Video shows a Sheriff, known for cracking down on speeders, speeding in a Huracan.
The video was allegedly taken by a former business partner who was also his friend.
The scandal raises serious questions about law enforcement integrity in Lee County.
Ever heard the phrase “Do as I say, not as I do”? Well, according to one report, a Florida sheriff may have done exactly what he warned citizens not to. The report includes a video that allegedly shows Sheriff Carmine Marceno street racing, despite his public claims of having a zero-tolerance policy for such behavior.
The video reportedly comes from a Sheriff’s former friend, who we’ll come back to later. It allegedly shows Sheriff Marceno roaring down a 50mph road in a Lamborghini Huracan. After the person behind the camera encourages hm to floor it, he kindly obliges. Despite driving at 74 mph, the person with the camera, who happens to be in a Corvette, is several car lengths back.
According to the Florida Trident, Marceno’s “intolerance of street racing doesn’t necessarily extend to his own behavior behind the wheel. That ‘intolerance’ isn’t just a figure of speech. It’s basically what the Sheriff has repeated time and time again during his tenure. In June, he released the following statement in reaction to a street racing arrest.
“I have zero tolerance for street racing in Lee County,” Marceno has stated. “Driving an [sic] excessive speed and putting yourself, your passengers, and others on the road at risk is an incredibly selfish decision. My deputies will continue to patrol the roads of Lee County, ensuring drivers make smart choices, or they will face the consequences.” Notably, the office has turned comments off for that post. Wonder why…
Former Friends, Alleged Favors
Interestingly, the friend in the video, Ken Romano, is a former business partner, and we’re guessing a former friend now, too. It’s alleged that he provided the sheriff with gifts in excess of $100,000, including jewelry and cash for gambling debt in exchange for special treatment.
There’s even talk that Marceno’s father benefited via shady payments for a Mercedes that he drives. We’ve reached out to him for comment and will update this story if we hear back. In any case, it’s a rough look for anyone purporting to have a zero-tolerance policy for street racing and speeding and one that doesn’t paint a nice picture for law enforcing officials.
China’s latest Kia Seltos can be bought for less than half the price of the US-spec model.
Powertrain options include naturally aspirated 1.5-liter and turbocharged 1.4-liter engines.
Kia is working on a heavily updated Seltos, which is expected to debut sometime in 2026.
It’s no secret that car prices in China tend to undercut those in other markets, but the difference can be especially stark when comparing the exact same model. A striking example is the Kia Seltos. While it’s positioned as an affordable crossover in the US, the Chinese-market version under the same name is priced so low it feels like a different category entirely.
Kia’s subcompact SUV made its debut in China back in late 2019, initially wearing the KX3 badge. After a 2023 refresh, it was renamed the Seltos, aligning with the brand’s global naming strategy. A more substantial update is expected next year, but for now, the current version continues into the 2026 model year in China with only light tweaks.
A Massive Price Gap for a Nearly Identical Vehicle
At first glance, the Chinese and US versions of the Seltos are visually indistinguishable. But once you look at the pricing, the two might as well live on different planets. In the US, the 2025 Seltos starts at $24,690 for the base LX trim and goes up to $31,190 for the top-of-the-line SX. In China, however, the Seltos starts at just ￥109,900 and tops out at ￥159,900, which equates to around $15,300 to $22,300 at current exchange rates.
If this doesn’t sound good enough, Kia offers special “summer leisure price” deal, reducing the price of the mid-spec Luxury Edition trim from ￥129,900 ($18,100) to as little as ￥77,900 ($10,900). That’s less than half the price of the US version for a car that looks almost identical.
Even more, certain buyers such as recent college graduates can access additional discounts ranging from ￥2,000 to ￥5,000 ($280 to $700), pushing the final cost even lower.
Despite the low price tag, the Chinese Seltos doesn’t skimp on features. Standard equipment includes 17-inch alloy wheels, LED lighting, a panoramic sunroof, a 10.25-inch infotainment display, and premium leather seats. That’s more than you’ll find in many used SUVs back in the US. In fact, a quick search shows that used Seltos models rarely dip below $16,000, making the new Chinese-market version a surprising value.
In terms of footprint, the Chinese version measures 4,385 mm (172.6 inches) long and has a wheelbase of 2,630 mm (103.5 inches), matching the US model. In fact, the most notable difference between the two is what lies under the hood.
Buyers in China can choose between two engine options: a naturally aspirated 1.5-liter producing 113 hp (115 PS), or a turbocharged 1.4-liter with 140 hp. Both come paired with an IVT automatic transmission and front-wheel drive.
