► New Chinese e-SUV for Europe
► Fantastic value, but have corners been cut?
►Orders start later this year
If you cast your mind back to around a year ago, you may recall a news story involving Stellantis, a cool €1.5 billion investment into a Chinese electric vehicle startup, and a new car – the Leapmotor C10.
The idea was for Stellantis to buy out a major stake in Leapmotor, and then in tandem with the marque, launch a new international arm – Leapmotor International – for which Stellantis would handle all the marketing and distribution channels. A couple of Leapmotor models were also promised for European markets; fast forward to today and the promises have been kept.
Another electric SUV, you say? Like we don’t have enough of those already? Apparently not, but the Leapmotor C10 is at least a little different. Not only does it utilise cutting edge technology in its arrangement (more on that later), it’s also incredibly good value, and I’m still trying to work out how and why. Along with a new electric city car, the Leapmotor T03, the C10 forms part of a two-strong offensive with which the fledgling Chinese marque wants to make itself known on the continent.
But offering good value products can’t be the only key to success. Not only does the C10 have to be up to scratch, it’s also got to fend off strong and abundant competitors, some of which have been in the game for decades, or even centuries. To find out whether the C10 is up to standard, I’ve flown out to northern Italy to give it ago. Read on to find everything out you need to know about Leapmotor’s new European e-SUV.
To find out how I reached my verdict, be sure to head over to our how we test cars page for all the details.
At a glance
Pros: Incredible value, strong build quality, hugely spacious
Cons: Only one trim, better-riding alternatives, short warranty period
What’s new?
The C10 is an all-new car, in Europe at least, but it’s clearly lifted a few cues from some of its competitors where the dashboard, exterior style and infotainment set up are concerned. Little surprise, several leaves have been taken out of Tesla’s book, and not only in the ultra-minimalist dashboard but also the car’s virtual cockpit feed. The exterior design is about as banal as they come, but it at least has the mien of a modern electric SUV, complete with large wheels and a light bar at the rear.
While some of the C10 may look familiar, it also features plenty of home-grown tech. Leapmotor International CEO Tianshu Xin beamed as he explained to CAR the extent of Leapmotor’s in-house development achievements, which include designing almost all of the C10’s battery from scratch and the implementation of cell-to-chassis technology into the car.
Originally pioneered by Leapmotor and now used by Tesla, the latter integrates the C10’s battery into the chassis of the car, dialling up rigidity, opening more interior space and improving handling dynamics. That’s what we were told it does, anyway. Has it worked? Keep reading…
What are the specs?
The C10 is powered by an electric motor that produces 215bhp and 236ftlbs of torque. It’ll reach 62mph in 7.5 seconds before going on to a top speed of 105mph, while all power is delivered to the rear wheels. The C10 has quite a large footprint – it’s 4739mm long, 1900mm wide excluding the mirrors and 1680mm tall. Although a smidgen under two tonnes, it is reasonably efficient.
With a battery capacity of 69.9kWh, according to figures quoted by WLTP, it has an efficiency figure of 19.8 kWh/km, with a top-end range estimate of 260 miles (according to WLTP) charging takes 6.1 hours from 30% to 80% via a 6.6 kW AC charger, or around 30 minutes to 80% via fast DC charging. The C10 is currently only offered with this battery pack and power output combination.
How does it drive?
There’s a bit of inherent lethargy to the way the C10 gets going, as it’s by no means a light car. It can get from 0-62mph in 7.5 seconds, which isn’t too bad for a D-segment family e-SUV, but it’s devoid of near all agility. The cell-to-chassis tech may have saved on some space in the boot and cabin, but I couldn’t sense a particular rigidity to the chassis.
The C10 would roll into corners during my test. I felt as though I had to pick my speed and lines carefully around some of the longest or tightest bends as the nose was prone to gliding off line as the tyres struggled for grip. That being said, despite all the room in the back, it didn’t feel like an especially big car. I could approach narrow streets and negotiate residential parking with my eyes open, confident of its ability to thread through, rather than rolling in and hoping for the best.
