The second-generation iX3 is one of BMW’s most important new models in recent memory. It introduces an all-new design language and becomes the first EV to feature the brand’s sixth-generation batteries and electric motors. Still, like any new car, much of its success will ultimately depend on the price tag.

In the United States, we know it’ll start at around $60,000, but final details have yet to be announced. In Australia, however, pricing has now been locked in. The dual-motor iX3 50 xDrive will start at AU$109,900 ($77,600), which makes BMW’s latest EV look surprisingly competitive.

Read: BMW iX3 Has A 360 Camera, But You’ll Pay Monthly To Use It

It undercuts several key rivals, including the Polestar 3 (AU$116,700 / US$82,500), Audi Q6 e-tron quattro (AU$122,500 / US$86,600), Genesis Electrified GV70 (AU$132,800 / US$93,900), and Porsche Macan 4 (AU$134,400 / US$95,000). It is also just AU$5,000 ($3,500) more expensive than the previous-generation iX3 was in flagship form, back when it used a single electric motor.

The base price, however, is up AU$18,900 ($13,300) compared with the previous base iX3, which admittedly had a smaller battery pack, produced just 281 hp (210 kW) from its rear-mounted motor, and offered a quoted range of 286 miles (460 km).

By comparison, the new iX3 50 is available only with a pair of electric motors delivering 463 hp (345 kW) and 476 lb-ft (645 Nm) of torque. It also features a much larger 108 kWh battery pack that supports DC charging speeds of up to 400 kW and offers a range of up to 500 miles (805 km) on a single charge. The dash to 62 mph (100 km/h) also comes in just 4.9 seconds.

Options Can Quickly Add Up

While the new model’s starting price is very competitive compared to European rivals, it will rise significantly once shoppers start ticking off a few options. For example, any color other than the standard Alpine White paint is a AU$2,000 ($1,400) option, or AU$6,000 ($4,200) for the Frozen Space Silver.

Wheel upgrades add further to the tally. The 21-inch wheels cost AU$2,500 ($1,700), 22-inch aerodynamic wheels add AU$5,300 ($3,700), and 22-inch M light-alloy wheels come in at AU$7,700 ($5,400). Buyers can also add an AU$3,500 ($2,500) M Sport Package Pro, AU$4,000 ($2,800) Black Bicolor or Adelaide Grey Bicolor interior finishes, and even a white leather steering wheel priced at AU$300 ($212).

Porsche is marking 75 years in Australia with a quartet of bespoke models inspired by some of the country’s most recognizable landscapes. Consider it both a birthday celebration and a (costly) reminder that Porsche’s customization department can turn just about any idea into paint, leather, and expensive options.

Debuting at the Australian Grand Prix in Melbourne this weekend, the collection spans the Panamera, Taycan, Macan, and Cayenne, highlighting the customization possibilities offered by Porsche Exclusive Manufaktur and the Sonderwunsch program.

More: When Porsche’s New EV Concept Gets Dirty, It Needs A Deckhand, Not A Detailer

Interestingly, these are far from being strictly one-off specials. Customers can actually recreate the same specifications through Porsche’s official configurator, assuming they are willing to spend enough time clicking through options and, of course, paying for them.

Go North With The Panamera

The first model is based on the Porsche Panamera 4 E-Hybrid, finished with a livery inspired by the rainforests of Queensland and the Northern Territory. The exterior wears Emerald Green Metallic paint, paired with Neodyme 21-inch wheels and bright Acid Green accents on the brake calipers and hybrid emblems.

More: Porsche’s Panamera Is Crushing The Taycan EV, Now The 2028MY Wants To Squeeze Harder

Inside, the Club leather upholstery comes in Espresso with Night Green stitching, Neodyme accents, and Eucalyptus wood trim. The sedan also receives illuminated scuff plates with “Go North” lettering, a matching key, and 75th anniversary floor mats. For added practicality, it is also fitted with the optional Porsche Performance roof box, just in case the rainforest theme inspires an actual road trip.

Go East With The Taycan

The second model is based on the electric Taycan 4S Cross Turismo. Drawing inspiration from the surf culture of Australia’s Pacific coast, places like Noosa, Byron Bay, Newcastle, and Sydney, it wears an Ipanema Blue Metallic finish. The high gloss black 21-inch alloy wheels feature Crayon aero blades meant to evoke coral formations, while the Glacier Iceblue daytime running lights mirror the irises of the Pacific Blue Eye fish.

