More and more people are driving around in the dark. Literally in the dark.

You can see them every night, breezing comfortably through the traffic like blacked-out stealth bombers closing in on a target drop zone.

The drivers are obviously to blame but for once, not totally, thanks to one of the latest examples of the Law of Unintended Consequences. It’s something that’s been known about for close to 100 years but is now showing up more often in the high-tech world of cars.

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Basically, it’s when one seemingly smart choice trips the wire on something totally unexpected. When Australian car buyers switched from traditional Holden Commodores and Ford Falcons to SUVs, it helped trigger the death of local car making because the industry could not pivot fast enough.

Now we’re seeing that blacked-out night driving is the result of: digital dashboards.

The first car with a TFT (thin-film-transistor) screen in place of analogue dials, as best I remember, was the Lexus LS400 in 1989. It was a giant breakthrough, promising all sorts of new accuracy, flexibility and gee-whizzery to tantalise showroom shoppers.

These days, ‘bells and whistles’ has become showroom shorthand for a couple of giant screens to handle the infotainment, the apps and phone, the speedometer, fuel gauge and everything else you might want or need to know.

But, beyond the obvious distraction, giant display screens have created an unintended blackout on our roads, with help from daytime running lights.

This combination tricks people into thinking they are running fully lit, safe and obvious to anyone else on the road – when they are not.

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Think about it. You hit the ignition and the dashboard screens light up, and so do the DRLs in the nose. The glow in the front end can be mistaken for low beams and the bright niceness of the screens means you can easily assume the headlights and tail lamps are also fully lit.

But they can still be as dark as Vader, with nothing showing on the rear end and only the soft glow of DRLs on the nose.

Most cars now have an ‘auto’ setting for the lights that should be the set-and-forget position for everyone. But there are still people who believe that going auto could cost them more for fuel, or age the globes prematurely, or just think they know better.

So please give them a polite warning toot at the traffic lights, or flick your high beams from behind, to let them know they are dangerously dark. It’s worked for me with only a couple of middle-finger moments.

The unintended consequences keep on coming, as the results of a new European study into the impact of Advanced Driver Assistance Systems (ADAS) – lane-keep assistance, advanced automatic braking, active cruise control and all the rest – show a worrying side effect.

Elsevier, a Dutch company claiming to be “the world’s leading scientific publisher and data analytics company” has many good things to say about ADAS but reports worrying results from one of the most-used systems.

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It singles out active cruise control for a whack, based on results from 47 million vehicles and 2.4 million crashes, sourced from governments and insurance companies. It says active cruise is responsible for an eight per cent increase in real-world incidents.

“The observed detrimental effects of such systems may result from insufficient supervision of the system by users, in turn due to inappropriate expectations of system capabilities,” said Elsevier.

So now we have safety systems creating danger and contributing to turning us from drivers into passengers.

Talk about unintended consequences…

Nissan has confirmed that order books for the R35 GT-R supercar have closed with production ending once the remaining orders are filled. A successor is confirmed, but could be at least three years away.

A statement on Nissan’s Japanese website reads: “We have received many orders for the Nissan GT-R, and we have now finished accepting orders for the planned production quantity.

“We would like to express our sincere gratitude to our many customers for their patronage over the years since its release in 2007.”

It’s unclear how many examples are still yet to be built, or when production will end, but remaining stock is now sold out in Japan.

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Originally released in 2007, the GT-R was pulled from European markets in 2022 due to then-new noise regulations while Australian sales were stopped in 2021 thanks to side impact Australian Design Rule, which also killed cars like the Lexus IS and RC locally.

Japan is one of the few remaining markets where the GT-R is sold.

In its development, the goals for the R35 GT-R were reportedly to make a car quiet enough to have comfortable conversations at 300km/h, a power-to-weight ratio of under 4kg per horsepower and to lap the Nurburgring in under eight minutes.

Upon its release in 2007, the R35 GT-R was proclaimed by Nissan as “A supercar, for Anyone, Anywhere, Anytime”. It then set a Nurburgring lap time of 7:38.54 minutes in damp conditions – two seconds faster than the Porsche 911 Turbo it was benchmarked against in dry conditions, yet the Porsche cost twice as much.