In contrast, the US-spec Seltos comes with a larger displacement 2.0-liter engine producing 146 hp (109 kW / 148 PS), or a turbocharged 1.6-liter unit with 190 hp (142 kW / 193 PS). More importantly, all-wheel-drive is available as an option for the base engine and comes standard in the higher-output models.
Tempting as it may sound to import a bargain-priced Chinese Seltos, it’s not a practical option. Taxes, import duties, and regulatory hurdles would quickly drive up the cost, negating any savings. Even if Kia tried to offer the Chinese-built version elsewhere, pricing would climb significantly before the car ever reached a dealer lot.
The U-drag race reveals differences in handling, braking, and cornering, beyond just speed.
Both cars offer similar power, but the Mustang weighs over 350 lbs more than the Corvette.
Price disparity between the two cars adds an intriguing element to this performance test.
Ford has long lacked a true rival to the Corvette; on the other hand, after axing the Camaro, Chevrolet doesn’t currently have a direct competitor to the Mustang either. However, it’s fascinating to compare the two when you line up the base Corvette against Ford’s most distinguished Mustang that isn’t the GTD. In this U-Drag Race, the differences become immediately apparent.
U-drag races are great because they highlight far more than outright power. The cars do a typical drag race but then have to turn around and get back to the finish line as fast as they can. This allows us to learn about the cars’ braking, handling, and top-end speed all in one test.
Comparing the Specs
First and foremost, let’s talk specs because these two are remarkably similar on paper. The Corvette makes 495 horsepower (369 kW) while the Mustang Dark Horse makes 500 (372 kW). The Chevy offers 470 lb-ft (636 Nm) of torque and weighs 3,662 pounds (1,661 kg), while the ‘Stang has to get by with just 418 (566 Nm) and tips the scales at 4,016 (1,821 kg).
In short, these two cars offer almost identical power but the Dark Horse has less torque on offer and is significantly heavier. However, the Mustang costs significantly less, $74,155 to be exact, compared to the Vette that retails for $95,405 (both cars as tested). That said, the Corvette is a mid-engine Porsche rival while the Mustang is, despite Ford’s efforts, still a front-engined pony car. So, how do they fare in this particular test?
Race Results: Corvette vs. Mustang
In race one, the Chevrolet gets a big jump and rockets off the line much faster than the Ford. Down the quarter mile, the Corvette takes a one-second lead into the braking zone, out-handles the Mustang, and then gets back to the start almost two seconds ahead. In race two, we get an almost identical result with another sizeable gap between the two cars at the end.
According to Edmunds, the Corvette was over a second faster to 60 mph (96 km/h), exactly one second faster to the end of the quarter mile, and 1.3 seconds faster through the whole race. It also out-cornered the Dark Horse by pulling 1.23G in the turn compared to the Ford’s (still respectable) 1.22G.
That all said, what matters here is winning, and the Corvette did that in every aspect: acceleration, handling, and braking. That’s the difference between a genuine mid-engined supercar and a good front-engined sports car.
This Grenadier had an MSRP of $84,320 but traded hands for $64.5k after 760 miles.
The seller had it equipped with a rear-seat delete kit that can be easily reversed.
Power is provided by BMW’s superb B58 turbocharged petrol 3.0-liter inline-six.
Sir Jim Ratcliffe, the billionaire behind the Ineos chemicals empire, deserves recognition for his ambitious foray into the automotive world. Following the announcement that Jaguar Land Rover would discontinue the original Defender, Ratcliffe set out to create a worthy successor, ultimately launching production of the Grenadier in late 2022.
For shoppers who don’t want something like a new Defender or a Mercedes-Benz G-Class, the Grenadier offers a compelling choice.
A Shrewd Alternative in the Used Market
However, buying one new might not be the best option as depreciation makes lightly used examples significantly more affordable. Earlier this month, a 2024 Grenadier Trailmaster Edition traded hands for $64,500 with just 760 miles (1,234 kilometers) on the clock on Bring a Trailer. While that’s pricier than the most basic Land Rover Defender 110 available, it represents a near-$20,000 loss from this model’s original price tag of $84,320.
There’s no word on why the original owner has parted ways with the off-roader so soon, but the winning bidder looks to have scored themselves an excellent deal. This Grenadier has been well specced and is painted in a simple shade of black with matching black 17-inch steel wheels and BFGoodrich All-Terrain T/A KO2 tires.
It looks absolutely pristine in these photos, but is dying to be driven in the dirt and used as it was designed to be.
Bring a Trailer
Several options have been added to it, including a rear ladder, a raised air intake, and a fuel container positioned in the center of the spare wheel. The interior has also been modified and includes a rear-seat delete kit from Goose Gear. Sitting in the place of the rear seats is a flat floor with large storage boxes. Admittedly, a two-seat Grenadier isn’t particularly practical, but the delete kit is fully reversible.