More: Porsche’s Most Extreme Taycan Yet Exists For A Very Personal Reason

The beach theme continues inside the cabin, where a mix of Black and Crayon leather echoes what Porsche describes as “the warm sands and shade of Australia’s eastern beaches.” References to the sea show up in the Dark Night Blue leather seat inserts and the Speed Blue stitching. The EV is also fitted with a panoramic roof featuring Variable Light Control, aluminum roof rails, a bespoke key, and illuminated scuff plates.

Go West With The Cayenne

The first SUV of the group is based on the V8-powered Cayenne S and draws inspiration from the vast open spaces of Western Australia’s Outback, terrain that dates back around 4.4 billion years. The exterior is finished in Ipanema Brown Metallic, paired with white decals and silk gloss black 22-inch alloy wheels.

More: Porsche’s Mega SUV Drops EV Plan For V8 Power And An Audi Link

The model is fitted with the optional Off-Road package, which adds rock rails, skid plates, extra underbody protection, and even a compass mounted on the dashboard, presumably for when the road disappears altogether. It also gets aluminum roof rails carrying a roof box.

Inside, Black leather is paired with Bordeaux Red inserts meant to echo indigenous rock formations. Like the other special editions, it also receives unique floor mats, keys, and illuminated scuff plates.

Go South With The Macan

The final car in the set is the fully electric Macan 4S, styled as a tribute to the southern coastlines of Victoria, South Australia, and Tasmania. Its Gold Bronze Metallic paint is meant to mirror the cliffs along the Great Ocean Road, while the 22-inch RS Spyder wheels, finished in Vesuvius Grey, nod to the region’s rugged stone formations.

More: A 92-Year-Old Bought His First Porsche, Now He’s Already Planning His Second

The electric SUV also gets the Off-Road Design package, which brings Vesuvius Grey skid plates into the mix. Glacier Blue accents appear in the Matrix LED headlights and along the taillight strip. Inside, the cabin references South Australia’s volcanic landscapes with Black and Chalk Beige leather, punctuated by orange highlights across the seat centers, seatbelts, door cards, and dashboard.

Curiously, Porsche Australia’s 75th anniversary collection arrives without a 911. Still, when the theme revolves around the four cardinal directions, the math rather limits your options.

Porsche Australia

The all-electric Lexus UX 300e has quietly shuffled off the UK stage, five years after it first plugged in, and this is not just a local goodbye. Its exit is part of a wider wind-down across several global markets. The model’s demise means Lexus no longer has a small, relatively affordable EV available, and there’s no word on whether anything is in the works to replace it.

UK media first spotted that the UX 300e had vanished from the brand’s online configurator, which naturally sparked a round of speculation. Lexus soon confirmed the car had been removed from sale in late 2025.

Read: Lexus Can’t Even Pretend To Care About The 2026 UX

Lexus offered no detailed explanation for pulling the plug, reports Auto Express. Slow sales seem the obvious culprit, coupled with the fact that the car was beginning to feel its age. Fewer than 3,400 examples were sold in Britain from launch to the end, which is not quite the breakout success you would hope for in a rapidly expanding EV market.

Never That Impressive

The regular UX soldiers on and is still a decent, if aging, option. The UX 300e, though, felt compromised from day one. Its 54.3 kWh battery delivered a rated 186 miles (300 km), which was underwhelming even at launch and quickly became difficult to justify. Then there was the CHAdeMo connector, once championed by the first-generation Nissan Leaf but now largely sidelined by the rest of the industry. Not a great combination if you were hoping for future-proof.

The UK isn’t the only market where the UX 300e has recently been cancelled. In mid-2025, it was also pulled from sale in Australia, likely also due to slow sales. It was also very expensive, starting at AU$80,720 ($56,500) and topping out at AU$88,190 ($61,800), making it more than AU$30,000 ($21,000) more expensive than some new Chinese rivals that offer similar levels of luxury and refinement but better driving ranges and charging speeds.

As Autoblog reported, the same pattern has played out elsewhere, with the electric version being discontinued across parts of Europe and Japan without much fanfare.

The demise of the UX 300e leaves the larger RZ as Lexus’s only current EV. The Japanese firm is planning other EVs, most notably its own version of the new Toyota Highlander, positioned as a large, expensive three-row SUV.