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Over the years, the R35 GT-R received various subtle updates aimed at making it both more comfortable – but also even faster.

The 2016 update was the largest one, with the power increased to 419kW, a remapped transmission, revised ride and handling, increased noise insulation and even a new centre console aimed at making the GT-R even more capable than ever before.

Nissan also produced several special editions of the GT-R over the years, including the Spec V, 50th Anniversary Edition, Gentleman Edition, Naomi Osaka Edition, Bolt Edition, Tomica 50th Anniversary Edition and, of course, the 447kW GT-R Nismo.

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The final and current iteration of the GT-R uses the 419kW tune of the twin-turbo 3.8-litre V6 but in two specifications in Japan: the Premium Edition and T-Spec. It features the latest revised face with hexagonal daytime running lights and is available in the iconic ‘Bayside Blue’ colour.

It sprints to 97km/h in just 2.7 seconds and hits a top speed of 328km/h – 0.5 seconds and 10km/h improvements on the 2007 model.

Since 2007, over 40,000 units of the GT-R were sold globally and over 1,000 of those were in Australia.

An R36 GT-R is yet to be revealed, however, Nissan showed a 1,000kW electric Hyper Force concept car at the 2024 Tokyo Motor Show with reports from Japan claiming that it will morph into the next-generation car.

A contender in this year’s Wheels Car of the Year award, the MG Cyberster has now properly arrived in Australia after much anticipation last year about the all-electric convertible from the company that – in its earlier incarnation mid last century – made sports cars truly cool.

Slick exterior styling including showstopping electric scissor doors opening upwards certainly ensured Cyberster made a splash when unveiled, as MG seeks to address the perception it only makes SUVs these days.

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And while there have been quibbles about the roadster’s drive quality over less-than-perfect road surfaces and its lack of engine noise (though with the option of ‘fake’ engine noise), there is no questioning its impressive basics: an electric motor on each axle making 375kW and 725Nm and delivering all-wheel-drive acceleration for a claimed zero to 100km/h sprint of 3.2 seconds, combined with a claimed 443km driving range.

And as we discovered during COTY testing, the MG Cyberster is seriously fast in a straight line, a sensation enhanced with the roof down and the air howling around you. It’s ability to dart into the distance is enhanced by its classic roaster proportions and aerodynamically designed ‘Wind Hunter’ front for maximal airflow.

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Hi-tech interior

Inside, we’re a long way from a 1955 MGA, with three screens set up in a futuristic cockpit to keep the driver fully informed. The central 10.25-inch instrument cluster displays driving information including speed and the customisable ADAS system, while the left touchscreen displays navigation, radio and phone mirroring via CarPlay or Android Auto. The right screen displays battery status and 360-degree camera when activated.

Alcantara racing-style seats befit the convertible’s sports car spirit and feature electric adjustability and lumbar support, while the Nappa leather steering wheel is lovely to hold.

Dual-zone climate control, eight-speaker BOSE audio system and Apple CarPlay & Android Auto make the effort getting into the car totally worth it. As in any new-gen car, driver safety and assist programs are on tap via MG Pilot Technology Safety suite.

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Heritage-inspired exterior

Of course, it’s the exterior where the Cyberster comes into its own in the head-turning department. Power-folding fabric roof (which can be raised or lowered in 15 seconds), LED head and tail-lights, 20-inch alloy wheels and an overall shape inspired by the MGB roadster. The scissor doors are naturally the focal point when getting in and out, raising directly into the air for a show-stopping trick.

Paint choices are sports car hero colours, from Diamond Red Metallic to English White, Camden Grey Metallic, Sterling Silver Metallic and Royal Yellow Premium.

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Driving experience

As Wheels discovered during COTY road testing, the Cyberster behaves more like grand tourer than sports car around bends and over uneven road, but no one can question its thrilling acceleration, particularly in Sport or Super Sport mode.