This example was optioned with the turbocharged 3.0-liter BMW B58 inline-six producing 281 hp and 331 lb-ft (449 Nm) of torque. The petrol engine is coupled to an eight-speed automatic transmission from ZF and includes a dual-range transfer case as well as locking front, center, and rear differentials.
If you’re in the market for a Grenadier, be sure to take a look at the used market before you commit to buying a new one, as you could save tens of thousands of dollars. Maybe Sir Ratcliffe won’t like it, but your bank account will be all the better for it.
The 1980s Chrysler New Yorker really took the ‘businessman’s express’ idea and ran with it.
Chrysler’s most luxurious K-car featured a wood-effect dashboard shaped like an office desk.
Other Ks like the Chrysler E-Class and Dodge 600 missed out on the weird console drawers.
New technology brings great opportunities for car designers, but it also poses some problems. How do you embrace the fresh gadgetry without totally alienating your traditional customer base? That’s a problem the Chrysler New Yorker design team obviously wrestled with more than 40 years ago, and their response was one of the most baffling car interiors we’ve ever seen.
The New Yorker nameplate made its Chrysler debut in the 1950s, but the one we’re talking about here is the 1983-87 sedan that was downsized to fit on a stretched version of Chrysler’s game-changing K-car platform.
Though the ’83 car tried its best to retain the chintzy gravitas of the previous year’s model, incorporating a similar formal vinyl landau top, fake basket wire hubcaps and front fender gills, this posh take on the Chrysler E-class and Dodge 600 was over 900 lbs (420 kg) lighter and 20 inches (510 mm) shorter.
A Powertrain That Didn’t Keep Up
It also switched from a rear-drive V8 setup to a 2.2-liter, front-drive inline four making a measly 90 hp (91 PS), which could be optionally upgraded to a Mitsubishi 2.6-liter four making 1 hp (PS) less, but an extra 15 lb-ft (20 Nm) of torque.
Performance was underwhelming by modern standards, but considered reasonable for the day: zero to 60 mph (96 km/h) took 13.9 seconds according to the Motorweek period test I for some reason found myself soaking up the other day.
But what really shocked me while watching the grainy 1980s footage accompanying host John Davis’s typically folksy narration wasn’t the yawning drag strip numbers or the fact that the rear end tried to overtake the front in the braking test. It was the truly bizarre dashboard and console setup.
A mind-scrambling fusion of old and new tech, the New Yorker came with some digital displays (a full digital gauge pack became available later), a trip computer, and an annoying voice assistant to nag you about open doors.
But it packaged them in an old fashioned fake wood dashboard that looked like a desk lifted from some crusty banker’s Wall Street office, circa 1983 (not Gordon Gecko’s, of course – he was definitely sleeker).
Just check out that center console styled to look like an desk drawer cabinet. Motorweek’s video shows the ‘drawers’ are actually lids you pull down to reveal three storage compartments, or two in the case of the 1985 New Yorker in the pictures on this post. Powered by that year’s optional turbocharged 2.2 (146 hp / 148 PS) engine that wasn’t available at the ’83 launch, it sold for $6,100 on Bring a Trailer in 2022.
There hasn’t been been another example auction on BaT in the three years since, and it’ll be an even longer wait before another automaker has another go at fitting Warren Buffet’s desk to a luxury car.
The 94-year-old business magnate may be alive and kicking and his intellect is as sharp as ever, but the rest of the world has moved on – for better or worse.
As Toyota continues pushing forward with its multi-pathway strategy in Europe, the brand is gradually building out its electric lineup alongside its well-established hybrid offerings. During a presentation in Greece, we had the chance to get an early look at three upcoming models: the refreshed bZ4X, the new C-HR+, and the all-electric Urban Cruiser. All three are headed to European roads later this year.
Out of the trio, it was the smallest one that stood out. The Urban Cruiser, which made its debut in December 2024, is Toyota’s latest entry in the competitive B-SUV (subcompact) segment. Specifically developed for European buyers, this small EV will begin reaching customers in autumn 2025.
Toyota Looks to Suzuki for Its Smallest EV
While the Urban Cruiser acts as an electric counterpart to the Yaris Cross Hybrid, the similarities end with the badge. Underneath, it rides on Suzuki’s Heartect-e platform, shared with the upcoming eVitara, instead of Toyota’s e-TNGA architecture. Much of the exterior and interior design also mirrors the Suzuki, with only minor tweaks to differentiate the two.
Photos Thanos Pappas / Carscoops
At the front, Toyota adds its own identity through a hammerhead-style lighting signature and a more refined bumper design. These give the Urban Cruiser a cleaner, more cohesive look compared to its Suzuki twin. Apart from Toyota’s emblems and new taillight graphics, the rest of the body panels are essentially unchanged.