Pupil transportation is one of the most visible ways a nation demonstrates its commitment to education. Every school day, millions of students travel from home to classroom using systems designed not only for efficiency, but for safety and equity. While Australia and the U.S. share similarities as large, developed, federal nations, their approaches to pupil transportation reflect important structural and cultural differences. 

By examining governance, fleet design, funding models, rural challenges, and safety standards, it becomes clear that both countries aim for the same goal—safe and reliable access to education—but achieve it through different methods.

Both Australia and the U.S. operate under federal systems of government but differently distribute the responsibility for pupil transportation. In the U.S., pupil transportation is primarily managed at the local school district level. States establish regulatory frameworks, and federal safety standards govern vehicle manufacturing. However, day-to-day operations—routing, hiring drivers, maintaining fleets—are typically handled by individual districts or contracted providers. This creates a highly localized system, where policies can vary significantly from one district to another.

In Australia, pupil transportation is largely administered at the state and territory level rather than by individual school districts. States such as New South Wales, Queensland, Victoria, and Western Australia design and oversee their own school transport assistance schemes. The federal government plays a minimal operational role. This state-centered approach results in more centralized control within each state, even though policies differ between states.

What’s Different with Pupil Transportation?

The key difference is the scale of control. U.S. decisions are often made at the district level. Australian decisions are typically made at the state level. Both models allow flexibility, but Australia’s approach tends to create more uniformity within each state.

Perhaps the most recognizable feature of American pupil transportation is the yellow school bus. The U.S. yellow bus is a national symbol. Nearly every public school district operates dedicated fleets painted in a standardized shade of yellow. Strict federal safety standards regulate construction, and compartmentalized seating design has been central to American school bus safety philosophy for decades.

Australia does not have the same universal yellow bus requirement. School buses in Australia may be white, yellow, or another color depending on the contractor or region. While clearly marked as school services, they do not carry the same nationally standardized appearance as American buses. This reflects a difference in cultural identity. In the U.S., the yellow bus represents childhood and public education. In Australia, school transportation is more functionally defined than symbolically branded.

Another major difference involves seatbelt policies. In Australia, seatbelts are common in school buses and often required in newer vehicles. In contrast, large American school buses traditionally rely on compartmentalization rather than seatbelts, although seatbelt requirements are expanding in some states. These differing design philosophies reflect variations in regulatory priorities and historical safety research.

One of the clearest contrasts between the two systems is how they interact with public transit. In the U.S., pupil transportation is generally separate from public transportation systems. School buses are dedicated vehicles serving only students. Even in large cities, districts often operate independent fleets rather than relying on municipal transit systems, though some districts do provide older students with transit passes.

In Australia, especially in urban areas, students frequently use public bus, train, or tram systems. Discounted or free student travel passes are common. Rather than maintaining fully separate fleets in metropolitan areas, Australia often integrates students into existing public transport networks.

This integrated approach can increase efficiency and reduce duplication of services. However, it also means that student riders share space with the general public. The American model, by contrast, prioritizes separation and controlled environments for school-aged passengers.

What’s Similar with Pupil Transportation?

Both nations face significant rural transportation challenges due to their size and geography. In the U.S., rural districts may cover hundreds of square miles, with students traveling long distances on highways and country roads. In states such as Montana or Texas long travel times are common.

Australia faces similar challenges, especially in remote outback regions. In some parts of Western Australia or Queensland, students may travel extremely long distances to reach school. However, Australia often applies strict distance-based eligibility rules. Students must live beyond a minimum distance from their nearest appropriate school to qualify for subsidized transportation. Families living closer may be responsible for arranging their own transport.

In contrast, many American districts provide transportation to all eligible students within the district, even if they live relatively close to school. The U.S. model often prioritizes broader access, while Australia’s system focuses on distance-based need.

In extremely remote parts of Australia, boarding schools are sometimes used as a practical solution due to travel distances. While boarding options exist in the U.S., they are far less central to the public education system.

Funding structures also reveal differences. In the U.S., transportation funding varies by state and is often supported by local tax revenue. This can lead to disparities in fleet age and service quality between wealthier and less affluent districts.

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Related: Pupil Transportation Around the World: A Comparative Look at U.S., Germany
Related: Pupil Transportation Around the World: A Comparative Look at the U.S. and Colombia
Related: Pupil Transportation Around the World: A Comparative Look at the U.S. and India
Related: What Differs Between Pupil Transportation in the U.S. and the U.K.?