Activate Launch mode – signified by a rocket logo on the instrument panel – and that instant acceleration is a thing to behold. Steering can be a little airy, while the suspension could do with a tuning for Aussie conditions, but the tech also allows for plenty of adjustment to the ride.

And it’s hard to argue with ride quality when the top is down while opening up on a country lane.

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Range

MG claim a 443km range from a full charge of the 77kWh lithium-ion battery, or nearly 400km from a recommended 90 per cent battery charge.

Full charge is reached in approximately nine hours from the 11kW AC on-board charger (around 6hours and 15 minutes to charge to 90 per cent), or closer to 11.5 hours on a 7.4kW home charger. On the road, the Cyberster manages a maximum charge rate of up to 144kW, which facilitates an 10–80 per cent top-up in about 40 minutes.

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Kia Australia has launched a new ad campaign for its upcoming Tasman ute, which debuted at yesterday’s season debut NRL match.

Created as a follow up to the high-rotation ‘Kia’s Getting A Ute’ ad that aired in March 2024, the new commercial once again features some of Australia’s biggest sporting legends, as well as Buck the Brisbane Broncos mascot. Buddy Franklin, Darren Lockyer, Alfie Langer, Steve Waugh and Dylan Alcott all make appearances.

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Unlike the first one, it features full exterior and interior footage of the now-revealed Tasman.

The latest ad is, like the Tasman, homegrown. Much of the new ute’s development was done in Australia. According to the company, from concept design, naming decisions, focus group studies and benchmarking tests, Kia Australia played a pivotal role in shaping the Tasman, ensuring it meets the demands of our market.

As we’ve come to expect from Kia, the Tasman will feature a local ride and handling tune to further adapt it to our conditions.

The Tasman range will be powered by the same 2.2-litre four-cylinder turbo-diesel engine seen in the Sorento SUV, 154kW/440Nm outputs and mated to an eight-speed torque converter automatic transmission.

It will also be capable of towing a 3,500kg braked trailer, a one-tonne payload and even feature an integrated brake trailer controller – all features that Kia describes as “non-negotiable”.

Its four-wheel drive system will include a low-range transfer case, rear differential lock, and an intelligent traction control system to deliver “exceptional capability for serious off-road adventures”.

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It will be available in dual pick up, double cab chassis and single cab chassis body styles with combinations of various trims across two- and four-wheel drive drivetrains.

The Kia Tasman will launch in Australia mid-year, with local pricing and full specifications yet to be announced.

A new BMW M3 remains a genuine event. While most of us are media-saturated these days to the extent that we barely looked up when the latest version of the 911 GT3 was announced, BMW is planning the biggest change to the M3 formula to date, and it’s something that certainly got our attention.

The big news that you probably knew already is that because it’ll be built on the Neue Klasse chassis, it’s a pure battery-electric vehicle. Yet BMW, as has been their strategy to date, is hedging and has vowed to follow it up with a twin-turbo six-cylinder petrol version.

BMW recently displayed the Vision Driving Experience, a prototype that acts as a mobile test bed for much of the tech that will end up in the Neue Klasse, which is due next year.

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A new electronic suite has been developed for the Vision Driving Experience that BMW calls Heart of Joy that promises to deliver 10 times the processing power of current distributed ECUs. This takes integration of the drivetrain, steering, braking and energy recuperation to a level not yet seen in production EVs.

So powerful is the energy recuperation that BMW claimed in a media release that it “allows energy to be used more sustainably… 98 percent of drivers do not need to make any inputs using conventional brakes”. The company touts a 25 percent gain in energy efficiency as a result, which could well enable the next-gen M3 to utilise a smaller, lighter battery.

“The Heart of Joy enables us to take driving pleasure not just to the next level, but another one beyond that,” Frank Weber, a BMW board member, said in a statement.

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“In addition, we are further increasing efficiency, and therefore boosting range, as in future the driver will brake almost exclusively using energy regeneration. This is Efficient Dynamics squared.”

It’s not likely to be shy of torque. BMW has been testing the Vision Driving Experience at its M Performance Driving Centre in Spartanburg, South Carolina, where it has a track and factory, and claims a peak torque figure of a brain-bending 18,000Nm.

