We road test the latest car from BYD’s growing stable – the all-electric Atto 2 compact SUV… You’ve got to hand it to BYD. In just two years, the giant Chinese technology company has established itself in the UK with a 2% market share and 88 dealerships. The latest addition to the line-up – the …
Category: MG ZS EV
Leapmotor C10 review
A second car from a new brand to the UK. We get behind the wheel of the Leapmotor C10 family SUV…
Yes, the Leapmotor C10 is yet another SUV from yet another Chinese manufacturer.
The difference is that unlike most of the other new car brands from China, Leapmotor is a joint venture with Stellantis – the group which already includes Peugeot, Vauxhall, Fiat, Citroen, Jeep – to name but a few.
So, rather than having to set up from scratch, Leapmotor is leveraging Stellantis’ experience, which includes access to dealerships and an after-sales network.
I’ve already reviewed the dinky Leapmotor T03 city car. Now it’s the turn of the C10 mid-sized SUV.
One thing is for sure – it has its work cut out. It’s a hugely competitive sector and its many rivals include the big-selling Tesla Model Y, the Xpeng G6, BYD Atto 3, Omoda E5, Skoda Enyaq, Nissan Ariya, MG ZS EV, Vauxhall Grandland and Hyundai Kona Electric.
About the same size as the Tesla, the Leapmotor C10 follows the high-riding SUV template that’s made this type of vehicle so popular the world over.
I don’t mean that in a derogatory way. It’s a good-looking car with a no-nonsense design that’s well-proportioned with the focus on practicality.
And the Tesla-style flush-mounted door handles that pop-out automatically as your approach, or retract when the car is locked or moving, are a classy feature.
Oh, and there’s a rear wiper hidden under the spoiler at the top of the tailgate – an essential that’s not a given on all EVs.
It not unlike Elon Musk’s car’s inside too, with a plush, minimalist look and feel, and plenty of tech – especially for the price point. Build quality gets the thumbs up too.
Starting at a very competitive £36,500, the C10 is launching in the UK with just one version featuring a high level of specification as standard.
Available in five colours – Canopy Grey, Pearly White, Tundra Grey, Metallic Black and Glazed Green (my favourite) – it comes standard with 20-inch alloy wheels, electrically adjustable heated and ventilated front seats, panoramic sunroof, privacy glass, automatic LED headlights and taillights, plus electrically operated heated and folding exterior mirrors.
There’s also a large central 14.6-inch touchscreen, 10.25-inch driver’s display, plus a full suite of safety and driver assistance features including adaptive cruise control (ACC) and autonomous emergency braking (AEB). In fact, the C10 was awarded a maximum five stars by independent safety testing body Euro NCAP.
At the heart of the car is a 69.9kWh battery and a single electric motor on the back axle producing 215bhp and 236lb ft for 0-62mph in 7.5 seconds.
So, it’s rear-wheel drive and its claimed range is a decent 263 miles. Its DC rapid charging rate is capped at 84kW, which is less than the average 150kW you’d expect in this class, but its 30 to 80% capacity charge time of 30 minutes is reasonable, all the same.
Interior passenger space is excellent, front and back, but the 435-litre boot (1,410 litres with the rear seats folded down) is useful, but not class-leading.
That said, visibility is excellent, and if you need extra reassurance when manoeuvring, rear parking sensors and a 360-degree panoramic camera, make parking easier and safer in tight spaces.
Oh, and a cool feature of the C10 is that you can fold the front seats back to create an almost-flat space for lounging, or sleeping, should the need arise!
To get moving, there’s no start button. Just flick the column-mounted gear selector up or down to drive either forwards or backwards.
On the road, the Leapmotor C10 is brisk without being savagely fast, like some EVs. The accent is more on comfort and refinement, and judged on those terms, it fulfils the brief.
The suspension set-up is on the firm side and it has a tendency to thud over poorer surfaces at low speed. Pick up the pace on better A-roads and motorways, and it smoothes out imperfections better.
In town, its light steering and tight turning circle are just the job. The C10 drives well enough on more challenging roads, but there’s a bit of body lean in faster corners and the brakes are grabby.