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Australia typically funds pupil transportation at the state level. Many routes are operated by private contractors under government agreements. Rather than school districts owning large fleets, governments often contract services to private bus companies. This contractor-based system requires strong oversight to ensure compliance and safety standards.

The American system uses a mix of district-owned fleets and contracted providers. However, district ownership remains more common in the U.S. than in Australia.

Both countries prioritize safety, but enforcement structures differ. In the U.S., strict stop-arm laws require motorists to stop when a school bus is loading or unloading students. Violations can result in significant fines. This legal framework reinforces the protective environment surrounding the school bus.

Australia does not use the same stop-arm system in most regions. Instead, safety relies more heavily on general road rules, bus signage and public awareness. The American stop-arm system creates a highly visible and enforceable protective zone around students.

Despite these differences, Australia and the U.S. share core principles. Both aim to provide safe, reliable transportation that supports equal access to education. Both must manage long distances, rural isolation and funding constraints. Both rely on regulated driver accreditation and vehicle inspection systems.

The primary differences lie in structure and philosophy. The U.S. emphasizes a distinct, symbolic and highly regulated dedicated school bus system. Australia emphasizes state-level coordination, contractor delivery and integration with public transit.

In the end, both systems reflect national priorities and geography. Whether through the iconic yellow bus traveling down an American suburban street or a state-contracted bus crossing the wide landscapes of the rural Australian Outback, pupil transportation remains a vital link between home and classroom. Each country has developed a model suited to its environment, but both share a common mission: ensuring that distance does not prevent opportunity.

Watch for the next article in this series as we travel to another continent-sized country – Brazil.

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Bret E. Brooks is the chief operating officer for Gray Ram Tactical, LLC, a Missouri-based international consulting and training firm specializing in transportation safety and security. He is a keynote speaker, author of multiple books and articles, and has trained audiences around the world. He can be reached at BretBrooks@GrayRamTacticalTraining.com.

The post Pupil Transportation Around the World: A Comparative Look at U.S., Australia appeared first on School Transportation News.

Electric vehicles make up just over 8 percent of new car sales in Australia, so they are hardly dominant. Yet the competitive noise has increased dramatically in recent years, thanks largely to a surge of new Chinese brands. Hyundai’s counterpunch is the Elexio, its latest EV and one aimed squarely at that fast-growing crowd.

The Elexio is unlike any other electric Hyundai so far. Crucially, it was not developed entirely in-house, but rather brought to life through its joint venture partnership with BAIC Motors.

Review: The 2026 Ioniq 9 Calligraphy’s Biggest Threat Is Hyundai Itself

This means it is built in China, tapping into the country’s vast manufacturing scale and efficiency, paired with the engineering experience and brand weight of a legacy player like Hyundai. When it was revealed last year, it looked set to remain a China-only model. Instead, it has now landed in Australia, and we were among the first to get behind the wheel earlier this month.

QUICK FACTS

According to Hyundai, the Elexio has been designed to neatly slot between the Kona EV and Ioniq 5 in its line-up, serving as an all-electric alternative to the Hyundai Tucson. It’s Hyundai’s answer to popular competitors like the Tesla Model Y, Kia EV5, BYD Sealion 7, and Xpeng G6, and this is reflected in the price.

Can It Compete On Price?

Hyundai Australia

Two versions will be offered: the base Elexio and the flagship Elexio Elite. Prices for the base version will start at AU$58,990 (US$41,900) before on-road costs, while the Elite will be priced from AU$61,990 (US$44,000). However, the Elite will be available for AU$59,990 (US$42,600), including all on-road costs, in a limited-time deal running until the end of March.

Hyundai is predicting big things for the Elexio and expects it to be its best-selling EV in Australia. Achieving this won’t be easy. The Kia EV6 undercuts the Elexio at AU$56,770 (US$40,300), the Tesla Model Y Premium is available from AU$58,900 (US$41,800), and the BYD Sealion 7 Premium is available from AU$54,990 (US$39,000). The superb Zeekr 7X also undercuts it at AU$57,900 (US$41,100).