“If the control system can deal with an explosion of power of this magnitude,” BMW says, “it will be able to handle the demands of everyday driving with ease.”

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BMW has already shown what the next M3 should look like. It takes the Neue Klasse body and pumps it up with wider fenders, more aggressive front and rear bumpers, and much bigger brake discs. Speaking to the UK’s Autocar, BMW M CEO Frank van Meel confirmed that the ICE version is very much integral to the company’s plans.

“We’re also working on the newest emission regulations on combustion engines. We’re planning to keep up our combustion cars as well,” he said. Asked if the gasoline and electric M3s will feature different badges, van Meel said, “Do we need to set them apart? An M3 is a promise, not an engine.”

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A test car that BMW calls Nadine has been undergoing cold weather testing in Arjeplog, Sweden, and video from that test appears to show a Hyundai-style synthetic engine sound and possibly a paddle-shift fake gearchange too.

The sound overlays the mechanical bass tones of an ICE with the keening of an EV motor. It’s not actually that far off a supercharger whine, and the driver is seen reaching for a paddle before the video ends. It seems likely that this car is to be built around a version of the Heart of Joy electronic architecture as seen on the Vision Driving Experience.

One thing’s for sure. BMW is hugely bullish about what this car can do. That can only be good news for Aussie car enthusiasts whose patience may well be richly rewarded.

I managed to defer its collection by a couple of weeks, but eventually there was no getting away from the fact. The Genesis GV70 was heading home. Over the last four months, it’s become a bit of a family favourite.

There have been no arduous torture tests or thousand kilometre road trips. Instead it’s been subjected to the sort of daily use that is more representative of how people will use an almost $80,000 luxury SUV.

Life hasn’t been completely plain sailing. The infotainment system has, like its GV80 predecessor in the Wheels garage, been noticeably fritzy. It can drop an existing wireless Android Auto connection with no provocation and then point blank refuse to recognise the handset, even when it’s plugged in with a known good USB cable.

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The phone is clearly connected to the car for Bluetooth calls but the system then can’t fire up Android Auto for some reason.

Last month I was lamenting the lack of an exterior hatch release on the GV70. Thankfully, a reader was able to point me in the right direction here. The button on the rear wiper that I’d taken to be the pop-out rear window was the answer, he claimed. Technically, Herman was absolutely correct. The problem was, it did nothing.

No amount of prodding would open the tailgate. I eventually resorted to a bit of home mechanics, and it appears that at some point the tailgate had been slammed and given the switch assembly one heck of a shaking. A bit of jiggling back into place and presto, I belatedly have a functioning external tailgate release.

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I’ve also had a number of tyre pressure warnings appear after the first chilly mornings of late summer. This is because, as you’ll no doubt know, tyres hold less pressure when cold than they do when warm. It’s not really an issue because a kilometre or so down the road, they’ll return to a pressure reading within their map.

Strangely, there’s no reset function, so were an unwitting owner to pull into a servo and pump their tyres up, as soon as they got up to speed, the system would then signal an overinflation.

Otherwise there’s been little to disrupt the GV70’s serene progress. Fuel economy has been surprisingly dismal, averaging 11.7L/100km over its tenure. Much of that is down to its largely suburban usage, against a manufacturer’s claim of 10.3L/100km combined. But then it is worth remembering that this is a two-tonne, 224kW petrol-engined SUV.

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While delving into the owner’s manual to try to solve my tailgate issues last month, I came to realise that the mystery unmarked dimple next to the rotary controller is, in fact, a fingerprint scanner. This can be set up to remember the settings of two users, which is pretty neat.

Aside from some minor issues, running the GV70 has been enjoyable. It’s safe, comfortable, quick enough, beautifully appointed inside, spacious and is one of those cars that most people seem to think is way more expensive than it actually is.

It makes all kinds of sense if you’ve had a look at the usual options in this price bracket and don’t feel they offer stellar value for money. Nobody likes to feel as if they’re on the end of a bad deal. In that regard at least, this Genesis punches way above its weight.

