Leapmotor B10 Review

From some angles, the Leapmotor B10 looks like a Porsche Cayenne that’s been shrunk in the wash. But we reckon the B10 might have more tech than a Cayenne, even though it costs a fraction of what a Porsche does.

That’s where the comparison to Porsche ends. The B10 doesn’t try to be sporty or particularly luxurious, instead being a midsize electrified SUV that’s launched into the red-hot battleground full of other midsize electrified SUVs.

A fully electric version launches first, before a range-extender EV (featuring a petrol generator to top-up the battery) comes in summer 2026.

Leapmotor says it wants its cars to be the ‘best-value’ EVs, with the highest level of tech and spec in each car’s respective class. To reinforce its point, it compared the B10 with key rivals including the Skoda Elroq, BYD Atto 3 and Jaecoo 5, where the B10 seemed to come out on top. With a £1,500 saving to match the government’s electric car grant, the B10 currently comes in at £29,995 – or as a surprisingly reasonable PCP finance deal.

There aren’t any trim levels – just one model with ‘everything’ included. Standard kit includes a panoramic glass roof, heated and cooled front seats, a 360-degree parking camera, a digital key (letting you use your phone as the key), and all the driver assistance features required for a glowing five-star Euro NCAP safety score. If we were being picky, we’d like to have multi-zone air conditioning and lumbar support for the seats.

Leapmotor brought two models to the UK when it launched – the tiny, Dacia Spring-rivalling T03 and the larger C10 SUV. By late 2026, it expects to be selling six different models. There's a four-year warranty and four years of breakdown assistance.

Leapmotor is a tech company first and foremost, so the software is pretty sorted for the most part. The 14.6-inch touchscreen runs a speedy Qualcomm Snapdragon processor, meaning that the screen responds and loads with lightning speed.

It’s designed to feel like you’re using a big smartphone, with a swipe-down menu for main controls and easily decipherable apps. And, like a smart speaker, you can create routines within the screen. For example, you could create a routine that automatically turns the heated seat on when you get in the car, or one that pre-loads your sat nav directions if you go to work every Tuesday. The accompanying Leapmotor phone app also includes far more functionality than most brands give you.

There’s clearly been some inspiration from Tesla, too, with equivalents for the US brand’s pet, camping and sentry modes. And the menu layout will be broadly familiar to Tesla owners, because everything’s grouped into subsections in a long list.

However, that’s not totally a good thing. You’ll be looking away from the road to dive into the settings menu, the icons are small and some of the controls are a bit confusing because they do multiple things depending on the situation. The adaptive cruise control is one example – you turn it on by pushing the column shifter down, then use the left-hand steering wheel button to adjust the speed and following distance, which isn’t at all obvious until you’ve been driving the car a while, pressed every button and spoken to Leapmotor representatives.

Leapmotor’s ‘Eco’ leather upholstery feels kind of plasticky, but overall the interior is a nice place to be. There are soft-touch areas, and the build quality is genuinely impressive. It feels more robust and durable than an Omoda 5 or Peugeot 3008. The full-length panoramic glass roof lets in lots of light and seemingly improves visibility, while both upholstery colour choices are no-cost options.

The seats are comfortable, although we’d really like to see more adjustment in the seats and steering wheel. The latter doesn’t move very far, so it could be difficult to find your ideal driving position. We think the driver’s seat should offer a bit more thigh support and lumbar adjustment for comfort on long journeys, while the passenger seat doesn’t get height adjustment either.

That’s probably the only bit of standard equipment you’re missing out on. Given how much kit is crammed into the B10, its sub-£30k starting price is noteworthy – and we’d expect it to be significantly better value once it hits the used market.

The B10 continues to impress if you’re in the back seats. There’s legroom to spare, even if you’re really tall, and headroom is decent as well. A flat floor helps it feel spacious and should make it a bit easier for three adults to sit across the back row.

Easily accessible Isofix points, wide-opening doors and large windows make the B10 a good choice for carrying kids. And not many cars are safer for carrying kids according to Euro NCAP – the 93% score for child occupant protection (matching the adult score) is the joint highest ever handed out.

On paper, the 430-litre boot doesn’t seem particularly competitive, but it’s a long and square space that looks big enough to swallow a couple of big suitcases with ease. With the boot floor in its normal position, there’s no load lip to contend with, and a useful amount of underfloor storage for stashing cables, a breakdown kit or valuables out of the way. Fold the rear seats down and you’ve got up to 1,700 litres of space if you’re happy to load to the roof. Oh, and the boot release button? It's hidden by the right-hand brake light cluster.

Storage upfront includes a decent sized glovebox and door bins, plus a prominent tray for phones. There’s a wireless charging pad for your phone or for the NFC key card, although we had a weird experience where an iPhone would repeatedly try to open the Apple Wallet while on the pad, despite no buttons being pressed.

And, while the fold-down cupholders free up space for a rucksack or a book, they’re too big to hold a normal-sized can of drink or a takeaway espresso.

For now, the B10 only comes as a fully electric car with a 67.1kWh battery and a 218hp motor. The main stats are reasonable: the WLTP range estimate is 270 miles for a full charge, and the 0-62mph time takes eight seconds. Stick it on a public fast-charger and it’ll pull up to 168kW of charging power, which should enable a 10-80% top-up in around half an hour.

Leapmotor says that around 65% of the car’s components are built in-house – rather than brought in from other companies – and that the B10 is the first model to sit on its new architecture. It promises an integrated experience and an AI battery management system that monitors the thermal conditions of the cells in real time. Lots of corporate buzzwords. A standard-fit heat pump enables better cold-weather efficiency, while we’re told that the weight of the drivetrain is around 20% lower than that of the bigger C10 SUV.

Through the screen, you can adjust the steering weight, accelerator response and level of brake regeneration. There’s no one-pedal driving mode but the highest level of regeneration is strong enough to be useful.

Because the B10 sends its power to the rear wheels, the car doesn’t wheelspin as much as front-driven rivals.

A range-extender EV is set to join the range in summer 2026. This pairs the electric powertrain with a petrol engine, which is only there as a generator to charge the battery. It never powers the wheels, so the smooth EV feel isn’t compromised, but it promises a total range (petrol and electric) of over 600 miles.

The B10 has been retuned for European roads at Stellantis’ Balocco proving ground in Italy, and it’s worked wonders.

On British roads, the B10 is comfortable and refined. It feels settled and stable, with a nice flow over B-road contours. Scruffy surfaces are smoothed out like a master tradesperson plastering a wall.

There’s very little body roll, and the steering is accurate and responsive. All in all, it’s easy to drive fast and feels well equipped to deal with the UK’s varied road conditions.

You get all the driver assistance features as standard, and most of the time they’re well behaved. And you can turn them off through the settings menu. But we found that, when driving down a narrow country lane, the emergency lane-keep assist simply couldn’t handle it – constantly bonging because it sensed that it was close to both sides.