Green Cars

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

General Motors is determined to make a go of it in Australia in the post-Holden world.Sure, it’s no longer a big volume brand, but the American automotive juggernaut has invested in a long-term future in Australia, introducing multiple brands that it believes can make a good return on the significant investment.Up until 2025 the General Motors Australia charge had been led by Chevrolet and its polar-opposite duo — the Silverado pickup truck and Corvette sports car. But things changed dramatically in the past 12 months, with not only the arrival of GMC but also Cadillac, the historic luxury brand that has big global aspirations.In December 2024 we questioned whether this past year would justify GM’s decision to ditch the Holden/mass-market model and switch to the more niche, high-profit business, with both factory-produced (Corvette and Cadillac) as well as locally-converted (Silverado and GMC) vehicles.On the surface, things don’t look good. Sales were down for the brand overall and the Silverado continues to slide backwards as the ‘US ute’ market continues to look uncertain.But when you look at things more closely, there are reasons for optimism, even if it is the long-term future, rather than a sudden turnaround in 2026.GM expanded the Corvette range in late ‘24, adding the hybrid E-Ray and track-focused Z06, but overall sales of the model were down dramatically as prices increased and the limited market for such sports cars hit home.But the Corvette is a halo model for the brand, not its volume seller. That title belongs to the Silverado pickup and the news was more positive on that front.GM still managed to sell more than 2000 examples of the standard model and another 1500 odd of the Silverado HD. But the Silverado was still out-sold by the Ram 1500, despite the Ram introducing a new model with a six-cylinder engine and leaving Chevy as the solo V8 in the market.Of more concern is the entire US ute segment remains in decline, which is not a good sign for the long-term and amid the increased competition from Ford and Toyota. It seems that there is only so much demand for these $100k and up pickup trucks and we may have already reached the peak.The GMC Yukon Denali is a very niche product, only appealing to a limited audience that wants a high-cost, premium upper-large SUV, but brought diversity to the range. And having said it is niche, its sales are actually off to a good start, averaging around 40 units per month. That may not sound like a sales success story, but given this is a $175k SUV, that’s actually a result GM is likely very happy with.Which brings us to the biggest question mark that hangs over the head of GM Australia - Cadillac.It remains the biggest mystery but also its potential saviour. If the expanded line-up due in 2026 can find an audience - which is a big ‘if’ - then it has potential to grow as the luxury electric vehicle market expands.But there is no sign of that happening anytime soon. Electric vehicle sales remain steady, with no major growth in ‘25, and instead the hype is centred around plug-in hybrids for this moment in time.In many respects it’s a shame it has arrived at this moment in time, when interest in EVs has waxed and waned. Cadillac was sadly one of the big-name brands that made a bold commitment to electrification, only for the market to cool off dramatically on the transition. Several other brands have managed to carefully backflip out of that predicament, but Cadillac, like Jaguar, is set on its path for the foreseeable future.Discounts only months after going on sale was not a good message to send the market but there was always a sense that ‘25 was about establishing the brand in Australia, so sales were a secondary concern.GM Australia management did make a definitive call not to publish sales results, knowing that they would likely be small in these early days, so it’s clear they are aiming to play a long-term strategy.There will be a dramatic expansion in 2026, with the sporty Lyriq-V arriving as well as the smaller Optiq and larger Vistiq backing up the mid-size Lyriq. And, of course, there is the American brand’s entrance into the world of Formula 1, which is enjoying a popularity boom and might help spark interest in Cadillac amid the ‘new money’ types that are embracing the sport.

Timing is key.