Inside, Space Outranks Luxury
Despite its shared features with the Suzuki, the Urban Cruiser aligns well with Toyota’s design language, thanks to its chunky front end, muscular fenders, and darkened taillight cluster. The SUV measures 4,285 mm (168.7 inches) in length, placing it between the 4,180 mm (164.6 inches) Yaris Cross and the 4,360 mm (171.7 inches) C-HR. However, its EV-specific packaging allows for a 2,700 mm (106.3 inches) wheelbase, which is longer than both of those models as well as the larger Corolla Cross.
This extra length pays off inside. Rear passengers benefit from generous legroom and a sliding bench, making the cabin feel roomier than the Yaris Cross. That said, headroom in the back is more limited, particularly for taller occupants. The fixed sunroof and the floor-mounted battery take up vertical space, which might be noticeable for those who prefer sitting upright.
Predictably, the rest of the interior is virtually identical to the Suzuki eVitara, with Toyota’s influence being limited to the emblem on the steering wheel and the Urban Cruiser lettering on the floor mats. The perceived quality is not bad despite the liberal use of hard plastics.
I’m not a fan of the glossy black finish of the floating center console, but the ambient lighting, the unusual texture on the door cards and the seat upholstery look pretty modern. Luckily, there are a few physical controls under the digital cockpit comprising a 10.25-inch instrument cluster and a 10.1-inch infotainment.
Under the skin, the Urban Cruiser offers the same range of powertrains as the eVitara. Buyers can choose between two battery capacities and three drivetrain options. The front-wheel drive version with the larger 61 kWh lithium-iron phosphate battery delivers a targeted range of around 400 km (249 miles). A dual-motor, all-wheel drive setup increases output to 182 hp, though the estimated range drops slightly to about 350 km (217 miles).
We’re looking forward to seeing how these figures translate to real-world driving once we get behind the wheel.
QUICK SPECS
Drivetrain
Battery
Output
Target WLTP Range
FWD
49 kWh
142 hp (106 kW / 144 PS)
approx. 300 km
FWD
61 kWh
172 hp (128 kW / 174 PS)
approx. 400 km
AWD
61 kWh
182 hp (135 kW / 184 PS)
approx. 350 km
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So What’s With The Land Cruiser Reference?
The name Urban Cruiser may sound like a playful nod to the Land Cruiser, evoking a sense of off-road spirit in a much smaller package. Toyota underscores the Urban Cruiser’s light off-roading potential with features like Downhill Assist Control and Trail Mode for slippery surfaces.
Still, no one expects the eVitara-based EV to be as capable as a Suzuki Jimny (never mind the Land Cruiser) off the beaten track. After all, Toyota is working on a baby Land Cruiser for more serious off-road applications.
Interestingly, this isn’t the first time Toyota has used the Urban Cruiser name. It debuted on a 2006 concept, followed by a production model based on the Yaris sold in Europe from 2008 to 2014. That model also had a twin in North America, where it was known as the Scion xD. More recently, Suzuki-built models under the Urban Cruiser name have appeared in global markets, mostly aimed at India and other emerging regions.
A Growing EV Lineup
The Urban Cruiser is just one piece of Toyota’s growing electric strategy in Europe. During the same event in Greece, it sat alongside the facelifted bZ4X (simply called the bZ in North America) and a prototype of the C-HR+, both of which are expected to launch in 2025. Though they share some design language at the front, each model serves a different purpose.
The C-HR+ leans into a more upscale and sporty image, with a coupe-like roofline and sharper styling that positions it at the heart of the C-SUV (compact) segment. It shares a few cues with the standard C-HR but is noticeably larger and bolder. In contrast, the refreshed bZ4X keeps things more family-friendly and adds some light trail capability thanks to its Subaru-sourced X-Mode AWD system.
Toyota plans to round out its European EV portfolio next year with the bZ Woodland, a sibling to the Subaru Trailseeker. That will bring the total to four electric models in the region, quadrupling Toyota’s zero-emission options in just two years.
Having four EVs might seem like a lot for a company whose president has openly questioned their environmental benefits, but some markets are getting even more options. China, for example, offers five electric Toyotas: the bZ3, bZ3X, bZ4X, bZ5, and bZ7.
North America is expected to eventually match that number, though with a different lineup. US buyers will have access to the C-HR+, bZ, bZ Woodland, and an upcoming three-row SUV that will be built locally.
An XC90 owner affected by the recall experienced the brake loss and recorded it on video.
The problem involves losing braking power when using one-pedal driving or B-mode modes.
Volvo covered warranty repairs and fixed all damage resulting from this specific accident.