Grip is good, helped on my test car by the Dunlop e-Sportmaxx tyres fitted, no doubt.
There are three driving modes – Eco, Comfort and Sport – which change throttle response, steering feel and regenerative braking sensitivity. As ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Comfort for the best blend of performance and efficiency.
The Leapmotor C10 offers selectable levels of brake regen, including a ‘one-pedal’ mode and a ‘freewheeling’ function with no regenerative braking. Sadly, there are no steering wheel paddles to adjust the level of regenerative braking.
Just like the Tesla Model Y and some other rivals, too many of the car’s essentials are controlled via the infotainment screen and there are no physical buttons for short cuts and climate, for instance.
On the plus side, there is a decent driver’s display for important information such as speed, remaining charge and traffic sign recognition.
There are a few glitches too. The sat nav dropped out at one stage and the infotainment screen’s ‘night mode’ was triggered too easily when I drove through a shady woodland area.
And unfortunately, like most new cars, the endless bongs and chimes from the driver assist systems are very intrusive.
However, the deal-breaker for some will be the lack of Apple CarPlay and Android Auto connectivity at launch.
I’d need to drive the Leapmotor C10 for a week or so to give a proper estimate of real-world range. Based on my test drive on mixed roads in Kent, where I achieved a creditable average efficiency of 3.8 miles per kWh, I’d say it’s capable of around 210 miles on a full charge, though colder weather and an aggressive driving style will knock it down.
Finally, the C10 is covered by Leapmotor’s four-year/60,000-mile warranty, plus an eight-year/100,000-mile warranty for the battery. Leapmotor also reckons the C10’s battery has an expected lifespan of more than 372,000 miles. Quite the claim.
Along with the pint-sized T03, the C10 is another competent debut car offering serious bang for your buck from a new brand to the UK. Now Leapmotor needs to work on creating a wow factor for its models.
Verdict: The Leapmotor C10 is a welcome addition to the fiercely competitive electric family SUV scene. Great value for money, safe, and pleasant to drive, there’s loads of space for passengers, and it has the back-up of the established Stellantis dealership network.
Omoda E5 review
We road test the all-new, all-electric Omoda E5 family SUV…
Omoda is a new brand to the UK and is owned by Chery, one of the largest car manufacturers in China.
The Omoda 5 is a mid-sized family SUV, available with either a 1.6-litre petrol engine or an EV (badged Omoda E5).
The former is pitched as a rival to the Kia Sportage, MG HS and Nissan Qashqai. Starting at just £25,235, it represents a lot of car for the money.
My focus here is on the electric version (branded E5), which is priced from a very competitive £33,055 and has a claimed range of 257 miles.
The Omoda E5 has the likes of the Volkswagen ID.3, Hyundai Kona Electric and Kia Niro EV firmly in its sights, along with its fellow Chinese imports, the BYD Atto 3 and MG ZS EV.
The Omoda 5 siblings can be distinguished by their grilles. The E5’s is nicely smoothed off, while the 5 sports a prominent mesh.
Other than that, it’s a high-riding SUV which looks most similar to a Qashqai. In fact, it’s about the same size too.
There are two trim levels – Comfort and Noble. Inside, the Omoda E5 gets a 12.25-inch infotainment system alongside a high-definition instrument cluster display with essential driving information.
It works well enough, but as with many rivals, there’s far too much going on in the centre touchscreen and not enough physical buttons.
Other highlights include a heated, synthetic leather multi-function steering wheel, six-way power adjusted driver’s seat and integrated headrests as standard.
Noble variants add faux leather sports seats with four-way adjustment for the front passenger. All models get an eight-speaker Sony audio system, Apple CarPlay, Android Auto and a 50W wireless charger conveniently positioned in the centre console.
The suite of standard safety and driving assistance features includes Lane Change Assist, Lane Departure Warning and Prevention, Blind Spot Detection, Forward Collision Warning, Autonomous Emergency Braking, Rear Cross Traffic Brake, and Door Open Warning.