Big Battery, Modest Charging Speeds

So, what do you get for your money in the world of the Elexio? Like Hyundai’s Ioniq models, and unlike the Kia EV5, the Chinese-built Elexio uses the familiar E-GMP platform. However, it doesn’t have an 800-volt architecture like the Ioniqs, instead using a 400-volt system.

With this in mind, charging the battery pack 10-80 percent on a 150 kW charger, with peak speeds in the mid-120s, will take 38 minutes. This is slightly slower than the Kia EV5, which takes 36 minutes, but whereas it has a compact 64.2 kWh battery, the Hyundai has a much larger and more practical 88.1 kWh unit.

This battery powers a front-mounted electric motor with 160 kW (215 hp) and 310 Nm (236 lb-ft). Hyundai quotes a combined efficiency of 18.2 kWh/100 km, which is okay, but certainly not class-leading.

A Digital-First Cabin

Photos Brad Anderson/Carscoops

We only sampled the Elexio in flagship Elite trim, so first impressions came fully loaded. Stepping into the cabin for the first time, it is immediately clear this is not your typical Hyundai interior.

Dominating the interior is a massive widescreen 27-inch display, encompassing both the central infotainment display and a display for the passenger. This screen houses Hyundai’s new Connect-C infotainment system and runs on Android Automotive with a powerful Snapdragon 8295 processor and Unreal 3D graphics engine.

While there are several cars on sale in China with a similar passenger and infotainment screen, this is one of the first implementations of a display like this in a Western market. It looks great, providing excellent colors, clarity, and response. However, it’s not particularly practical to use, especially when you’re driving.

Photos Brad Anderson/Carscoops

I am quite tall with long arms, yet adjusting the climate controls or digging into vehicle settings on the move meant leaning forward and stretching almost to the limit. It should not feel like a light workout just to change the temperature. The more traditional screens in other current Hyundai models are much easier to reach, as are the tablet-like displays found in many of the Elexio’s rivals.

Read: Hyundai’s New EV Costs Over Twice As Much In Australia As In China

On the plus side, the new Connect-C system is good and is far more modern than Hyundai’s outgoing software. It has a much smartphone-like layout with convenient shortcuts on the driver’s side.

In a Hyundai first, a traditional gauge cluster has been replaced by a head-up display. In photos, it doesn’t look like a HUD at all, but rather a physical cluster positioned at the base of the windshield. In reality, it is a true head-up display, albeit it projects onto a small black area of the windshield, providing better contrast than HUDs that project onto normal glass.

The obvious downside of this is that if you chip or crack the windshield, you probably won’t be able to buy a generic HUD-compatible replacement, but rather need one from Hyundai with this black element.

Quality And Space

Disappointingly, neither Elexio model has a panoramic glass roof, which is common in electric SUVs at this price point, nor a frunk, even though there’s plenty of space for one.

How Does It Drive?

Photos Brad Anderson/Carscoops

Driving the Elexio revealed that it is a solid performer, and it does some things well. However, it fails to stand out from the competition and could benefit from some tweaks to lift it to a new level.

As any EV should, the Elexio’s powertrain is smooth and quiet, providing more than enough grunt for everyday driving duties, whether that be in urban settings or on the highway.

Review: Why Kia’s New EV5 SUV Makes More Sense Than A Model Y

With 160 kW (215 hp) and 310 Nm (236 lb-ft), the Elexio has exactly the same power as the front-wheel drive Kia EV5. Crucially, it doesn’t suffer from the same horrible torque steer that the EV5 does. In fact, there’s no torque steer whatsoever, which is a great thing. However, like the EV5, the Elexio does love to spin up its inside front wheel should you get greedy with the throttle and play around with the traction control.

Efficiency is not so good. After several stints behind the wheel of the Elexio, we averaged 19.5 kWh/100 km, which is quite poor, particularly given that we averaged 20.5 kWh/100 km in the Sealion 7 Performance, and it has an extra 230 kW (308 hp) and 380 Nm (280 lb-ft) of torque.

Like other Hyundai and Kia EVs, the Elexio has paddle shifters behind the steering wheel to adjust the level of brake regeneration, which is something every EV should have. I spent most of my time in the one pedal i-Pedal mode, with it bringing the SUV to a smooth and predictable stop every time. The transition between the mechanical brakes and the regen is also imperceptible, so kudos to Hyundai for that.

