Mercedes-AMG’s CLA 45 has been spotted in wagon form for the first time.
The compact EV prototype is believed to feature a triple-motor powertrain.
A small electric wing at the top of the rear hatch extends into the air at speed.
BMW’s M division isn’t the only automaker injecting new energy into the performance wagon segment. So is its big rival from Affalterbach, Mercedes-AMG, as these shots of the new CLA 45 shooting brake show.
We’ve already spotted the sedan version of the AMG CLA 45 EV multiple times, plus wagon-bodied, non-AMG variants of the combustion CLA. But this is our first sighting of the hot EV with the long-roof body.
All of those cars, plus some SUV-shaped spin-offs our spy photo teams have yet to track down, are built on the same versatile platform that’s capable of handling combustion and electric powertrains. Hottest of the lot are the 45 EV versions of each body style, which are believed to get a triple-motor setup that delivers at least 500 hp (507 PS / 373 kW).
But it looks like the torque-vectoring motors aren’t the only thing the wagon has in common with its notchback brother. We’ve spied a deployable spoiler on CLA sedan prototypes, but now Mercedes has, ahem, extended the courtesy to the wagon.
The wing at the top of the load lugger’s rear hatch doesn’t look as big as the one on the sedan – which is rumoured to double as an airbrake – or appear to extend as far into the airflow, but there’s no doubt that it’s an active, rather than passive aero device.
Baldauf
We’d normally only expect to see the wing extended at freeway speeds, so perhaps the test driver has pressed a button to manually raise it in this case, or has a track-type mode selected where the wing is permanently poking above the roof.
Other giveaways that we’re looking at the AMG variant of the CLA wagon include the monobloc brake callipers behind the forged alloy wheels at the front. And the blanked grille and lack of tailpipes tell us it’s definitely an EV, though we expect AMG to deliver combustion versions of the CLA, too.
Exactly what engine will power those ICE models remains to be seen. A recent report claimed AMG was ditching the unpopular four-cylinder hybrid engine in the C63, and suggested the entire M139 2.0 engine family, including non-PHEV versions, would be phased out. That could mean the next ICE CLA 45 will get a warmed-over version of the 1.5-liter hybrid powertrain coming to non-AMG CLAs.
The new Xiaomi YU9 will come with a 1.5-liter turbocharged engine and two electric motors.
Xiaomi’s third model may deliver around 400 hp and have a combined range of over 932 miles.
Prices for the new model, codenamed Kunlun, could start at around 360,000 yuan or $50,000.
With the dust yet to settle from the successful launch of its second model after the SU7 sedan, Xiaomi’s momentum shows no signs of slowing down. Already a dominant force in consumer electronics and increasingly a major player in China’s car market, the company has seen surging demand for its latest vehicles.
Just last month, a staggering 289,000 orders were placed for the new YU7 SUV within a single hour. Meeting that kind of demand is no small feat, but Xiaomi isn’t slowing down. Work on a third model is already underway, and a prototype has recently surfaced on China’s social media platform Weibo.
This third model takes a different direction from the SU7 and YU7. Xiaomi’s next vehicle will be a more conventional full-size SUV, positioned to compete with the Li Auto L9 and Aito M9.
A Different Powertrain Approach
Internally codenamed “Kunlun” and currently known as the YU9, it will also move away from the fully electric setups of its predecessors, instead launching with a range-extender powertrain.
According to local reports, the YU9 will come equipped with a 1.5-liter turbocharged engine working alongside two electric motors. CarNewsChina speculates that output could be around the 400 hp mark, with the electric motors alone offering a driving range of more than 124 miles (200 km). Factor in a large fuel tank, and the total driving range could exceed 932 miles (1,500 km). Like Xiaomi’s BEVs, this model may also adopt an 800-volt electrical system, which enables faster charging.