More importantly, the Omoda E5 is powered by a 150kW (204bhp) electric motor and a 61kWh BYD ‘Blade’ battery, and thanks to a relatively svelte kerb weight of 1,710kg (for an EV) it’ll do 0-62mph in 7.2 seconds.
Fuel efficiency is a claimed 3.8 miles/kWh which should give a real-world range of 234 miles. I’d need to drive it for a week or so to find out for myself, but it certainly seems realistic after a day of driving on mixed roads.
While the fastest charging speed is just 80kW on a rapid charger, that’s still enough for a 28-minute top-up from 30-80% in a decent 28 minutes. That said, the charging port is in the nose, which makes life simple at public chargers.
The first thing I noticed when entering the Omoda E5 is that the seating position is on the high side for me. Consequently, visibility is pretty good and even where it’s limited (the chunky rear pillars and small hatch window), there are cameras and sensors to help you manoeuvre.
Soft-touch surfaces and the general quality of materials in the cabin is good. Space for rear passengers is adequate, but the floor is high so it’s not the most natural seating position. Luggage capacity is a reasonable 380 litres, expanding to 1,075 litres with the back seats flipped down.
And it’s the boot that houses one of the E5’s biggest surprises – a full-size spare wheel for that extra peace of mind, and unheard of in an electric vehicle where every kilo counts!
On the road, the ride is on the firm side. You can feel a lot of lumps and bumps on the road, and on poor surfaces it is possible to get jostled around in the cabin. On the plus side, body lean is well controlled in more challenging corners.
I drove it mainly in the rain, and while grip generally is good, it’s easy to spin the front wheels if you’re too heavy with your right foot when pulling away from junctions. Oh, and it’s swift, without being stupidly fast like some EVs these days.
At higher speeds, wind and road noise are more noticeable, especially around the door mirrors. Other than that, it’s as refined as any other EV.
The steering is fairly precise, and there are two weight settings. Brake regeneration goes one better (low, medium or high) and it’s possible to adjust the brake sensitivity (high or low).
The only issue is that all these settings are adjusted via the centre touchscreen. For me, steering wheel paddles to adjust the brake regen would be a godsend, for instance.
There are three drive modes (Eco, Normal and Sport). Sport is fine for short bursts, but you’ll probably stay in Normal because it’s easier and it’s a good balance of power and efficiency.
Overall, driving the Omoda E5 is unlikely to put a smile on your face, but it’s a perfectly respectable EV to drive, at its best cruising on the motorway or fast A roads.
Finally, the Omoda E5 comes with peace of mind because you get a tempting seven-year, 100,000-mile warranty, plus an eight-year, 100,000-mile warranty for the main battery.
Verdict: The Omoda E5 is decent debut car from a new brand to the UK and definitely worth a test drive. Well-equipped, safe, pleasant to drive, and with a decent real-world range, the E5 is great value for money and comes with a generous seven-year warranty.
Jeep Avenger review
We get behind the wheel of the Avenger compact SUV – Jeep’s first battery-powered vehicle
Sharing an EV platform with its Stellantis group cousins – the Peugeot e-2008, Vauxhall Mokka Electric and DS 3 E-Tense – the all-new Jeep Avenger has caused quite a stir.
Not only is it the first Jeep to be created outside of America (designed in Italy, built in Poland), but it also marks the return of the Avenger name, which was once familiar to British buyers.
Older readers might remember that it once ‘graced’ the Hillman Avenger family car (later Chrysler Avenger and Talbot Avenger), which was manufactured in the UK between 1970-81.
So, this all-new, all-electric baby Jeep is a talking point. It’s also an award-winner, because it’s already been crowned European Car of the Year 2023. So, no pressure there then…
Starting at £35,700, it’s pitched right in the midst of a competitive sector. As well as its aforementioned in-house rivals, others include the Hyundai Kona Electric, Kia Niro EV, MG ZS EV and Honda e:Ny1.
There’s no doubt that the chunky and cute Jeep Avenger is one of the best lookers of the bunch with its classic crossover shape.