The brand says that, like most of the cars it sells in Australia, the Elexio has been specifically tuned for local roads by teams of engineers from South Korea. I was pleasantly surprised with the Elexio’s ride, finding it to be comfortable and softer than many other EVs, which can be too firm and harsh over bumps.

Software Still Finding Its Feet

Photos Brad Anderson/Carscoops

In addition to tweaking the suspension for Australia, Hyundai insinuated during a press briefing that the Elexio’s advanced driver assistance system have also been set up for local conditions. Despite this, further refinements are needed.

During long highway jaunts, there were several instances when the lane-keeping assist and lane-centering functions failed to recognize clearly-marked lines, causing it to slowly drift into adjacent lanes. In addition, I experienced some slow ping-ponging between lane markings. This is odd as the dozens of other Hyundai and Kia models I’ve tested in recent years all have great lane-keeping systems, keeping you locked in the center of the lane on well-marked highways.

Review: 2026 Zeekr 7X Performance Is Proof That Tesla Isn’t The Benchmark Anymore

In addition, there was an instance where I had the adaptive cruise control enabled on a 100 km/h (62 mph) country road when suddenly, the Elexio suddenly braked to 75 km/h (47 mph) despite there being no object or car in front of me. I suspect the large semi-truck traveling in the opposite direction in the lane next to me fooled the system.

Like so many other new cars built in China, the Hyundai Elexio’s driver monitoring system is overactive, ringing the moment you yawn or take your eyes off the road. Additionally, turning it offer requires multiple steps through the menu, which is frustrating.

Verdict

Photos Brad Anderson/Carscoops

The Hyundai Elexio is definitely better than the Kia EV5, which has quickly gained popularity in Australia and is the best-selling EV from a legacy brand in the local market. With this in mind, there’s a good chance that the Elexio should also sell well for Hyundai, and it’ll likely attract many shoppers who were previously interested in the Kona EV or Ioniq 5.

However, it may be prudent for buyers to exercise some patience before getting an Elexio. Earlier this year, Hyundai slashed prices of the Inster by AU$7,288 ($5,200), and reduced the Kona Electric by more than AU$13,000 ($9,200). If internal sales targets are missed, similar price adjustments for the Elexio would hardly be surprising.

Just as importantly, Hyundai’s latest EV still needs a few software refinements, particularly to its ADAS, before it feels like the clear choice in an increasingly crowded segment.

Photos Brad Anderson/Carscoops

Range extenders are enjoying a bit of a renaissance at the moment. Early examples like the Chevrolet Bolt and BMW i3 gave the world a preview of what these powertrains were capable of, but they largely fell out of favor in the middle of the last decade as carmakers shifted their focus to fully electric models.

Review: Before You Buy A Small SUV, Look At Kia’s 2026 K4 Turbo Hatch First

Things have changed. Thanks in large part to several major Chinese manufacturers, range-extender EVs are becoming more common and are even being adopted by legacy brands like Ford and Hyundai. Last year, Leapmotor, Stellantis’ Chinese partner brand, joined the movement by adding a range-extender option to its mid-size C10 SUV, and we had the chance to live with it over the Christmas period.

QUICK FACTS

In markets where charging infrastructure is still patchy and long-distance driving is simply part of life, the range-extender idea holds up. You get the smooth, instant response of an EV without planning your schedule around charging stops.

On paper, the C10 REEV arrives at the right moment, pitching itself as sensible rather than compromised. In reality, while the powertrain delivers on that promise, the experience is undercut by a collection of nagging tech issues that chip away at its appeal.

What Changes With The REEV?

Photos Brad Anderson/Carscoops

The first Leapmotor I tested last year was the regular C10 EV, equipped with a 69.9 kWh battery and a rear-mounted electric motor with 215 hp and 236 lb-ft (320 Nm). The C10 REEV is quite a bit different.

Review: I Drove Stellantis’ Chinese Electric SUV That Rivals Tesla For Just $30K

Under the hood sits a 1.5-liter four-cylinder that never drives the wheels, serving solely as a generator to charge the battery pack. That battery is a 28.4 kWh unit powering a rear-mounted electric motor rated at 158 kW (212 hp) and 320 Nm (236 lb-ft) of torque.

Leapmotor says the C10 REEV can travel up to 1,150 km (715 miles) between top-ups and charges, average 15.2 kWh/100 km in electric operation, and has a quoted fuel consumption of 0.9 l/100 km (261 US mpg).