Weibo
The new spy shots show the YU9 prototype will sit much more upright than the YU7 and have a more traditional SUV shape. Camouflage and body cladding hide all the major design elements, including the lights, but it’s likely it’ll retain some of the same identifiable design features of Xiaomi’s other models.
A pair of renderings from Autohome show how the YU9 may look, complete with wraparound LED taillights and sharp headlights similar to the SU7 and YU7. No images of the vehicle’s interior have emerged, but it’s expected to be offered in six- and seven-seat configurations.
Pricing remains unconfirmed, but the YU9 is likely to sit above Xiaomi’s current offerings. Estimates suggest a starting price of around 360,000 yuan, or roughly $50,000, with higher trims potentially reaching just under 500,000 yuan, or close to $70,000.
Kia is preparing to launch a refreshed version of the aging Stonic small crossover SUV.
The updated model will adopt styling cues from Kia’s latest EV design language.
The facelifted Stonic will stay on sale as a gas-powered alternative to the upcoming EV2.
As Europe’s appetite for compact crossovers continues to grow, automakers have to work harder to stand out in an increasingly crowded field. Kia, having already previewed its upcoming EV2 electric crossover earlier this year, is now turning its focus back to a more familiar nameplate. The aging Stonic is next in line for a significant refresh to keep it relevant in the competitive B SUV segment.
Originally launched in 2017, the Kia Stonic shares its platform with the Rio hatchback. It received a light update in 2020 that brought mild-hybrid tech and some modest design details. Now, a more substantial overhaul is on the way to help bring the Stonic closer to Kia’s electric lineup in both looks and tech features.
Familiar Profile, Updated Details
Our spy photographers caught a heavily camouflaged prototype of the 2026 Kia Stonic during development testing in Germany. Up front, it’s fitted with vertically stacked headlights, a hallmark of Kia’s current design language, positioned alongside a newly shaped grille.
From the side, the silhouette remains largely unchanged, suggesting the greenhouse and body panels will carry over. The rear, however, gets a much-needed revamp. New L-shaped LED taillights, reminiscent of those on the EV5, and a redesigned bumper freshen up a tailgate that has seen little change since the model’s debut nearly eight years ago.
The camouflaged prototype of the facelifted Stonic (above) looks very different from the current version (below).
While interior images are not available yet, the updated Stonic will likely gain Kia’s latest digital cockpit, featuring dual screens set within a single housing. Expect a more modern user interface, expanded connectivity options, and upgraded driver assistance systems. The brand will probably offer new upholstery choices as well to help boost appeal.
With the current Stonic nearing the end of its lifecycle, Kia may also take the opportunity to update the chassis to improve overall ride comfort and handling. Under the hood, the mild-hybrid 1.0-liter turbocharged three-cylinder engine is expected to return, potentially with a few tweaks to improve emissions and efficiency.
Kia hasn’t announced when the refreshed Stonic will make its official debut, but it’s expected to arrive in European showrooms sometime in 2026, positioned as a combustion-powered alternative to the upcoming all-electric EV2.
Hyundai is getting ready to unveil a facelifted version of the Stargazer minivan in Indonesia.
The model will gain a redesigned face, featuring H-shaped LED headlights and a wider grille.
Don’t expect big changes under the skin, as it will likely feature a carry-over 1.5-liter engine.
The Hyundai Stargazer three-row minivan was introduced in 2022, borrowing styling cues from the futuristic Staria van. Three years later, the model is ready to receive a mid-lifecycle update, adopting a fresh styling language.
A single teaser from Hyundai Indonesia hints at extensive visual updates that go beyond your typical facelift. Furthermore, a video of a prototype without any kind of camouflage has surfaced online, revealing all details of the exterior ahead of the official debut.
The highlight is the redesigned nose, with a longer and flatter hood resulting in more conventional two-box proportions. The Stargazer swaps the split headlight treatment for an H-shaped LED pattern and a much larger grille. The metal-style trim of the lower bumper is also shaped after the letter “H” on the Hyundai emblem.