It’s now been two months of ‘owning’ the new Porsche Macan 4S Electric, but I’ve been an absent parent for most of the past month as I was on holiday.My Macan has been in good hands, though, as some other CarsGuide staff members, Production Editor Jack Quick, Senior Journalist Chris Thompson and Contributing Journalist Byron Mathioudakis, took custody.That said, I’m here to deliver on my promise of deep diving the latest Macan’s design and practicality in this second instalment of my long-term review of the premium mid-size SUV, with the first having introduced it (see link directly below).I’ll also provide a brief update on the team’s average energy consumption and real-world driving range with the 4S for the month.Let’s get to it!Yes, it’s true: when the Macan Electric was revealed, I did not like its exterior design, which is normally not something I’d say about a Porsche.I still think the first-generation Macan has a stunning, timeless look, so the second generation felt like an unexpected step or two backwards.But to be fair to Porsche, my negative opinion of the new model was based on seeing it in pictures, videos and traffic.So, when I got the keys to my 4S, I had some serious time to rethink my stance.Point being, I now firmly believe that the latest Macan’s exterior looks awesome — largely.I’m still not 100 per cent convinced by its rear end, which I continue to find a little awkward, but darker paintwork — like my test vehicle’s Copper Ruby Metallic — does a good job of hiding some of those details, like the chunky tail-light section and equally chunky plastic bumper insert.Ironically, a lighter colour will do a much better job of showing off some of the Macan’s signature elements, like its creased body work and side blades.Either way, I really like the front end. It’s a contemporary evolution of its predecessor, one that feels muscular (those haunches) and hi-tech (those four-point daytime running lights).A particularly interesting aspect of the 4S is its standard 20-inch wheel and tyre package, which mercifully has high-profile rubber for better ride comfort — but it does come at the cost of not looking particularly sporty due to the pronounced side walls.You take the good with the bad, I guess.Inside, the new Macan is at its most familiar with its general layout, which is no bad thing as its forebear was pleasing to my eyes.But where it does separate itself is with the overdue introduction of a fully digital instrument cluster and the unrequested option of a passenger display, which flanks the continuing central touchscreen of the same size. If you count the available head-up display, that’s four screens in the first row!But I firmly believe that the passenger display is overkill, especially considering it’s a $2700 option. Even if it was included for ‘free’, I wouldn’t be a fan as it’s a waste of space given the front passenger can easily engage with the fully functioning central touchscreen instead. The former’s privacy screen is neat, though, as it reduces driver distractions. The touch-capacitive panel on the centre console returns, albeit with far fewer ‘buttons’, but it does retain its haptic feedback, which plays a key role in optimising its usability.The buttons that remain, though, are the critical ones for the climate controls. There’s also a physical volume knob, all of which demonstrate that Porsche hasn’t lost its sensibilities, unlike some other legacy brands.This technology teams with high-quality materials to deliver the premium feeling that you’d rightly expect for six figures.One of the obvious advantages of the Macan making the switch to a fully electric platform is the packaging benefits that come with being an EV.Interestingly, though, for a mid-size SUV the latest Macan doesn’t have a huge amount of space in the second row. Don’t get me wrong, it’s a nice improvement over the original, but it’s not as palatial as some of its competitors are (think Polestar 4).Behind my 182cm driving position I have two inches of legroom and two centimetres of headroom, both of which are enough to not to feel cramped – but, again, these are below-average measurements for the class.Another thing to note is that the outboard rear seats are bucketed, making them more supportive for their occupants, but the downside is that the middle seat is uncomfortable to use due to the protruding bolsters.A small central tunnel is also present, somewhat reducing foot space should there be three people in the second row, which is a possibility.If the middle seat is not in use, the fold-down armrest and its two cupholders can be used instead. Alternatively, the C-pillars unexpectedly have extra padding and make for better armrests than you’d expect. The rear door bins can also accommodate a regular bottle each.Curiously, there are no map pockets affixed to the front seat backrests, but you do get central air vents with touch-capacitive climate controls with haptic feedback, plus two USB-C ports.The front row features a decently sized central bin, the lid of which doubles as the central armrest. Ahead of it are two cupholders and a large, open storage tray with a 12V power outlet and another two USB-C ports above.A wireless smartphone charger is also present and accounted for. It even comes with its own sliding lid. A large glovebox is also on hand, but a sunglasses holder is not.The front door bins are interesting as they go beyond the usual accommodation of a regular bottle with a small upper cubby. You might quickly forget it’s there, though.The Macan’s ‘regular’ boot is enclosed by an always handy power-operated tailgate.Inside is a solid 540L of storage space, which can be expanded to a flat 1348L when the 40/20/40 split-folder rear bench is stowed, an action that’s made easy by the manual release latches in the boot area.If you want to raise the rear bench, though, you still need to walk around to it to do so the old-fashioned way.Either way, there is a small load lip to contend with, but at least it has scuff plates to deal with any challenging cargo.Sadly, underfloor storage is largely unavailable as it’s taken up by electrical gubbins and a Bose subwoofer in my test vehicle’s instance.That means you cannot store the removable parcel shelf there, and you can forget about a spare wheel, which is particularly disappointing in Australia. That said, four tie-down points are on hand for securing loose loads alongside one bag hook. You even get a three-pin power outlet, which can be handy for vacuuming the carpet if need be.In the CarsGuide team’s second month with the Macan 4S, we averaged 18.7kWh/100km over 844km of driving, which equates to an impressive real-world driving range of 513km based on the battery’s useable capacity of 96kWh.That’s a minor 0.1kWh/100km improvement over what I achieved in month one, so there is no denying that the Macan 4S can consistently deliver a confidence-inducing driving range in the real world.And with that we’ve reached the end of this second part of our long-term review. In the third and final edition, I will share my driving impressions and overall verdict. See you then!Acquired: October 13, 2025Distance travelled this month: 844kmOdometer: 6050kmAverage energy consumption this month: 18.7kWh/100km