Visually, there’s nothing differentiating the C10 REEV from the EV. That means it looks as uninspiring as the EV, with not even the slightest bit of personality.

How’s The Interior?

Photos Brad Anderson/Carscoops

In the cabin, it’s also very familiar. Leapmotor has done exactly what Tesla popularized with the Model 3 and Model Y, opting for an ultra-minimalist design that some people will love, but others will hate.

A 14.6-inch infotainment display sits at the center of the dash running on Leapmotor’s in-house operating system, which uses Android as its base. While we wouldn’t go as far as to describe the C10’s infotainment as good as Tesla’s, it’s surprisingly not far off.

The tablet-like design doesn’t require a steep learning curve to get used to, and the display is very responsive to the touch. Admittedly, some of the settings hidden in the menu are a little too comprehensive, and it can be difficult to find things while on the move. Fortunately, there is a swipe-down notification menu that can be configured with dozens of different toggles for important vehicle functions, ensuring they’re never more than a couple of touches away.

Photos Brad Anderson/Carscoops

Frustratingly, the display does not support smartphone mirroring, so there’s no Android Auto or Apple CarPlay, leaving me to place my phone in the cupholder for navigation. Additionally, the quality of the reversing camera is shocking and not up to modern standards. The infotainment system also needs 15 seconds to load after the car is turned on, by which time I’d often already reversed without the camera loading and started driving away.

All of the materials used feel pleasantly plush, particularly the soft-touch leather adorning the seats, door panels, dashboard, and center console. However, I found that the leather marked very easily, so while it looks nice, it doesn’t stay clean for very long.

Entering and exiting the C10 REEV also turned into a bigger hassle than it should have been. In the first C10 I tested, I easily synced my phone with it and used it as the key. When I tried to use the Leapmotor app on my phone to do the same with this C10, it refused to work. A bit of digging suggests this could have been because the VIN had already been assigned to another device. Apparently, resetting the infotainment system should have fixed it. It didn’t.

Do Small Annoyances Add Up?

This left me with no choice but to use the silly keycard for my two weeks with the C10 REEV. Not only is a keycard inferior to a traditional key in every single way, but it also doesn’t have any buttons, meaning I had to tap the NFC logo on the driver’s side mirror every time I wanted to lock or unlock it. It doesn’t even have a proximity locking/unlocking function, so when unloading things out of the passenger side or the trunk, I’d have to walk back around to the driver’s mirror and tap it.

I get it, keycards are in fashion (thanks, Tesla…), but they are just not nice to use.

My issues didn’t stop here. The air conditioning is genuinely disappointing. With the temperature turned down to its lowest setting, the AC on, and the fan speed at full, the C10 would only blow out mildly cool air, equivalent to what most cars do with the AC turned off and just the fans running. In the Australian summer, that was very annoying.

Set those issues aside, and the cabin of the C10 REEV is a nice place to spend time. It’s spacious, and there’s plenty of room in the rear, too. Cargo space is also good, as it can swallow up to 546 liters (19.2 cubic feet) or 1,375 liters (48.5 cubic-feet) with the rear seats folded down.

Smooth Power

Photos Brad Anderson/Carscoops

Out on the open road, I quickly grew quite fond of the range-extender powertrain, and actually preferred it to the more traditional full-EV version.

As the engine is only ever operating in the background to charge the battery, it doesn’t intrude on the driving experience at all. In fact, even when I had the Leapmotor in the mode that prioritizes the engine charging the battery, the four-cylinder barely ever revved to beyond 2,000 rpm, so it couldn’t be heard. Around town, it’ll happily sit at less than 1,200 rpm, remaining completely silent while the instant power and torque of the rear-mounted electric motor make the REEV drive just as smoothly as an EV.

I ended my two weeks with the C10 REEV averaging 14.5 kWh/100 km, while fuel consumption sat at 6.1 l/100 km (38.5 US mpg).

On The Road

Admittedly, the Leapmotor isn’t particularly fun or engaging to drive. It takes 8.5 seconds to reach 100 km/h (62 mph) and isn’t the type of SUV that likes to be driven in a sporty manner. Drive it calmy, and it does the job just fine.

As I found in my first test of the all-electric C10, the driver assistance systems leave a lot to be desired. The SUV includes both adaptive cruise control and active lane centering, neither of which works well. Even if the adaptive cruise is set and the C10 detects a vehicle ahead, it’ll struggle to maintain a consistent distance from it, repeatedly accelerating and decelerating to hold position.