The profile is, unsurprisingly, carried over from the existing Stargazer, but the rear end has been redesigned. The LED taillights are smaller than before and no longer triangular. The license plate has been moved from the tailgate to the rear bumper, which also gets a faux metal finish.
Hyundai
The existing Hyundai Stargazer that was introduced in 2022.
The styling updates might slightly affect the exterior dimensions of the Stargazer, which currently stretches to 4,460 mm (175.6 inches). Still, the 2,780 mm (109.4 inches) wheelbase isn’t expected to change. Furthermore, similar changes could be applied to the Stargazer X, which has a raised ground clearance and crossover styling cues.
The interior might benefit from updated technology, following the example of more recent Hyundai models with a larger and better integrated digital cockpit. The family-friendly cabin will still be available in 6- and 7-seater configurations, both arranged in three rows.
According to Hyundai, the updated model was designed “to conquer every tight corner, sudden pothole, and steep incline” that define the roads of Indonesia. This suggests that engineers might tweak the suspension settings, putting a greater focus on comfort.
As for powertrains, the current Stargazer is exclusively available with a naturally-aspirated 1.5-liter four-cylinder gasoline engine that’s good for 113 hp (85 kW / 115 PS). Power is transmitted to the front wheels through a six-speed manual or a CVT. Chances are the facelifted model will use an identical setup.
The facelifted Hyundai Stargazer is expected to debut at the 2025 Gaikindo Indonesia International Auto Show on July 24.
The 2025 CE 04 continues to be powered by a single electric motor with 42 hp.
BMW says the electric scooter can travel up to 130 km (81 miles) on a single charge.
Three versions of the CE 04 will be offered, known as the Basic, Avantgarde, and Exclusive.
The BMW CE 04 has always been an electric scooter unlike any other. For decades, almost all scooters looked merely utilitarian, but when launched in 2021, the CE 04 represented something radical as it looked more like a movie prop than a typical scooter. Now, it has been updated for 2025, and thankfully, the bold design has remained largely unchanged, but some upgrades have been made.
For starters, the CE 04 is now available in three grades: Basic, Avantgarde, and Exclusive. This first is sold exclusively in Lightwhite with a black-grey seat and a clear windshield, whereas the Avantgarde is painted in Gravity Blue metallic matte with Sao Paulo yellow contrasts. Adding to its bold looks are a yellow-tinted windshield, a black and grey seat with yellow and white accents, and a laser-engraved rear wheel.
Then there’s the Exclusive. It is painted in Space Silver metallic and has a more elegant look, complete with a much larger windshield. The Exclusive also comes standard with heated grips and seats, as well as distinctive upholstery.
Mechanically, the 2025 CE 04 is identical to the original. That means it still sports an 8.9 kWh battery driving a single electric motor with 42 hp. A lower-powered version that tops out at 31 hp is also available. BMW says it can travel up to 130 km (81 miles) on a single charge and hit 50 km/h (32 mph) in 2.6 seconds, which is very respectable for a two-wheeler that’s not a sports bike.
Owners using a normal household socket will need to wait 4 hours and 20 minutes to charge the CE 04 fully. Those with access to a 6.9 kW charger can reduce the charging time to 1 hour and 40 minutes for a full charge or 45 minutes to get from 20 to 80 percent.
All CE 04 models can be optioned with BMW Motorrad’s automatic stability control and dynamic traction control systems. There are also three riding modes, ABS brakes, LED lights, and a 10.25-inch display.
Lexus’s LBX Morizo RR Original Edition features a unique paint scheme.
Production is capped at 100 units and sales occur via a lottery in Japan.
The SUV uses a 1.6-liter turbo three-cylinder engine delivering 300 horses.
Sometimes automakers build cars not because they have to, but because they can, and because it’s fun. The Lexus LBX Morizo RR is one such model. The standard LBX is already a solid subcompact crossover, but Lexus decided to give it a serious performance twist by borrowing the 1.6-liter turbocharged three-cylinder engine from the GR Yaris and GR Corolla.