Brake failure isn’t something most drivers expect, especially in a brand-new vehicle. But a recent incident involving a Volvo plug-in hybrid highlighted a software flaw serious enough to be at the center of a recall affecting nearly 12,000 vehicles. The problem, already identified by Volvo, surfaced in dramatic fashion after a troubling incident on a mountain road in California, and the driver involved reached out to Carscoops to share the details firsthand.
The owner, a California resident we’ll refer to as Max for privacy reasons, provided his full name and documentation to Carscoops. He reported a complete loss of braking and a subsequent crash while descending a steep mountain in his two-month-old Volvo XC90 PHEV. What made the situation more unsettling was that he had just received a software update at his local dealership.
As it turns out, Max’s vehicle is one of thousands affected by a recent recall warning drivers not to use one-pedal driving or B-mode. The recall covers the S60, V60, S90, XC60, XC90, XC40, EX40, EC40, and C40 models from the 2020 to 2026 model years. This same driver gave us a firsthand look at just how frightening the failure can be.
A Known Bug With a Very Specific Trigger
The issue occurred on May 13 and involved a Volvo XC90 Recharge that was running software version 3.5.14. We’ll circle back to that shortly, but it’s important to first point out that 3.5.14 is the same version that Volvo cautioned drivers about a few weeks ago. The problem included the loss of braking power after a driver engaged B-mode or one-pedal driving.
At the time, it specifically said that the issue only happens after “coasting downhill for at least 1 minute and 40 seconds.” That sounded oddly specific, and we pointed out at the time that it would be rare for most drivers to do that. Clearly, it wasn’t rare enough to avoid a recall, and now we know why: at least one driver experienced it firsthand and sent us the documentation to prove it.
The Harrowing Experience
As the driver descended a mountainside on Corona Road in Carmel Highlands, California, they used B-mode. The road is narrow, and a drop-off sits on the passenger side of the car the entire way down. A dashcam and an onboard data recorder captured data throughout the entire ordeal.
Here’s how the driver described the event to Carscoops: “The brakes on my 2-month-old XC90 completely failed. This was just a few hours after receiving the software update version 3.5.14 at an authorized Volvo dealer. I was driving down a steep, narrow mountain road and was forced to steer off the road into the side of a hill to avoid going over a cliff.”
Roughly 1:40 into the descent, the vehicle begins to speed up without throttle input. Data from the onboard recorder shows that the service brake is on, but the car continues to speed up. At this stage, the driver simply wanted to avoid picking up any more speed, so they drove up onto the hill on the left.
Dirt flies, the car rocks, and then returns to the roadway. Thankfully, the brakes engage again, and the car stops, but the damage is done. Some airbags deployed, the front driver’s side wheel, tire, and suspension suffered damage, and the occupants were shaken up. In fact, the impact was so hard that the wheel itself split into pieces. Additional damage was done to the undercarriage.
Max later brought in a forensic accident reconstruction engineer to review the onboard data and footage. Their conclusion? “The Pre-Crash data corroborates [the driver’s] story that the vehicle brakes were not responding while coming down the hill. The speed increases in the five seconds prior to impact; there is no throttle application, but there is service brake application the entire time and no slowing down.”
Photos and video provided to Carscoops by the owner.
After reviewing the findings, we contacted Volvo for comment. The company responded with the following:
“Safety is a top priority for Volvo Cars, and we are treating this incident seriously.
A recall was recently issued on certain plug-in hybrid and pure electric Volvo cars to address braking functionality that could potentially be affected after at least 1 minute 30 seconds of coasting downhill in ‘B’ mode or One Pedal Drive without applying the brake pedal. A review of the onboard data from this customer’s car indicates this scenario applied at the time of the incident, and we are working closely with them to rectify the situation.
We provided a software fix for this issue earlier in June and ask all owners with impacted vehicles to download the latest over-the-air update or take their vehicle to their nearest authorized Volvo Cars retailer to correct the issue. If they have not yet had the corrective software installed, they should not select ‘B’ mode or One Pedal Drive while driving.”
After inspecting the vehicle on June 27, Volvo told the owner it had completed repairs and installed the latest software update. It confirmed those repairs would be covered under warranty. Still, Max wasn’t satisfied with the company’s statement. “We almost died and they don’t even say they’re sorry,” he said, calling it a “lame response.”
Unanswered Questions
Volvo has actively engaged with Carscoops throughout our investigation, but there are still some unanswered questions. For example, we’re still waiting on an official chronology report to the NHTSA to understand how the company became aware of this issue.
