Plugging into the market: First drive in the Leapmotor C10 Plug-In

The buzzword in the Israeli car market in 2025 is "plug-in." These are hybrid vehicles that can also be charged from the power grid, offering tens of kilometers of electric driving—sometimes more—while never leaving you stranded without a charge, as the gasoline engine charges the battery and prevents it from fully draining. It's electric driving without range anxiety.

That’s why the Jaecoo 7 has become the best-selling vehicle in the country this year, almost immediately after its launch, with most sales coming from the plug-in hybrid version rather than the cheaper gasoline model. At the same time, plug-in models from Chery, BYD, MG, and others are being sold as well, with more already on their way to Israel, in a market now almost entirely dominated by Chinese brands.

It’s not that the Europeans lack the technology, but for them, it’s so expensive that their importers don’t even bother offering plug-in options, except in the luxury market.

Now Leapmotor, a Chinese brand of course, is aiming directly at the Jaecoo 7 with a plug-in version of the C10, which is already being sold in Israel as a fully electric vehicle, starting at a competitive price of 170,000 NIS, albeit with a moderate range and slow single-phase charging.

Leapmotor is a young company, founded at the end of 2015 as a start-up to manufacture electric vehicles in the Tesla mold. In 2023, it received a major boost as a cash-hungry start-up when Stellantis—the parent company of Peugeot-Citroën, Fiat, Jeep, and others—invested $1.6 billion for a 21% stake and secured a license to market and manufacture its vehicles outside China.

That deal was the reason we were in Spain, where we first met the plug-in hybrid version of the Leapmotor C10. The Chinese refer to it as REEV—an acronym for Range Extender Electric Vehicle—which essentially means a car with a range extender. It’s basically a PHEV, but not exactly. Confused? Keep reading and it’ll make sense.

The proportions are well-balanced, with clean and smooth lines, and small details—like the flush door handles—are well hidden within the body, giving it a sleek, streamlined appearance and reducing aerodynamic drag. At the rear, elongated LED light strips add visual depth and a sophisticated look to the back of the vehicle.

The wheels, which can reach up to 20 inches on higher trims, still appear relatively small compared to the large body. A dark panoramic roof comes standard in the tested top trim level, letting in pleasant light. Fortunately, it includes a fully electric, opaque sunshade.

The steering wheel is equipped with multifunction buttons you’ll need to get used to, while gear selection is handled via a compact lever located behind the wheel—a solution that keeps the center console free. The design intent here is clear: To centralize control interfaces within the main screen alone.

But as nice and pleasant as the cabin looks, it disappoints in practice: Mirror adjustment à la Tesla—through the central screen and separate buttons on the steering wheel—along with awkward operation of the climate control system, vent adjustments, and other functions that require multiple actions, can distract the driver while driving. And that’s a shame.

A clear example of poor thought—or perhaps not deep enough thinking—in the driver’s environment design was given by the protruding power window buttons. They repeatedly caused us to unintentionally open or close the windows, just as we were hit by a heavy hailstorm on the way from Valencia to Barcelona.

If you're looking for space, the C10 certainly delivers—both in the front seats and especially in the rear. There’s generous headroom and legroom, thanks in part to the completely flat floor typical of electric vehicles. The rear seats are particularly spacious, almost at the level of a presidential limousine.

The front seats are electrically adjustable (the driver’s seat can also be adjusted for height), but they are too soft to provide proper support where it’s most needed—like the lower back or body grip in turns. That said, the cabin materials are of high quality and pleasant to the touch, with a soft texture in the right places. The overall cabin feels meticulously designed and comfortable to spend time in.

The multimedia system supports both Android Auto and Apple CarPlay, and even apps like Spotify that run natively on the system. While the interface works quickly and smoothly, its operation isn’t very intuitive and requires some getting used to. The top trim—Design—adds larger 20-inch wheels, electric trunk opening, and customizable ambient lighting.

During our test drive, we were impressed with the performance of some of these driver-assist systems. However, at times, over-intervention and repeated alerts about lane departure became a nuisance and disrupted the smoothness of the drive. Additionally, the small popup window that displays messages on the central screen disappears too quickly to read—turning good intentions into a potentially dangerous distraction.

Unlike some plug-in hybrids where the battery can deplete completely and the car then runs on gasoline alone, the REEV (like other Chinese models such as the Jaecoo 7 and BYD Seal U) is primarily powered by the electric motor, while the gasoline engine serves only to charge the battery. The gasoline engine is not connected to the wheels—it works solely as a generator—while the electric motor delivers power to the rear wheels.

When the battery starts to deplete, the system always reserves around 25% battery power. If needed, the gasoline engine increases its RPM to generate more electricity, ensuring that the car continues to run in hybrid mode. Even if you drive on electricity alone for extended periods with external charging, the combustion engine will automatically start once every 45 days to maintain its longevity.

This isn’t a high-powered electric vehicle with neck-snapping acceleration, but rather a pleasant family car. The internal combustion engine up front is completely unnoticeable while driving, making the experience feel like a pure EV.

The driver has four drive modes to choose from: Eco, Comfort, Sport, and a Custom mode that lets you adjust throttle and steering response.

The regenerative braking system offers two levels but does not include a true one-pedal driving function, as found in the full-electric version. According to the manufacturer, this was intentional to differentiate the plug-in hybrid from the EV—but this decision may be reevaluated based on customer feedback.

When the battery runs low, the gasoline engine kicks in as a generator and recharges it during driving, allowing the car to achieve a combined range of up to 950 km. Our test drive confirmed that these figures are quite realistic.

In any case, like all vehicles of this type, it eliminates range anxiety by offering a relatively long electric range for everyday use and a gasoline backup for longer trips—no need to hunt for a working charging station when the fuel runs out.

External charging is supported via fast chargers at up to 65 kW, allowing around 50% charge in just 18 minutes under ideal conditions. Home charging is also available at a slower 6.6 kW rate.

On the other hand, for daily commuting—whether in the city or on highways—the car feels confident and generally pleasant. Ride comfort is quite good, especially during relaxed cruising, though less so over bumps or imperfect roads. In electric mode—even when the combustion engine starts and joins in—noise and vibration insulation is excellent. However, at higher speeds, road and wind noise begin to creep into the cabin and slightly disrupt the otherwise serene electric atmosphere.

In Europe, the REEV is priced exactly the same as the fully electric version—€37,000. In Israel, due to tax differences, the gasoline-electric version will likely be more expensive. Since the category's top seller, the Jaecoo 7, is priced at 190,000 NIS, it's reasonable to assume that the C10 will attempt to challenge it on that front as well, when it arrives in the coming months.