The result is the Morizo RR, a small SUV that balances the punch and agility of Gazoo Racing’s performance ethos with the polish and composure expected from Lexus. Now, there’s an even more exclusive version of Lexus’ punchy rival to the Mercedes-AMG GLA 35 in the mix.
Just launched in Japan, this new variant is called the LBX Morizo RR Original Edition. It sets itself apart from the standard Morizo RR with a distinctive Sonic Chrome paint finish, accented by vivid yellow highlights on the front fascia and brake calipers. The styling closely mirrors the concept version Lexus revealed last year and matches the personal car of Toyota chairman Akio Toyoda.
Extremely Limited Availability
The interior of the standard LBX Morizo RR.
According to a report from Creative311, Lexus will produce just 100 units of the Original Edition, all for the Japanese market. Buyers won’t be able to walk into a dealership and pick one up, as allocations will be determined via lottery.
No pricing details for this model have been announced, but it’ll inevitably carry a premium over the standard model. It does not benefit from any performance upgrades, although you could argue the ‘regular’ LBX Morizo RR is pretty fast as it is.
Powered by a 1.6-liter turbocharged three-cylinder, the Morizo RR pumps out 300 hp and 295 lb-ft (400 Nm) of torque, allowing it to hit 62 mph (100 km/h) in just 5.2 seconds. It is sold exclusively with all-wheel drive and can be optioned with either a six-speed manual or an eight-speed automatic, just like the GR Yaris and GR Corolla.
Unfortunately, Lexus will not sell the LBX Morizo RR in the United States. While American drivers can still opt for the GR Corolla, that’s a hot hatch rather than a crossover, and being a Toyota, its interior doesn’t quite match the upscale look and feel that Lexus brings to the table.
A Porsche 911 GT3 RS and BMW M2 were involved in a horrific crash at the Nurburgring on Sunday.
The Porsche was passing the BMW on a narrow section of track when the accident happened.
Both cars were completely destroyed in the fiery accident but incredibly, the two drivers survived.
Driving on the Nurburgring is one of the most exciting things you can do in a car, but it can also be incredibly dangerous. Though exact numbers are unclear, some people are believed to die there each year, and the Porsche and BMW drivers whose jaw-dropping tangle this Sunday was captured on video were lucky not to add their names to that list.
Footage from inside the Porsche, from trackside cameras and phone video of the aftermath at the crash site, shows how the GT3 RS and BMW M2 Competition were completely destroyed in the accident during a Touristfahrten session where members of the public can turn up and pay to take their car, bike, van or bus around the 12.9-mil (20.8 km) track.
The action starts inside the GT3 RS, which is hauling ass and rapidly approaching the slower-moving, British-registered BMW. The cars are on a narrow section of track and the BMW appears to move to the right as the Porsche closes in, suggesting he’s noticed the faster driver wants to pass.
The Porsche makes a move on a slight curve – we see the red and white curb to the 911’s left – but just as he begins to draw level, the BMW turns into it, effectively performing a cop-style PIT maneuver that sends the Porsche into the barriers to the right. The impact with the barrier slows the out-of-control car, which is then T-boned by the BMW, causing the 911 to exploded in a fireball and catapulting it down the track.
Smartphone video taken after both cars have come to rest shows one of the Porsche’s front suspension uprights, complete with brake disc and caliper, lying on the ground at least 30 m (98 ft) away, whose entire front end bodywork ahead of the front bulkhead has been cut clean off. The BMW is marginally less mangled, but it too has been absolutely annihilated.
Internet opinion appears to be split on who was to blame. Some commenters say the BMW driver is clearly at fault because he cut into the Porsche’s path, others claim the 911 driver was far too aggressive and impatient, and should have waited for a safer place to pass.