Sporting short overhangs and extra ground clearance, there’s plenty of Jeep DNA with the signature seven-slot grille, trapezoidal wheel arches, protective cladding and ‘X’ tail-lights.
Initially available as just a single-motor front-wheel drive (a dual-motor 4×4 version is also planned) with 154bhp and 260Nm of torque, its 54kWh battery is good for up to 249 miles of range (342 miles in city driving), while a 0-62mph sprint takes 9.6 seconds.
The Avenger’s 100kW maximum charging speed means a 10-80% top-up should take just under 30 minutes. Naturally, it will also charge fully overnight if you have a home wallbox.
Inside, there’s ample headroom front and rear, but it’s cosy in the back for passengers with longer legs. The Avenger’s 355-litre boot expands to 1,053 litres with the back seats folded, while accessibility is good.
The cabin itself looks pretty tough, but there are too many black plastic and hard surfaces, while the leather seats in our test car weren’t very forgiving.
It’s fairly minimalist up front, though thankfully there are shortcut buttons under the 10.25-inch central touchscreen for necessities such as climate control. There’s also Apple CarPlay and Android Auto functionality, plus a built-in TomTom sat-nav.
The driving position is on the high side, and it would be nice to have the option to sit lower, but you soon adjust.
On the road it feels a bit quicker than the official acceleration figure suggests, thanks to the instant torque. Wind and road noise is well suppressed, even on poorer surfaces, which is a feat in itself, because EVs run so quietly and the slightest sound is noticeable.
Overall, the ride is firm, but it’s nimble and handles well. Body lean is kept in check on more challenging roads, while the steering is nicely weighted. Unfortunately, there’s a lot of pedal travel before the brakes bite, denting your confidence to push on.
You can’t adjust the brake regeneration level via paddles behind the steering wheel either – instead you have to select ‘B’ mode on the gear selector or drive in Eco mode.
Without spending a week or so with the car, it’s hard to estimate the Avenger’s real-world range, but we’d say around 200 miles is possible and this should increase in an urban environment.
And as you’d expect from a cool compact crossover, the Avenger is probably in its element in built-up areas. Easy to drive with a fairly tight turning circle of 10.5 metres, visibility isn’t bad either. And where it’s not perfect, there’s a good selection of cameras and sensors.
What’s more, generous cladding around the car should help to cushion most car park dings, while the headlights and rear light clusters are slightly recessed, so that there’s less chance of damage there too.
In all, there are six driving modes: Eco, Normal, Sport, Sand, Mud and Snow. As ever, Normal is just fine, while Eco and Sport dull and boost throttle response respectively.
We tried some gentle off-roading and traction is improved slightly with Sand and Mud modes selected, which means it could be a next best after 4x4s in the snow.
However, the forthcoming four-wheel drive model will be the one to go for if you have to tackle muddy fields and more extreme conditions on a regular basis.
With hill descent control, short overhangs and raised ride height, plus 20 degrees of approach angle and 32 degrees of departure angle, it certainly has off-road potential.
Finally, there are three well equipped trim levels (Longitude, Altitude and Summit) and there’s plenty of scope for personalisation thanks to various decals, body paints, contrasting ‘floating’ roof colours and accessories.
Verdict: We really rate the Jeep Avenger – an impressive debut EV from the iconic American brand. Compact, cool and competitively-priced, it has a useful range, good charging speed and is more rugged than most of its rivals.
DS 3 E-Tense review
Our first drive in the 100% electric version of the stylish five-door DS 3 compact SUV
Originally launched as the DS 3 Crossback in 2019, this chic crossover was initially available with a choice of petrol and diesel engines (a 100% electric variant following a year later).
Fast forward to 2023 and not only has the car dropped its “Crossback” monicker and received a facelift and other updates, but it’s now a straight choice between petrol or electric power.
We’ve never driven the EV version (marketed as the DS 3 E-Tense), so here’s how it shapes up. But first, a bit of background.
DS Automobiles split from Citroen to become an innovative premium brand way back in 2014. Since then, the two brands have become part of the huge Stellantis Group, which also includes Peugeot, Jeep, Alfa Romeo and Fiat.
