this is deceptively quick, because the car does a great job in masking the noises and vibrations that working an SUV hard often elicit.

We only wish there was a manual option. With steel wheels, cloth seats and without the Wilderness' add-on gargoyles.

Now, it also seems that Subaru listened and learned from previous criticisms like ours, because the Outback’s newly-redesigned steering is a delight, with a natural, fluent sweetness and ease that’s combined with a pleasing connection with the driver.

The result is balanced, controlled and enjoyable handling, backed up by reassuringly stable road holding. We drove through a sudden, heavy thunderstorm near Bathurst on the first, hot summer afternoon’s test session, and found the Outback to feel impervious through such slippery conditions.

And this all largely applies to the Wilderness as well, though its 20mm-higher ground clearance (to 240mm) makes it feel a little less composed than the glued-down regular model. Both feature a stiffened body and multi-link rear suspension, by the way.

More progress has been made in the Subaru’s ride quality. Gone is the hard suspension feel, for a far-less firm set-up, providing a comfortable and queasy-free ride. Even in the loftier Wilderness. This is the model’s greatest advance over its predecessor and we’re extremely happy with the outcome.

Finally, other than the at-times over-eager driver-attention monitor, the ADAS tech provides subtle, nuanced back-up, with quiet lane-keep intervention, a measured adaptive cruise-control functionality and no jarring buzzes and warnings.

We also enjoyed a session taking both grades off road, to show off their 4WD prowess. The clearances are ample, the hill-descent tech effective and the ability to scramble over wet rocks impressive. The Wilderness especially may even live up to its name!

This is a difficult SUV to fault. The Outback’s breadth of capability on and off the beaten track give it an unusually wide bandwidth for what is a monocoque bodied family convenience. That there is so much sophistication and fun to be had as well make this so much better to drive and live with than the disappointing old version.

We can’t wait to get to know the latest Subaru better on more familiar roads.

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.

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.

Subaru offers a five-year/unlimited kilometre warranty, and that also comes with 12 months of roadside assistance.

Now, that's pretty average nowadays, so nothing special, particularly when other SUV companies like Mitsubishi, Nissan and MG offer conditional 10-year warranties.

Service intervals are at 12 months or 15,000km for both engines. There is a capped-price servicing offer covering this timeframe. They are currently listed at approximately $350, $530, $405, $705 and $370 for an average of $472 per workshop visit.

There are 128 dealers or authorised Subaru service centres across Australia as of January 1, 2026.

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.