It is, however, an easy car to cruise around town in. The steering is light and sharp, with options for more or less assistance depending on which driving mode you’re in. The brakes, meanwhile, were a little grabbier than I would’ve preferred, with most bite at the top and a fair bit of resistance. I felt that the brake calibration in the C10’s baby brother, the T03, was a little more on point, but it’s still a trait you’d probably get used to as an owner.
I was impressed by how comfortable the C10 was at low speeds, but it didn’t immunise me from occasional pot hole shock. Particularly rough terrain made itself known by a rumbling sound in the suspension, as well as through low vibrations through the wheel – not to the extent that it became annoying, but I’d be interested to give it a go on UK roads to see if it would get any worse.
There was also a fair bit of wind noise around the A-Pillars at motorway speeds, but luckily the electric motor whine wasn’t quite as permeating around 20mph as it was in the T03. More of a tolerable tenor than a grating falsetto.
What’s the interior like?
The first thing you should know about the C10 is that it’s bloody spacious. Up front I found ample shoulder room to separate myself in the driver’s seat from my front-seat passenger, and there was more than enough headroom to accommodate me as a taller driver. It’s on the second row, though, where I was truly impress.
As a six-foot-plus bloke, I so rarely have cause to say this but I was genuinely astounded by the amount of space I was afforded in the back – I could truly stretch out, bed down and get comfortable with ease.
Shoulder room back there was also abundant, leaving me with the abiding impression that it’s got to be among the top of the class when it comes to carting around four or more adults on a regular basis. Plus, as part of the trim package, you get an enormous panoramic sunroof as standard, which stretches right the way to the boot of the car and was a real boon for my sense of space in what was already a commodious cabin.
Okay, so it fronts the space of a luxury vehicle, but does it supply a worthy fit and finish in the upholstery to match? Not exactly, but it’s still a well-built, properly assembled space.
The C10 is available in just one interior trim and in only one dark-shade interior colour. The dashboard and door panels comprise of some slightly rubbery, squidgy materials, while the top of the door lining is trimmed in a kind of faux-alcantara.
The assortment doesn’t scream opulence, but the panels were well-enough put together for them to feel properly built – nothing rattled nor flexed nor squeaked. With its rubber-like surface, I felt that the interior could take a bit of a battering and still come up looking relatively fresh. The dashboard, especially, appeared fit to withstand a hosing down, but I wouldn’t recommend doing so unless something has gone seriously, seriously wrong.
Sticking to the dashboard, you’ve probably noticed in the pictures by now that there isn’t a single button on it. Everything, and I mean everything, can be controlled via the 14.6-inch infotainment screen, including the inconspicuous air vents which live in a strip that divides two of the panels.
As with many cars heading in this direction of interior design, it’s likely something you’d get used to as an owner, but I still found searching for every conceivable function a real faff, while the minimalist dashboard appeared more barren to me than elegant.
Last but not least, the C10 has another party trick in that it can fold all of its seats down all the way, to form a 1.8-metre-long by 1.2-metre-wide double bed space. Sounds like it needs pitting against the camping capabilities of the new Hyundai Santa Fe. The twin tests really do write themselves.
Before you buy
In the interests of simplicity for prospective buyers and probably some cost saving, the C10 is offered in just one trim. There are five exterior colours to choose from but only one interior style and layout. Slim pickings, but with all the features included as standard, you do at least get a lot for your money. Assistance systems like the 360deg camera, 17 ADAS functions, electrically controlled, heated front seats and that sunroof would all usually be extras on an electric SUV with a base price above that of the C10.
The Renault Scenic, for example, starts from around £37,000, but you only get the sunroof – albeit an opacifying one – on the top-spec Iconic cars that start from £45,495. The C10 isn’t as refined nor as stylish as say a Skoda Enyaq for eight grand more, but if you can look past its relative dowdiness, it makes a great case for itself as a budget option.
Verdict
The C10 is a strong offering and one I could imagine appealing to buyers in the market for a new electric SUV. It’s lightyears ahead of other Chinese electric models like the Skywell BE11, both in terms of tech and driving characteristics, and a genuinely decent car, only far-better equipped than most rivals for less money. Will it be enough to lure people away from the marvellous Renault Scenic?
A lack of style, presence or general trust in the new brand may hold it back, especially as the C10 is only offered with a four-year warranty. However, for anyone in the market and on a budget, I reckon the C10 would be hard to ignore.