We still don’t know exactly what it is about software version 3.5.14 that triggers the malfunction. It’s also notable that Volvo’s original guidance mentioned the failure could occur after one minute and forty seconds of coasting downhill. That threshold has since been revised to one minute and thirty seconds, a small but curious change that adds to the unanswered questions.
For now, owners included in the recall need to be very diligent. They either have to make sure that they’ve updated their software beyond 3.5.14, or avoid one-pedal driving or B-mode. It could save not just their cars but, much more importantly, their lives, and that’s what really matters to all parties involved here.
Photos and video provided to Carscoops by the owner
Many of the new electric car manufacturers emerging from China are sub-brands of major conglomerates, such as Geely, Chery, GAC, and GWM, among others. Leapmotor is a little different. Just like Nio and Xpeng, it was formed as an independent startup in 2015, eager to crack into the then-emerging electric vehicle space.
That independence shifted somewhat in 2023, when Stellantis acquired a 20 percent stake in the company for $1.8 billion. The following year, the two formed a joint venture, giving the group a 51 percent share and exclusive rights to export, sell, and build Leapmotor EVs outside China.
The brand’s first model, the S01, was unveiled in late 2017, and like so many other Chinese cars launched before 2020, it wasn’t what anyone would consider desirable. However, the EV space has made significant progress since then, as has Leapmotor, which now boasts several interesting models in its lineup. One of them is the C10.
First unveiled in late 2023, the C10 arrived in Europe and Australia in late 2024, serving as a direct rival to the Tesla Model Y, Geely EX5, and Kia EV5. Can it possibly be any good?
QUICK FACTS
› Model:
2025 Leapmotor C10
› Starting Price:
AU$45,888 (about US$30,100)
› Dimensions:
4,739 mm (199.9 in.) Length 1,900 mm (76.1 in.) Width 1,680 mm (75 in.) Height 2,825 mm (112.2 in) Wheelbase
› Curb Weight:
1,995 kg (5,743 lbs)*
› Powertrain:
Rear electric motor / 69.9 kWh battery
› Output:
215 hp (160 kW) and 236 lb-ft (320 Nm)
› 0-62 mph
7.5 seconds*
› Transmission:
Single-speed
› Efficiency:
17 kWh/100 km as tested
› On Sale:
Now
*Manufacturer
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Photos Brad Anderson/Carscoops
Any new entrant into the EV market has to be priced competitively if it wants buyers to take notice, so it’s a good thing Leapmotor has done just that with the C10. In Australia, it’s sold with a single EV powertrain and a newly-launched range-extender EV option, combining a 28.4 kWh battery and a 1.5-liter petrol engine. We recently lived with the flagship C10 Design with the BEV powertrain.
Prices for the EV start at AU$45,888 (~$30,100) for the entry-level Style and rise to AU$49,888 (~$32,800) for the C10 Design, before on-road costs. Factor those in, and you’re looking at around AU$55,000 (~$36,100). That undercuts the base Kia EV5 by about AU$2,000 (~$1,300) and the Tesla Model Y by nearly AU$10,000 (~$6,600).
All BEV C10 feature the same 69.9 kWh lithium-iron phosphate (LFP) battery and a single electric motor. This motor delivers 215 hp (160 kW) and 236 lb-ft (320 Nm) of torque. It drives the rear wheels, unlike the single-motor Kia EV5, which is front-wheel drive. Leapmotor quotes a driving range of 420 km (261 miles) on a charge, which is okay, but not great. Charging is sub-par, as DC rates max out at 84 kW, meaning you’ll need 30 minutes to charge from 30-80%.
The interior of the Leapmotor C10 is just about as minimalist as you can get. Just like a Tesla, as well as pretty much every other new EV coming out of China, the cabin is dominated by a large central infotainment display that measures 14.6 inches and is joined by a 10.25-inch digital instrument cluster.
The infotainment system is excellent. While it frustratingly doesn’t support Apple CarPlay or Android Auto, the software is very quick and offers every function you could ever dream of. You can choose from a variety of backgrounds, access important interior and exterior functions directly from the screen, and use it to adjust features like the wing mirrors. Just like a Tesla, then.
Leapmotor’s designers have also adopted the Tesla approach in not adding any physical buttons, switches, or dials, which is a shame. So, you have to dive into the screen to change things like the HVAC settings, which can be a nuisance on the move. It also leaves the interior feeling very bland and lacking in personality.
With that being said, Leapmotor’s choice of materials at this price point has to be commended. The dashboard, seats, door panels, center console, and floating console are all trimmed in smooth synthetic leather that certainly feels more premium than some of the scratchy plastics found in Kia’s EV5. However, the orange finish of our test vehicle was a little too bright for our taste.
