The Leapmotor C10 looks a better proposition in this partly fossil-fuelled Hybrid EV range extender form, thinks Jonathan Crouch.

Background

Range extender models are nothing new. The concept is based around use of an engine paired with a battery big enough to drive the car for extended periods - which sounds like the same thing as a PHEV. But with a range extender, the engine is there not to drive the car but to generate energy for the battery when charge gets low. Perhaps the best-known exponent of range extender technology was the old Vauxhall Ampera, but more recently we've also seen it in a slightly different form with the E-POWER engines used by Nissan in the Qashqai and the X-Trail. Now Chinese maker Leapmotor wants to take range extender tech to a new level with this car, the C10 Hybrid EV.

Engines and Tech Spec

The Hybrid EV model's powertrain uses exactly the same 215hp electric motor as that in the C10 EV, but in other respects is quite different. To make space for the Hybrid EV powertrain's 1.5-litre petrol generator, the car's battery pack has shrunk from 69.9kWh with the EV to just 28.4kWh - and that of course means that electric range shrinks dramatically too, down from 263 miles to just 90 miles. Which means that the car will be able to handle suburban trips on the battery (and more of them than with any PHEV) but will need the help of its fossil-fuelled generator on longer trips. But on those longer trips, you can say goodbye to the range anxiety you'd get with a fully electric car. Unlike with a PHEV where a thirsty engine cuts in when the battery is drained, here when the battery charge gets low, the 1.5-litre petrol generator under the bonnet simply produces more energy to boost it. And will do so until the petrol you've put in is fully used up. As a result, if you add generator and battery range together, you'll be able to travel over 600 miles without stopping, either to refuel or recharge. The C10 Hybrid EV offers a number of different drive modes which allow you to select when you want the engine generator to engage. It can cut in automatically when the battery's at 9%, 25% or 80%. Or you can force the engine generator to run continually in order to extract the maximum performance from the powertrain. That performance is slightly blunted by the fact that this Hybrid EV C10 weighs 10kgs more than the EV model; 0-62mph takes 8.5s, a second slower. We can't imagine that would be a deal breaker.

Design and Build

Apart from the badgework and an extra fuel filler flap, this Hybrid EV model's is near-identical to the EV version. There's nothing particularly arresting about the way the C10 looks, but the smoothed-off surfaces seem to be very aerodynamically efficient - or as efficient as a boxy SUV ever can be anyway. Despite the compact price, the dimensions broadly mimic those of a pricier Tesla Model Y, which means this car is a little bigger (4,739mm in length) than many of its mid-sized rivals (Ariya, Enyaq, IONIQ 5 etc). The front is set off by what Leapmotor calls 'a dumb-bell-shaped light bar' and there's a further light bar stretching across the back. Ride height is a very un-SUV-like 180mm. Inside, the first thing you'll notice is that there are hardly any buttons. That's the current trend of course, but the C10 takes it even further. Most actions need to be done by accessing menus on the huge Tesla-like 14.6-inch central touchscreen which runs on a Qualcomm snapdragon chip. You may like this. We didn't. A further 10.25-inch screen is provided for the driving instruments. Quality is OK and there's an interesting choice of materials, including a scratchy suede-like fabric on top of the doors. It's an extremely spacious cabin (Leapmotor says the clever 'cell-to-chassis' structure helps here) and you really feel that in the back where it's very roomy indeed. The boot could be bigger though, rated at 400-litres (35-litres less than you get in the EV version).

Market and Model

You can expect to pay much the same for this Hybrid EV range extender model as you would for a C10 EV. The list figure for a C10 EV as we compiled this review was £36,500. Leapmotor only offers the C10 in one plush spec level ('Design') for our market. Equipment features include LED headlamps, 20-inch alloy wheels, a 360-degree parking camera, a panoramic glass roof, power-folding mirrors and Adaptive Cruise Control. Inside, there's a 10.25-inch LCD instrument cluster, 2-Zone automatic air conditioning, an air quality monitor, leatherette upholstery and powered front seat adjustment. Media stuff includes a 14.6-inch central touchscreen with online navigation, a 12-speaker audio system, voice control, online music and in-vehicle WiFi. Plus there's OEKOTEX silicone-trimmed front seat upholstery with heating and ventilation, along with rear privacy glass, steering wheel heating, animated LED tail lamps and a powered tailgate. Safety kit includes Front Collision Warning with Autonomous Emerging Braking and a Multi-Collision braking system, plus a Side collision monitor, Lane-Keep Assist and Lane Departure Warning. There's also Lane-Centring Control, Traffic Jam Assist, Blind Spot Detection, Rear Collision Warning, Rear Cross Traffic Alert with Rear Cross Traffic Brake, Intelligent Speed Assist and Driver Drowsiness and Attention Warning.

Cost of Ownership

If you've decided on a Leapmotor C10, lots of factors are going to weigh into your decision between the EV version and this Hybrid EV range extender model. The price you pay for your electricity is one. And the annual mileage you do and the type of driving you do is another. How important tax breaks are to you will also be significant. On that subject, the C10 Hybrid EV is VED-classified as a Plug-in Hybrid. So instead of the £10 for the first year of road tax you pay in a C10 EV, you'll need to find £110 for the first year with the EV Hybrid. But the Benefit-in-Kind rating is identical between the two models for the 2026/27 tax year - at 4% The C10 Hybrid EV will obviously charge much quicker than the EV version thanks to its smaller battery. Which is just as well because DC rapid charging with the range extender is only up to 65kW. A 30-80% DC charge takes 18 minutes. AC charging from home using typical 7.4kW wallbox will require five hours for a full battery charge. Using a three pin domestic plug, you'll need a yawning 35 hours and 45 minutes. There are different energy modes for the powertrain that prioritise either electric driving or deliver maximum power output. For really frugal running costs, you'll have to get familiar with these. Leapmotor claims that the battery will have an expected lifespan of over 372,000 miles. There's a four year warranty (or 60,000 miles, whichever comes first). And the industry-usual eight year battery warranty. Maintenance should be straightforward thanks to the brand's network of UK Stellantis dealerships.

Summary

Perhaps range extender technology is the perfect compromise between a PHEV and an EV. There's more pure electric range on offer than you get in a PHEV; and none of the range anxiety you'd get with an EV. But you need to know what you're buying into. Unlike with a Plug-in Hybrid, the engine/generator doesn't provide any performance benefit, so acceleration will always feel a bit lacklustre. And if you very rarely undertake trips over 90 miles, we'd suggest you might be better off with a C10 EV. Having said those two things, if it was our money being invested in a sensible, spacious, frugal family mid-sized model, we'd be hugely tempted by the C10 Hybrid EV. You might be too.