There are no prizes for being fast on a tourist session, so though it can be frustrating to ease back on the right pedal when you come across a slower car, there’s nothing really lost in taking a beat. There’s such a mix of experience and abilities at the Ring that being cautious is the smart approach.
Both drivers are reported to have survived the incident, but their cars weren’t so lucky. Although the Nurburgring is technically a toll road, most insurance policies specifically void cover on it due to the risk, meaning the drivers might have to swallow the whole cost to replace their cars themselves. And that’s not the only bill they’re facing.
The company that operates the Nurburgring will also be sending them a large bill for the damage caused to the Armco barriers. Who do you think was at fault here? Drop a comment below and let us know.
Man reportedly impersonated a California attorney to buy a $218,000 Porsche in Utah.
Police say that presented a fraudulent $100,000 cashier’s check that later bounced.
Charges include theft by deception, communications fraud, identity fraud, and forgery.
There are no shortcuts to walking into a Porsche dealership and leave with the keys to a new car; you simply have to pay up. Or at least how things are supposed to work, but as with every rule, there’s always at least one exception. Cue a 55-year-old man in Salt Lake City, Utah, who managed to find a way and purchased a six-figure Porsche while claiming to be someone else. Now, he is facing a slew of charges and is being actively pursued by police.
In August 2023, it’s alleged that Robert Wesley McCorkle bought an unspecified Porsche model worth $218,000 from a Salt Lake City dealership. At the time, he claimed to have been an attorney from California who had just flown in to purchase the car.
Charges filed against the man allege that he presented fraudulent identification with the photo and personal information of the Californian attorney he was impersonating. He is also claimed to have forged the attorney’s signature on a purchase contract and presented a fraudulent cashier’s check for $100,000. McCorkle then left the dealership with the car, committing to finance the remaining balance.
Not His First Rodeo?
Of course, the fake check didn’t clear. As investigators looked into the case, Salt Lake City police discovered that McCorkle is also a suspect “in two similar incidents” in Nevada, suggesting this may not have been his first attempt.
Charged
Earlier this week, he was charged in 3rd District Court with theft by deception, communications fraud, and identity fraud, all of which are second-degree felonies. He was also hit with forgery, which is a third-degree felony, KSL reports. Police are now seeking an arrest warrant for him.
This isn’t the only recent case we’ve heard about someone walking away with the keys to a Porsche by using a fake check. In early June, police in Georgia reported that a 19-year-old had deposited five counterfeit checks totaling $545,770.97 into his Synovus Bank account before using some of the money to purchase a Porsche. So, there are ways to get your dream car even if you can’t afford it – but we would advise you to steer clear of them if you don’t want to spend time behind bars.
The compact car market isn’t what it used to be, but that hasn’t stopped a few standout models from making a serious impression. Among them, the Kia K4 has emerged as a surprise hit. For the Korean brand, it’s a case study in how thoughtful design and smart packaging can still win over buyers in a segment many have written off.
This is a small sedan with big personality. It takes styling cues and design elements from Kia’s larger models, like the EV9 and Sorento, and scales them down into something much more grounded – literally.
It represents the smallest sedan on sale from Kia and is one of the smallest cars available from the brand’s range, which includes the Seltos and Soul. Despite its diminutive size, it’s a smash hit with 63,970 sales in America from January 1 through all of May. That’s approximately 423 sales per day.
No doubt, some of that comes from its low sub-$24,000 starting price. Our test car, the GT-Line Turbo, is as nice as it gets and has an MSRP of $31,445 after destination and handling. That’s on par with most rivals and sits within a few percent of the top and bottom prices of most.
That said, this little sedan is outselling the EV9, Niro, Soul, and K5 combined. During the first quarter, it outsold the Mazda 3, Toyota Prius, and Toyota Camry, and is way ahead of all of Volkswagen’s passenger cars added up. In short, it’s proving that small sedans can be a big hit even when they’re not named Civic.
