► Leapmotor’s halfway house to an EV tested…
►… and it’s a range extender, not a plug-in hybrid
► A lot of premium features for £31,995
Doesn’t history repeat itself? Just when you thought that the range extender model of powertrain had gone the way of the dodo against the far more popular plug-in hybrid, it comes back for round two. Both Renault and Lotus have confirmed they’re working on them, but it’s only Leapmotor that currently offers this powertrain in production form – first with the C10 Reev (recently renamed the C10 Hybrid EV) and now with this, the B10 Hybrid EV.
It’s effectively a Leapmotor B10 with a smaller battery and small petrol engine that works purely as an electricity generator to make up the difference. Why? Leapmotor COO Tianshu Xin explains that the range extender was a popular method of quelling range anxiety in China when the charging infrastructure wasn’t up to scratch and mass adoption of EVs was low, which is why Leapmotor is committing to them. Sounds like it might be the perfect choice for the UK then?
To find out I’ve been to drive the Leapmotor B10 Hybrid EV in Rome to see if it’s a worthwhile alternative to an affordable plug-in hybrid SUV, such as the MG HS and BYD Atto 2 DM-I. Keep reading to see what it’s like or take a gander at our how we test cars page to see how I came to my conclusion.
Should you buy a Leapmotor B10 Hybrid EV? If you want a predominantly electric SUV that’s well-equipped, affordable and immune to range anxiety, it’s an interesting alternative to a plug-in hybrid.
At a glance
Pros: Hugely spacious interior, beyond well-equipped, refined petrol generator
Cons: Busy ride, the touchscreen controls everything, lifeless steering
What’s new?
Less than you might think. The Leapmotor B10 itself was only introduced in 2025 as an EV and this version looks almost identical – only the addition of a fuel filler cap gives its new internals away.
Like the larger C10 Reev, the B10 uses a naturally aspirated 1.5-litre four-cylinder petrol generator attached to a 50-litre fuel tank. It never directly powers the wheels, it only acts as a 50kW generator to keep the battery topped up.
What are the specs?
Let’s start with the battery, which is an 18.8kWh unit, far smaller than the 67.1kWh unit fitted to the EV. Where the EV has an official WLTP driving range of 270 miles, the Hybrid EV can manage 50 miles on a charge – which would be shocking if there wasn’t a 50kW generator on board fed by the engine.
The 46kW fast charging rate is significantly off the pace for an EV, although the small size means a 30-80 per cent charge only takes 30 minutes. Or, with the 50 litre fuel tank brimmed, the B10 Hybrid EV is capable of an official driving range of 559 miles. Impressive.
Power is unchanged from the B10 which means it makes 216hp and drives the rear wheels. The top speed is 106mph while 0-62mph takes 7.5 seconds.
What’s it like to drive?
The Leapmotor B10 Hybrid EV for all intents and purposes drives like an electric car. As only the electric motor provides power, there’s no switch over between power sources like you find in a plug-in hybrid. Instead, acceleration is smooth, linear and there’s no bogging down. It doesn’t feel very quick mind, despite being half a second quicker to 62mph than the B10.
The petrol generator never becomes stressed; it diligently hums away creating electricity at the same rate no matter what. It’s almost disconcerting at times, the thrum of the petrol motor is audible but never changes, even with the accelerator stamped firmly down.
The generator is certainly a lot happier than the ride, which is always busy and often borders on jittery. It’s clearly softly sprung, which often borders on wallowy. It nods and never fully settles down, whether I was on the motorway or tackling the cobbled small streets of an Italian village. This doesn’t bode well for how it will cope with British roads.
There’s also an overindulge of driver customisation options that aren’t necessary for a family-focused SUV. Case in point, there are three acceleration intensity options and three steering options, both of which are independent of the powertrain modes that can either prioritise electric driving, topping up the battery or maximise power.
The steering is lifeless no matter the setting, with minimal feedback from input. Sport mode adds some extra weight but little in the way of extra feeling. The handling meanwhile is plain, planted and predictable. It almost goes without saying that it’s not a car that’s well suited to being hustled.
The adjustable brake regeneration is solid at least, there are three levels of regen available and all feel relatively natural and progressive. It’s just a pity that they’re exclusively controlled via a submenu on the touchscreen and not physical controls.
What’s it like inside?
The interior is unchanged from the standard B10, which means it’s inoffensively pleasant and modern, with a solid but characterless veneer of quality. There are squidgy soft plastics covering all the main touchpoints and it feels airy and very minimalist in a way that Chinese EVs often do.
That minimalism is an ergonomic downfall for the B10 though, there are next to no buttons at all, everything is controlled via the 14.6-inch infotainment screen. The screen itself is sharper than most modern TVs and very responsive. It’s also let down by an overly complicated menu structure that includes far too many gimmicky features you’ll more than likely try once for novelty and then never bother with again; a camping mode is just one example.
Leapmotor is listening to our criticisms and physical interior buttons could be on the way – if you want them. Customisable aftermarket Bluetooth buttons are available to order in China that can be stuck anywhere in the car via 3M tape and toggled to control features of the car. Leapmotor is working to get these buttons approved for sale in Europe.
Passenger space is excellent, with genuine lounging room in every direction and plenty of cubby stowage dotted around the cabin. Those in the rear are lavished with acres of leg room and a tremendous amount of headroom. The flip side is the 330 litre-boot which is nothing to boast about – it’s 100 litres down on the B10. A substantial loss of boot space? Maybe it’s not so dissimilar to a plug-in hybrid after all.
Before you buy
There’s just the one trim level and it’s extremely well-equipped for the money. All models come with electronically adjustable, heated and ventilated front seats, an electric boot lid, panoramic roof, wireless charging pad for phones and a heated steering wheel. The only options are for paint or interior trim finish.
The B10 Hybrid EV is also the same price as the fully-electric B10 – £31,495. The difference is that the Hybrid EV isn’t part of Leapmotor’s LEAP-GRANT EV discount that knocks £1,500 off the battery electric model down to £29,995.
The B10 Hybrid EVs rivals are all plug-in hybrids – the other combustion-backed stepping stone towards electrification. European rivals all start at considerably more cash so it’s most natural competitors will be the MG HS and BYD Atto 2 DM-I – two affordable PHEVs from China.
Verdict
The Leapmotor B10 Hybrid EV is quite an interesting solution to the issue of range anxiety and shows genuine promise, but extra driving polish would go a long way to making it a worthwhile alternative to a plug-in hybrid.
At the moment, it’s a fine effort but missing that final gloss to make it stand out. The ride is too unsettled, the steering is wilted and the interior needs some controls that aren’t via a touchscreen. There’s evidence that Leapmotor is listening at least; the optional buttons are a short-term solution that I hope lead to actual integration down the line.
There’s another problem – the larger Leapmotor C10 Hybrid EV. Like with the regular B10, the larger Leapmotor range extender offers more space and a longer driving range for not that much more money.