A huge experiment is about to unfold in the Australian new car market, and the entire motoring world will be watching.

By my count, 10 new brands headquartered and manufacturing cars in China are set to arrive in Australia in the next handful of years. In no particular order: GAC Motors, Aion, Geely Auto, Zeekr, Lynk & Co, Leapmotor, Xpeng, Skywell, Jaecoo and Jetour.

They will join the existing 10 marques already hailing from that country: LDV, BYD, Chery, MG, GWM, JAC and including Volvo, Polestar, Smart and Lotus. Another four are potentially mooted for Aussie shores – Aiways, Changan, Nio and IM Motors – and I’m certain just as many others have at least thought about it. There are, after all, 119 brands in China making electric vehicles.

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In Australia’s case, that’s approximately 20 to 25 brands, most of which didn’t exist here that long ago. Half an issue of Wheels will be the Databank section in the back.

Many of these brands I’ve never heard of – and I’d hardly describe myself as living under a motoring industry rock.

The influx of Chinese brands into Australia is being driven by an overcapacity of manufacturing in China itself, coupled with a soft domestic market – and other Western countries whacking Chinese-made cars with tariffs. Of course, and sadly, we no longer have any cars to protect.

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For the brands that are here, the Australian new car market was already a crowded place. The next five years or so are going to be interesting. And possibly unpleasant.

It’s been fascinating to sit across from several Australian automotive executives in the last few months and get their take, which has generally been a cool and collected one – with plenty of knowledge of the brands that are coming and their cars. They’re watching closely.

“We know we’ve got to continue working hard,” said Sean Hanley recently, Vice President for Sales and Marketing of Australia’s biggest car brand – Toyota.

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“It’s a super competitive market. It’s going to get more competitive, there’s no doubt. We have the entry of many new brands – I think someone was suggesting we could have up to 70 brands in a market of 1.2 million. It’s an interesting time.”

Many of the new brands in Australia won’t last, say some executives. “No doubt you’ll write about the new entrants and dress it up as you will, but we’re a long-term company and we’re here for the long run,” said Hanley.

Predictably, existing importers will play the we’re-here-for-the-long-haul card. But if you ask me, it won’t just be new brands from China that falter. Some legacy ones might have to exit the market, too. Citroën might just be the beginning.

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The government’s New Vehicle Efficiency Standard (NVES) adds to the pain. Beginning on 1 January 2025, it represents an unhappy new year for many existing Australian importers. No such problem if you only sell EVs, as is the case with many China-based brands.

While the eventual winners and losers in the Australian car market remain to be seen, there’s one surefire winner: you. In China itself, the new car industry is Darwinian – engineers and designers battle to outdo each other out of necessity. That means more interesting and better cars, many of which will be coming to Australia.

There’ll be something for everyone – off-roaders, SUVs, hatchbacks and sedans. And we aren’t talking a torrent of MG ZS-type vehicles. Lots of these cars from these companies are clever and original – even decently built. Some of that you can’t say about many of the cars from traditional car-makers today.

What’s about to happen in Australia could be the wake-up call they need.

Volkswagen Australia has announced local pricing and specifications for its ID.4 and ID.5 electric SUVs, which will arrive locally mid-year priced from $59,990 plus on-road costs – almost five years after their European release.

The ID.4 undercuts its biggest rival – the Tesla Model Y, which is priced from $63,400 +ORC in upgraded Launch Series – and even the recently launched BYD Sea Lion 7. Pricing for the ID.4 and ID.5 is a lot less than initial pricing expectations before the two were delayed for local release.

The delay is down to a number of factors, according to Volkswagen, including head office giving more priority to countries with more stringent emissions standards, the local arm waiting for an upgraded model with more range and negotiating a lower price.

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While the ID.4 is a traditional mid-sized SUV like the brand’s own Tiguan, the coupe-styled ID.5 will also be available in Australia and is priced from $72,990 in hotted-up GTX form. Both a top-spec ID.4 GTX and entry-level ID.5 Pro will also be available later in 2025, though pricing for those variants is yet to be announced.