Quick Facts
› Model:
2025 Kia K5 GT-Line Turbo
› Price:
$31,445 including destination
› Dimensions:
4,710 mm (185.4 in.) Length 1,850 mm (72.8 in.) Width 1,435 mm (56.5 in.) Height 2,720 mm (107.1 in.) Wheelbase
› Curb Weight:
1,400–1,530 kg (3,086–3,373 lbs)*
› Powertrain:
1.6-liter turbocharged four-cylinder
› Output:
190 hp (141 kW) 195 lb-ft (264 Nm)
› Transmission:
Eight-speed automatic
› Fuel Economy:
26 City / 33 Highway / 29 Combined*
› On Sale:
Now
*Manufacturer
SWIPE
How is it that such a small, somewhat strangely styled sedan/hatchback can be so popular? It’s not as if the K4 name has a rich history, and thus a strong following, after all. To find out, we tested one for a full week. We shuttled groups of adults in it, settled in for long highway miles, and piloted it around cityscapes to figure out what it was all about. In the end, there’s no denying: this is one competent little car worthy of every sale it makes.
Let’s kick things off where most buyers meet the K4 first – its styling. We showed you the K4 before its official unveiling at the New York Auto Show and called it a design so strong that it made the outgoing Forte it replaced look weak. Dubbed ‘twist logic’ by Kia, the theme blends cues from different products and defies convention.
The fenders are angular with hard creases. The lighting is sharp and up front and pays homage to the automaker’s ‘Tiger Nose’ grille treatment. The rear three-quarter view is dominated by a thick, aggressively vertical D-pillar and curt tail lights that mimic the front-end design. The rear overhang is gigantic, but this results in a benefit we’ll discuss later.
Throughout the week of driving it, strangers and friends alike remarked about it. The design stands out. It feels futuristic, fresh, and engaging. Is it beautiful? No, but it does get noticed. Put shortly, this is a striking car that commands far more attention than its MSRP would have you believe.
Perhaps the only forgettable thing about the K4 is the way it drives. Our GT-Line Turbo trim sounds it should be fun, but in reality, it’s maybe the biggest miss of the modern Kia GT family. It makes 190 horsepower (141 kW) and 195 lb-ft (264 Nm) of torque from a 1.6-liter turbocharged four-cylinder and sends it to the front wheels only via an eight-speed automatic.
That combination isn’t too far afield of the Honda Civic Si, but it doesn’t feel anywhere close to that. The K4 is just far more numb and lazy from the driver’s seat. The chassis itself is fine. It handles quite flat through corners, it’s easy to see out of, and in manual mode, the transmission is quick to follow prodding from the paddle shifters.
Sadly, outside of that aggressive setting, the K4 feels a bit dopey. The gearbox is very slow to change down, the throttle isn’t particularly crisp or reactive, and the steering is generally numb.
On the other hand, it’s easy to drive and the suspension is comfortable and not overly stiff. It’ll get you anywhere you need to go, and it’s easy to place in a lane or in a tight parking lot, but the whole experience is rather mundane unless you’re intentionally pushing it hard.
While performance might not be the forte of the K4, fuel economy is a strong suit. Despite driving this little sedan with some gusto throughout the week, it achieved 29.2 mpg combined. That’s right in line with the EPA estimate of 29. Those who spend time on the highway more often can expect up to 33 mpg, while city-dwellers should achieve up to 26 mpg.
Would Kia benefit from offering a hybrid version? Certainly, but it’s still working to build out the K4 ecosystem. It’ll probably happen down the line.
Attention-Grabbing Interior
Photos Stephen Rivers / Carscoops
This is where the K4 makes its biggest impression, which is saying a lot given its exterior styling. The cabin isn’t what we’d call luxurious or lavish, but it’s an example of placing emphasis where it matters most.
Greeting occupants is an angular design full of personality. The steering wheel is semi-squared off. The spokes within it look almost aeronautical in nature. In the midst of the center spoke is a drive mode selector like you’d find on a proper high-end sports car. Are these gigantic shifts in design language? No, but they add a bit of character.