Other welcome touches include a wireless phone charger, some metallic speaker grilles, and a panoramic glass roof, which, unlike in a Tesla, includes a sunshade. Overall, the cabin feels very spacious, and there’s plenty of leg and headroom for adults in the second row. However, I wasn’t a fan of the front seats as they lacked any form of lumbar support. On the other hand, the seats do have heated and ventilated functions, which is a plus.
Elsewhere, all C10 models come with a solid 12-speaker audio system, DAB+ digital radio, a heated steering wheel, configurable ambient lighting, and rear privacy glass. There’s also a voice assistant you can ask to open the windows or the sunshade.
Security Quirks
You can gain access to the C10 in one of two ways. The first option is to use the provided keycard and tap it on the driver’s side wing mirror. The second (and easier) option is to sync the car with the Leapmotor app, meaning it’ll automatically unlock when your phone approaches and lock it when you leave.
To start the C10, you must either place the keycard on the charging pad or enter a PIN code. This may seems like an unnecessary step. After all, if the keycard is already inside, why does it need to be placed on an NFC reader? It does, however, provide a second level of security, in case a bad actor scans your keycard’s frequency to get access to unlock the car and get access to the cabin.
Once the startup procedure is done, it’s just like pulling away in plenty of other EVs, as there’s no Start/Stop button. Pull the column shifter into Drive or Reverse, and you’re away. It all works very smoothly, but perhaps the only downside is that while you can pull away within seconds, the infotainment screen takes around 10 seconds to load.
Photos Brad Anderson/Carscoops
Driving the C10 for the first time, I was impressed with the visibility and the smoothness provided by the throttle and brake pedals. However, I was shocked by how remarkably the light steering is in its Comfort setting. You can literally steer the C10 with a single finger. Some may like that, but others won’t. I quickly switched the weight of the steering into Sport mode and much preferred it. Then the chimes started.
Not-So-Safety Systems
Like so many other vehicles we’ve tested from China, some of the C10’s safety and warning systems can become tiresome. For one, the driver monitoring system will start ringing if you look at the central display for a couple of seconds, or even glance in the mirror. I performed an over-the-air software update during my time with the C10 that should have fixed this, but didn’t.
The warnings don’t stop there. There’s an overbearing speed limit warning known as the ‘Intelligent Speed Assistance.’ Plenty of other cars have these warnings nowadays, but most only start ringing when you exceed the speed limit by a certain margin. In the C10, a woman’s voice blares through the speakers, telling you you’ve just exceeded the posted speed limit by 2 km/h. The lane warning and emergency lane warning assistant features are also prone to mistakes, chiming even if you’re right in the center of the lane.
Fortunately, all of these systems can be disabled in the settings, but you’ll have to do it every time you get behind the wheel, which is not ideal. It’s also wise to disable the live traffic setting in the built-in navigation system because if it detects that there’s traffic merging from the left or the right, the woman’s voice returns, nagging you again each and every time.
The Good
Once these systems are disabled, the C10 actually reveals itself to be a very good all-rounder. It has been well damped for a heavy SUV, ironing out bumps valiantly and remaining surefooted regardless of the road surface. I also liked the rear-wheel drive setup, as it means the C10 doesn’t suffer from any of the torque steer of the Kia EV5.
Leapmotor offers Eco, Comfort, Sport, and Custom drive modes, as well as a one-pedal driving. I found Eco to be far too docile, as you really have to plant your foot on the throttle for it to start moving. Sport was my pick. Frustratingly, the one-pedal mode can only be engaged when you’re stopped and place the C10 into Park, so it’s not something you can enable on the fly like in many other EVs.
Cruising around town in the C10 is a delight. It’s whisper quiet at slow speed and feels smaller than it really is. A slight annoyance is that above 70 km/h (43 mph) or so, a faint whistling sound starts to slightly intrude into the cabin, perhaps from the roof rails. But if you’re listening to music, you won’t notice it at all.
Efficiency is good, but certainly not class-leading. Leapmotor quotes 19.8 kWh/100 km, but I averaged 17 kWh/100 km during my time with it. As mentioned, DC charging is below average, topping out at a peak of just 84 kW. But for those who can charge at home, that won’t be much of an issue.
Verdict
Leapmotor does have quite a mountain to climb. It must produce vehicles to not only rival brands within long-standing, and thus much more experienced, Chinese conglomerates but also several legacy automakers. It has, nevertheless, done a good job with this model.
While the range and the charging leave a little to be desired, the C10 does what an EV should. It’s comfortable, easy to drive, spacious, and feels fresh and modern. However, those shopping for a vehicle with personality will be disappointed, as the C10 lacks it. Then again, the same can be said for most EVs these days, as driver engagement is not exactly a priority for either buyers or manufacturers and cars like Hyundai’s Ioniq 5 N are the exception, not the norm.