Sitting on the same platform as cars like the already-launched Skoda Enyaq, Cupra Born and Volkswagen ID.Buzz, the ID.4 is powered by a 210kW/545Nm rear-mounted electric motor that draws power from a 77kWh battery, giving it a WLTP-rated 544km claimed range.

The higher-performance ID.5 GTX adds a slightly larger 79kWh battery, as well as a second electric motor on the front axle for a combined 250kW output and 522km of WLTP-rated range.

Both the ID.4 and ID.5 can be DC fast charged at up to 175kW, or AC charged at up to 11kW.

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The Volkswagen ID.4 and ID.5 are on sale in Australia now ahead of the first deliveries commencing mid-year.

Deepal, which launched locally in late 2024 with the S07 electric SUV, has confirmed that it’s expanding its local range with the E07 ute SUV and the smaller S05 SUV due later in 2025.

Due in the second half of 2025, the E07 uses the underpinnings and cabin of a mid-size SUV, yet also features a tray and sliding tonneau cover like a ute. Measuring around five metres in length, the E07 is about 30cm shorter than a Ford Ranger but sits on a longer wheelbase for more cabin space.

Like the S07, both fully electric and range-extender petrol drivetrains are available in China. The electric model in China uses an 89.98kWh battery with either a 252kW rear axle motor or a 440kW dual motor set up, which gives the E07 a claimed 0-100km/h sprint time of under four seconds.

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The range-extender model uses a 1.5-litre petrol engine to charge a 39kWh battery, which powers either a single 231kW rear motor or 362kW dual motor set up.

The electric E07 is capable of up to 560km of range with the range-extender increasing that range to more than 1,000km in Chinese testing.

Stylistically, the E07 looks like a coupe SUV – like a BMW X6, for example – with the tray/boot covered, but some button presses moves the rear tonneau cover up to turn it into a ute.

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Meanwhile, the Deepal S05 will be positioned underneath the current S07 as a slightly smaller SUV. Measuring 4.6m long, the S05 is similar in size to a Toyota RAV4 and only 130mm shorter than its S07 big brother.

However, Chinese pricing points to good value in Australia: we expect a price of comfortably under $50,000 to undercut the S07’s $53,900 +ORC starting price, in competition with the Geely EX5 and Leapmotor C10.

As with the E07, the S05 is available in fully electric and range-extender petrol variants with a 68.8kWh battery providing a claimed range of more than 470km (WLTP) for the EV that provides power to either a 175kW single or 295kW dual motor layout.

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The range-extender uses a 92kW 1.5-litre petrol engine to charge a 27.8kWh battery pack and 160kW electric motor for 200km of electric-only range, and more than 1,200km in hybrid mode in Chinese testing.

The news of the Australian Deepal expansion comes as the brand has also announced software revisions for the S07’s active safety tech, as well as doubling the annual service intervals from the previous 10,000km to 20,000km.

Deepal Australia will confirm local details for the S05 and E07 later in the year.

If there’s one thing that’s guaranteed to get Wheels readers in a froth of righteous dudgeon, it’s the very suggestion of a Chinese electric SUV. Throw in the fact that it’s from a brand most will never have heard of and here is the sweet spot to get you lot turning off in your droves.

That being the case, the question I had when picking up the new Leapmotor C10 was straightforward. Just how bad could this thing be for $50k?

About five kilometres down the road, I had my answer. It’s truly, laughably terrible. I was being assailed with warning chimes of varying types on a constant basis. Sixteen chimes, yes sixteen, to warn you that you’re too close to the nearside white line.

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You edge away from it and then a volley of chimes starts that you’re too close to the line on the other side. Proceed further and the car will wrench uncouthly at the steering wheel. If it felt you weren’t looking in the right direction it would chime and heaven forbid you wear sunglasses. It would chime if it thought you were speeding, which was often because of the hopeless speed limit recognition.

After a while you just lost track of why it was incessantly chiming at you, It just was. I was beginning to wonder whether this was the worst contemporary vehicle I’d ever driven.