DS’s competition department, DS Performance, has competed in Formula E since 2015, clinching the first team/drivers’ double world title in 2019.
DS Automobiles is now one of the premium arms of Stellantis with a fast-expanding range, and the new DS 3 E-Tense battles it out in a competitive compact SUV EV segment, though it’s arguably the most upmarket offering.
Not only is it up against its Stellantis cousins – the Peugeot e-2008, Vauxhall Mokka and upcoming Jeep Avenger – but also the MG ZS EV, Hyundai Kona Electric and Kia Soul EV.
On a technical level, the big change for 2023 is a larger 54kWh battery (up from 50kWh) and more power. As a result, the small electric SUV now offers a range of up to 250 miles (previously 212 miles).
Visually the DS 3 E-Tense’s subtle facelift delivers extra kerb appeal and improves aerodynamic efficiency.
The redesigned front end features new LED headlights and daytime running lights, plus a slightly larger diamond grille and new spoiler.
“DS Automobiles” is written across the boot, while the profile is as distinctive as ever with its shark’s fin rear window design and flush door handles. There are also new wheel designs and a total of seven body colours with contrasting roofs.
Inside, the most significant change is the updated infotainment system, which is easier to use than the previous version and it’s also more responsive.
There’s a 7.0-inch digital driver’s instrument display and 10.3-inch touchscreen with Apple CarPlay and Android Auto smartphone connectivity.
Elsewhere, the materials used have an upmarket feel. The watchstrap leather seats look especially cool and are very comfortable, but some of the quirky functionality does take some getting used to.
For instance, the switches to open the windows flank either side of the gear selector, while touch-sensitive short-cut buttons for the touchscreen, plus other essentials such as audio volume and heated seats, are all dotted around the central air vents.
For the record, there are four trim levels available – Performance Line, Performance Line , Rivoli and Opera.
The DS Safety Pack is also fitted as standard, and this includes autonomous emergency braking (AEB), lane-keep assist and speed limit recognition – all helping to give the DS 3 a maximum five-star safety rating from Euro NCAP.
Space up front is good, but it’s less than impressive behind where there’s only just room for adults and visibility is compromised, especially for small children, thanks to the fins on the rear doors, high waistline and thick B pillars.
The boot is 350 litres, or 1,050 litres, with the rear seats folded. Not class-leading, but enough for the shopping or a modest amount of luggage.
With light steering and a ride that’s set up for comfort, the DS 3 E-Tense drives well.
Naturally, there’s plenty of torque, but it’s not gut-wrenching like some other EVs.
The single electric motor that drives the front wheels produces 154bhp and 192lb ft of torque, taking nine seconds to hit 62mph (maximum speed 93mph).
The smooth power delivery results in a refined cabin ambience that fits the car’s classy character well.
You can have fun in the DS 3 E-Tense because it’s nimble and responsive, but you will experience body lean in faster, more challenging corners, so best not to get carried away.
Traction is good overall, though it is possible to spin the front wheels on looser or wet surfaces if you plant your foot from a standing start.
Traction is good overall, though it is possible to spin the front wheels on looser or wet surfaces if you plant your right foot from a standing start.
There are three drive modes – Eco, Normal and Sport. As ever, Normal is just fine because Eco dulls the driving experience, and though Sport livens things up a little, it does sap the battery range.
We’d estimate real-world driving range is probably closer to 200 than 250, which certainly makes it a practical proposition for most drivers.
The DS 3 can take up to 100 kW DC charging, which enables a 0-80% replenishing of its battery in 30 minutes. Plug it at home via a 11 kW AC wallbox and a 0-100% charge will take five hours, 45 minutes.
Perhaps the biggest challenge for the DS 3 E-Tense is its price. Starting at £37,200 and rising to £41,700, it’s a relatively expensive small EV.
Verdict: If you’re looking for a 100% electric compact SUV and you appreciate quality and style, then consider the DS 3 E-Tense. It’s not without a few frustrations and compromises, but it’s easy and fun to drive – and crucially – stands out from the crowd.