BYD is plotting hybrid versions of its latest small electric cars - but here's why they might not make it to Australia.

Volkswagen Group has become the top-selling EV brand in Europe, overtaking Tesla, through the first 10 months of 2025, according to an article in AutoNews.

China’s XPeng is pushing further into export markets, especially right-hand drive markets, but a new deal could see this become even easier.The Chinese carmaker has set up a partnership with Malaysian manufacturing group EP Manufacturing Berhad (EPMB) to begin localised production of vehicles in Malacca, Malaysia.The vehicles will be built using the semi-knocked down (SKD) model with mass-production currently aimed to commence during 2026.This new localised Malaysian production deal is the third time XPeng has set up overseas production collaborations. It already has deals with Magna Steyr in Austria and Handal Indonesia Motor in Indonesia, both also using the SKD production model.XPeng has noted the vehicles built at this new Malaysian production facility will be for ASEAN (Association of Southeast Asian Nations) markets, though it hasn’t explicitly said for which ones outside of Malaysia yet.Malaysia is a right-hand drive nation, like Australia, though it’s unclear whether any Malaysian-produced XPengs will be offered locally. All Australian-market XPengs are currently made in China."Establishing local production project in Malaysia is a significant milestone in XPeng's global strategy and underscores our long-term commitment to the ASEAN region,” said XPeng Vice President James Wu."EPMB's proven capabilities and shared vision make them an ideal partner."This initiative allows us to be closer to our customers, accelerate market responsiveness, and systematically introduce our intelligent technologies, driving forward our mission of 'Democratizing Technology' on a global scale."XPeng says its "sales and service network now spans 52 countries and regions worldwide".From January to November this year it claims to have delivered a total of 39,773 vehicles in overseas (non-Chinese) markets, which is up a claimed 95 per cent year-on-year.XPeng doesn’t currently report vehicle sales in Australia, though it launched locally in late 2024 and now claims to have more than 2000 vehicles on the road.The Chinese carmaker currently only offers the Tesla Model Y-rivalling G6 mid-size electric SUV, though that’s soon set to change.Late in the first quarter of 2026 XPeng will launch the updated version of the G6. It’ll bring tweaked looks, more power and torque, and a longer driving range thanks to a larger lithium iron phosphate (LFP) battery.In mid-2026 XPeng will launch the X9 electric people mover, with customer deliveries expected to commence in the second quarter of 2026.This will be a key rival to the likes of the Zeekr 009, Volkswagen ID.Buzz and LDV Mifa9. The local line-up, pricing, or specification details haven’t yet been confirmed.Lastly, in the third quarter of 2026, XPeng is expected to announce the next-generaton G9L large electric SUV for Australia. Customer deliveries will follow in the fourth quarter of 2026.Beyond these three new or updated XPeng models that are already locked-in for Australian launch during 2026, the company’s local distributor, TrueEV, has confirmed it has its eye on “two to three new global models” that are currently in “advanced development”.It’s unclear what these vehicles could be, though it offers a wide-ranging vehicle line-up. The company has previously expressed interest in bringing passenger cars like the XPeng P7 and Mona M03.

A fresh all-electric hatchback is fast approaching.

MG4 gets significant interior upgrades.

The federal government has announced there will be a statutory review into the Electric Car Discount.