With no capacity to link your phone to either Apple CarPlay or Android Auto, you find yourself relying on the native navigation system to follow an unfamiliar route. Even that has its quirks. “In 900 metres, exit to the straight,” it piped up in perfectly-accented Manila call centre. What does that even mean? Exit or go straight? The latter as it turned out. When it says exit, it means don’t exit.

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After this truly lamentable introduction, I switched the Leapmotor off (I think), took anything that could be stolen out of the cabin because there was no way I could tell if it was locking itself, and went for lunch. To be honest, I was a little shellshocked at what Leapmotor described as a software-defined vehicle.

It was an utterly oppressive experience and left me wondering how it ever got signed off as ready for a customer to sample. It was hard to imagine anything that could make you hate a vehicle more.

That’s a shame because, on paper, the C10’s got quite a lot going for it. There are two models. The Style trim starts at $45,888 or you can opt for the Design flagship at $49,888. That’s around $10k less than you’d start paying for something like a Kia EV5 or a Tesla Model Y, and the C10 is a good size, with more space in the cabin than something like a Toyota RAV4.

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Both models send drive to the rear axle only, and the 69.9kWh lithium-ion phosphate battery delivers 420km of WLTP range, 160kW of power and 320Nm of torque. That translates to a briskish 7.5s to 100km/h from standstill. Take that lot together and you could definitely position the C10 as a bargain.

Determined to give the Leapmotor a fresh start, I got in and disabled as much of the hateful ADAS shovelware as possible. Fortunately, that’s fairly easy because you can access a big drop-down menu on the main 14.6-inch central touchscreen, which is refreshingly crisp and responsive thanks to its Snapdragon 8195 chip. Not all of the functions can be nixed on the move, so give yourself a few seconds when you get in.

The driving experience is transformed when the car’s not relentlessly badgering you. It’s a revelation. Without the aural assault, it’s relaxing and generally well-sorted.

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The ride has a firmish edge over speed bumps but is reasonably soft in roll, running on passive dampers, but can get flummoxed at higher speeds. The steering weighting can be altered across three settings (Comfort, Standard and Sport), with the middle one probably the Goldilocks zone, Comfort being fingertip light and Sport a bit like the steering box had been filled with molasses.

Likewise the reg-gen can be altered through Low, Standard and High, and the throttle response between Smooth, Stable and Robust. Got to love a bit of robust acceleration.

In truth, the driving experience is fairly vanilla. Perhaps that’s no bad thing in this sector, as many will be looking for something that’s refined, comfortable and low involvement. The Leapmotor C10 certainly scores in that regard, once its safety systems are dialled out.

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The Design variant I drove runs on a reasonable tyre, Dunlop e-Sportmaxx in 245/45R20, while the cheaper Style is fitted with an 18-inch wheel and, as a consequence, may well offer a little more suppleness.

There are some scratchy engineering decisions that you might expect from a ‘new’ manufacturer. The handover from re-gen to friction braking is a little unresolved, with light applications sometimes feeling alarmingly spongy. The one-pedal drive mode can only be activated or deactivated when stationary and the huge gaps to the vehicle in front preferred by the adaptive cruise means it’s easily bullied.

There are also some strange spec omissions such as a lack of front parking sensors, no seat belt height adjustment, no rear cargo blind and no spare wheel.

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There’s quite a lot about the car that cribs rather shamelessly from Tesla. The adaptive cruise operates the same way as a Tesla, with a single tap on the gear selector to activate it and then a double tap engages lane centring. The screen-directed vents are an unwelcome Tesla introduction too. The scroll wheels on the steering wheel are also very Tesla, as indeed is the big centre screen with its insistence that you use native apps.

The Criollo Brown cabin would probably give Elon Musk an aneurysm. Another colourway is offered, the rather more boring Midnight Aurora, but the hilariously all-encompassing brown cabin – think Toffee Penny from a tin of Quality Street – gives the C10 a real point of difference.