Porsche’s new Cayenne Electric isn’t short of digital real estate, new spy images reveal.
In addition to the digital gauge cluster, the SUV’s dash has three more touchscreens.
The Cayenne Electric uses the same PPE platform as the Macan Electric, debuts late ’25.
Porsche has recommitted to building combustion cars in response to slower than expected growth in the luxury electric sector, but it’s still got plenty of EVs in the pipes, including the Cayenne Electric that debuts at the back of this year.
These new spy shots give us our best look yet at the first Cayenne EV, including how the Macan Electric’s big brother will look inside. We hope you like screens, because the Cayenne has four of them packed into a dashboard and console that offers plenty of familiar Porsche design cues, but some new ones as well.
More Screens, Fewer Buttons
There are three screens on the upper level of the dashboard, one a curved non-touchable display set back from the main dash that serves as a configurable gauge cluster. Next to that are two touchscreens – one in the center, one above the glovebox – that are housed under a single piece of glass to make it look like one huge display stretches across two-thirds of the interior.
But unlike the Macan, the Cayenne has a fourth tablet-sized touschcreen located lower down on the console, which will presumably handle climate and seat heating/cooling duties. Physical buttons appear to be in short supply, though we can see four toggles that look like they’ll be used for nudging the temperature up and down, and a thumbwheel volume control.
SHProshots
A Porsche Sport Chrono clock sits on top of the dash, a feature that dates back to the introduction of the 997-generation 911 in 2004, and the Cayenne Electric adopts the dash-mounted toggle gearshifter used on all of Porsche’s most recent four-door cars. But the shape of the console is new, a pronounced hump just below the dash possibly making room for a smartphone charging tray underneath.
Familiar Platform, Fresh Execution
This prototype stepped out wearing no bulky disguise and just some fake headlight, DRL and grille stickers to hide the true details of a front end that’s likely to look very similar to the Macan Electric’s. And that’s not all they share. The Cayenne EV isn’t an electrified version of the ICE Cayenne, but is built on a stretched version of the VW Group PPE platform found under the Macan EV as well as Audi’s A6 e-tron and Q6 e-tron.
The Cayenne should borrow some of the Macan’s motors, though it’ll likely skip the RWD versions’s 335 hp (340 PS / 250 kW) unit and kick things off with the 402 hp (406 PS / 300 kW) from the Macan 4. At the other end of the scale a full-house Turbo will easily eclipse the 630 hp (639 PS / 470 kW) Macan Turbo.
Coming in 2026, Starting Around $90K
Watch out for the first zero-emissions Cayenne’s global debut later this year and expect to see the EVs on the street in 2026 priced from around $90,000, though a well-optioned Turbo will probably set you back well past the $130,000 mark.
The camouflage is starting to come off the new Mercedes C-Class EV.
Slated to debut next year, the model will ride on the new MB.EA platform.
The car will likely have a lot in common with the upcoming GLC EV.
Mercedes is working on a facelifted C-Class and they’re also gearing up to introduce a fully electric variant. However, the two models will have little in common besides the name.
Speaking of which, the car will likely be known as the C-Class with EQ Technology. While that’s far from catchy, the model has a fully enclosed grille and a slender central intake. We can also see sweptback headlights, but they’re temporary units that will likely be replaced by starry production lights.
Moving further back, there’s streamlined bodywork and flush-mounted door handles. The electric sedan also has an upward sweeping beltline that echoes the one found on the EQE and EQS. We can also see stylish two-tone wheels and thick side skirts, which help to hide the car’s battery pack.
While spy photographers have caught multiple prototypes over the past year, this one is notable for having a production rear end. It features an angular trunk with an integrated spoiler. We can also see circular starry taillights, similar to those found on the CLA. They’re joined by a rounded bumper that looks rather plain.
Baldauf
Spy photographers didn’t get a good look inside this time, but previous pictures have shown the car will have a high-tech interior that follows in the footsteps of the CLA. This likely means we can expect a 10.25-inch digital instrument cluster, a 14-inch infotainment system, and a 14-inch front passenger display.
While that remains to be seen, the cabin sports a stylish steering wheel and slender air vents. We can also see an in-cabin camera as well as a minimalist design that largely eschews physical switchgear.
SH Proshots
Mercedes has been tight-lipped about the car, but it rides on the new MB.EA platform and will likely have a lot in common with the GLC EV. This means we can expect an 800-volt architecture as well as DC fast charging rates in excess of 320 kW.
Rear- and all-wheel drive powertrains are expected and we can also look forward to a standard heat pump. The car could also have advanced batteries with a special cell chemistry as well as a new braking system that combines the brake booster, master cylinder, and the electronic stability control system into one compact module.