The center console and dash continue the same theme of being interesting rather than basic. Occupants get access to a complete set of physical buttons and switches to control the climate. We are so happy to see Kia move away from its dual-personality HVAC/Media touch controller here.
On top of that, the dash design itself is clean and attractive with an angular crease on the passenger side that mimics the exterior design. Even the seats have a pseudo futuristic appearance with two-tone upholstery and what look almost like floating headrests. Build quality throughout is good despite the fact that it’s clear that some of the materials aren’t exactly top-notch.
The infotainment system and gauge cluster are the same dual 12.3-inch display setup we’ve seen time and time again in Kia, Hyundai, and Genesis products. As is the case in those other cars, the system is easy to navigate and intuitive, and Android Auto and Apple CarPlay connectivity is standard and reliable.
We especially like the blind-spot camera displays that pop up in the gauge cluster when the turn signal is on. The sound system is crisp but, despite eight Harman/Kardon speakers, it’s not as full or well-rounded as we’d like. Standard features we appreciate include adaptive cruise control, lane-keep assist, and forward collision avoidance.
The rear seats might be as big a story here as anything since they’re genuinely spacious. Three adults in the back might find shoulder and hip room a bit tight, but headroom and legroom are great. Carrying four adults in this car is a breeze over long distances.
During our testing, we carried that many over 15-20 miles at a time without any complaints. Rear seat occupants get storage cubbies in each door and one small one between the front seats. Power ports and rear seat ventilation are also standard on the GT-Line.
Finally, let’s talk about cargo space because the K4 is among the leaders here. The long overhang we mentioned earlier contributes in a large way. It helps the K4 offer 15 cubic feet of storage without sacrificing cabin space.
In fact, it allows the Kia to match Honda’s Civic in terms of cargo volume while offering slightly more headroom and legroom in the back seat, too. In addition, the rear seats fold down to provide even more cargo flexibility. A real space-saver spare sits beneath the load deck.
Competition
The biggest competition in this space is the Honda Civic. In terms of sales, it’s the far and away winner, hitting triple digits already this year. Frankly, it’ll be hard for any brand to kick Honda off the top rung here. The Civic is a household name, and Honda has used that reputation to the fullest.
It certainly helps that i’s available with a humble 2.0-liter gas-only engine, a hybrid setup, or even in super-hot Type-R guise. Pricing is similar to the K4, and Honda offers both a sedan and a hatchback, giving buyers more options. Put simply, the Kia has a lot of work to do to meet and beat Honda at what is essentially its own game at this point.
It’s also worth noting that the Toyota Corolla offers many of the same benefits one will get with the Civic. The Nissan Sentra is a sneaky entry here, too, and, through the first quarter, was outselling the K4. There’s reason for hope if you’re a Kia fan, though. As we already outlined at the outset, the K4 is selling incredibly well. Mazda, Volkswagen, and Subaru are far behind.
Before disembarking, we need to highlight the warranty coverage. No question, Kia and Hyundai Motor Group have at times garnered criticism for their warranty practices. Nevertheless, a 10-year powertrain warranty on the powertrain means that buyers should have a high degree of confidence in the K4.
On top of that, the entire car gets a five-year or 60,000-mile limited warranty. Nobody in this market, save for sister brand Hyundai, comes anywhere close to that. Some, like Honda, do offer complimentary maintenance, so that’s worth considering. That said, the value proposition available in the K4 is very hard to beat.
Final Thoughts
The K4 has done its part in putting small sedans back on the map. It’s a comprehensive offering aimed squarely at modern drivers with the things they seem to value most. Over 400 buyers a day on average this year proves that point. Here’s to hoping that the K4 Wagon helps kick off a revival of that form, too, though with that bodystyle being much less desirable among customers, we don’t expect it to be such a big sales hit.
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
SWIPE
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.