Jump inside and you’ll be struck at how spongy the seats are. The surfacing on this Design version is a weird silicone-based faux-leather called Oeko-Tex that feels like you could hose a septic tank into and it would still clean up perfectly with a big pack of Wet Ones.

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Both front seats are electrically adjustable, although only the driver’s seat adjusts for height. The low scuttle gives a decent view and the dash layout is ergonomically simple, with a wireless charger and a pair of cupholders in a centre console that also features a deep but unlined lidded box.

Is the lack of smartphone mirroring a deal breaker? For some it will be, and despite the fact that the C10 is supplied with an inbuilt SIM that can connect to its list of pre-approved apps, many will feel that they’re being denied access to apps that they’ve paid for and expect to use in their new vehicle. This will change when the next-gen LEAP 3.5 software platform arrives, but that may well be with the mid-life facelift for this car.

Accommodation is otherwise excellent. The front seats can recline flat to form a full length bed, and the rear seats have stacks of legroom and a fully flat floor. I’m 194cm and was easily able to sit behind my driving position, so it’s one of the most commodious offerings in this section of the market.

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Headroom is also very good, and that’s with a standard full-length glass panoramic roof. Thankfully there’s also a motorised blind for this, which chunters back and forth in around 15 seconds. Both front and rear get two USB ports: one USB-A and the other USB-C. Strangely, the 60/40 folding rear has no cupholders nor does it feature a load-through ski flap.

Moving to the rear, there’s a tiny button that takes a bit of finding to open the power tailgate. Leapmotor claims 581 litres with the rear seats in place and 1410 with them folded, but there’s no underfloor storage and nor is there any storage under the bonnet.

Charging the C10 is relatively straightforward, but it’s certainly not lightning quick. In fact it’s one of the slowest-charging new EVs on the market, with peak charge rate capped at 84kW. If you’re looking smug because you have three-phase AC at home, wipe that grin off your face, because the C10 only charges at a maximum of 6.6kW on an AC charger.

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This means it’ll only add around 10 percent of battery charge per hour in your garage. To compound this issue, the WLTP-rated consumption for the Leapmotor C10 is 19.8kWh/100km which compares to around 15kWh/100km for most of its rivals.

On the plus side, Leapmotor is supplying the C10 with a seven-year/160,000km warranty which includes a year’s free Chargefox subscription. The battery pack is covered for eight years/160,000km and service intervals are every 12 months or 20,000km, with prices capped for the first five services.

As you might well expect, the Leapmotor dealer network isn’t huge, and it has expanded into free space within its parent Stellantis’ network. At the time of writing, this extended to 12 dealerships across Victoria, New South Wales, Queensland, South Australia, Western Australia, and the Australian Capital Territory.

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Plans are afoot to double that dealer footprint in Australia by the end of 2025, and Leapmotor will need to if it’s to achieve its lofty sales ambitions.

Further peace of mind is added with a full EuroNCAP five-star safety rating, mirrored by ANCAP, which featured an excellent 89 percent score for adult occupant protection, 87 percent for child occupant protection and 77 percent for both vulnerable road user protection and safety assist.

Pearl White is the only standard paint finish. Beyond that, you’ll need to fork out $990 for the colour palette of Terra Grey, Midnight Grey, Metallic Black or Jade Green.

The Leapmotor C10 and I got off to a bad start. Since then, I’ve had a little time to reconsider. As a vehicle that’s probably going to do low demand duties such as local shopping and school run duties it makes a certain sort of sense.

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Paying mid-spec Kia Sportage money for a full electric SUV with a long warranty and stacks of interior space has a certain appeal, although probably not one which chimes with the typical Wheels reader.

It feels as if this car could do with a head-to-toe software reappraisal if it’s really to step into a higher league of customer appeal. It gets a lot right, and as a basis for the incoming C10 REEV range-extender model, it promises much. How bad is this thing for $50k? Surprisingly good, actually. Still wouldn’t make my shortlist though and I’m guessing you might feel the same.

Post-review note: Leapmotor has already delivered a number of separate over-the-air updates since the release of the C10 to address frequent complaints about its driver-assist technology.