The lane centering also needs improvement. I spent hours on end sitting on well-marked highways during my time with the Leapmotor, and it’d consistently ping-pong between the lines. That’s unacceptable in this day and age.

The C10 REEV also has several other overactive sensors, like the driver attention monitoring system and speed limit warnings. Fortunately, these can be easily disabled in the swipe-down menu, and I didn’t find them to be as intrusive as I did when I first tested the C10 six months ago.

Ride quality is good most of the time, but there were a few instances when it felt like I hit the bump stops after going over speed bumps a little too fast, which most cars would have easily dealt with. The steering is exceptionally light, particularly in the Comfort setting, but it can be configured to feel slightly firmer in Sport mode.

Verdict

Photos Brad Anderson/Carscoops

The Leapmotor C10 REEV has promise. The trick hybrid powertrain works well, combining all of the benefits of a traditional EV like smoothness and instant power, without any of the downsides like range anxiety, particularly in Australia, where the charging network is sub-par.

However, the overall experience of living with the C10 is marred by poorly calibrated safety systems and some tech gremlins that need to be fixed. If these systems can be improved with software updates, the C10 REEV would be a very tempting proposition.

Photos Brad Anderson/Carscoops

Electric car startups are everywhere these days, but most struggle to move beyond the hype. Zeekr is one of the rare exceptions. In just five years, Geely Group’s premium EV-focused brand has already rolled out a handful of genuinely impressive models and is making real progress with its battery tech.

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Initially, Zeekr’s models were sold only in China, but the company has since expanded quickly abroad. First came the smaller X, a compact SUV that shares its tech with the Volvo EX30 and Smart #1. Most recently, Zeekr launched the 7X in Australia. It’s been pitched as a Tesla Model Y rival, but can it really measure up to the world’s most popular EV?

QUICK FACTS

After spending time living with the flagship 7X Performance AWD, we came away convinced. It doesn’t just keep up with Tesla’s best, it beats it in several areas, and in some cases, rivals EVs that cost two or even three times more. In short, it’s well worth your attention.

How Much Does It Cost?

Photos Brad Anderson/Carscoops

Three different versions of the 7X are available. The range starts at AU$57,900 (equal to US$40,400 at current exchange rates) for the RWD, undercutting a Model Y Rear-Wheel Drive by AU$1,000 (US$700). Sitting in the middle of the 7X family is the Long Range RWD, priced at AU$63,900 (US$44,500), or AU$5,000 (US$3,500) less than the Model Y Long Range All-Wheel Drive.

Perched at the top of the line-up is the Performance AWD, starting at AU$72,900 (US$50,800), making it comparatively cheap compared to the AU$89,400 (US$62,300) Model Y Performance All-Wheel Drive.

So, what do you get for your money? The 7X Performance AWD uses a 100 kWh NMC battery and has electric motors at the front and rear, combining to produce a monstrous 475 kW (637 hp) and 710 Nm (524 lb-ft) of torque. Thanks to its advanced 800-volt architecture, it supports DC charging at up to 420 kW and AC charging at 22 kW.

What’s It Like Inside?

Photos Brad Anderson/Carscoops

It’s also a certifiable tech-fest, and this is no more obvious than in the cabin. Unlike Tesla and some competitors like Xpeng, Zeekr hasn’t adopted the same ultra-minimalistic approach that appeals to some but, to us, is usually an exercise in penny-pinching.

After pressing a button on the B-pillar to open the driver’s door, I was immediately struck by the remarkable fit and finish of the 7X’s cabin. Not only does it feel more premium and way more interesting than a Model Y, but it also feels of a higher standard than cars from legacy rivals like Kia’s EV5, and even BMW and Audi. In fact, the 7X’s cabin feels almost as plush as the Lotus Eletre I tested last year, which also comes from Geely but costs three times as much.

Photos Brad Anderson/Carscoops

A 16-inch infotainment display sits in the center of the dashboard and is brilliant. It’s among the snappiest I’ve ever used, thanks to the high-end Qualcomm processor, and is an absolute joy to use.

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Like so many other EVs, it has a smartphone-inspired setup with a swipe-down menu for shortcuts and notifications, as well as an in-depth settings menu. You don’t have to wait even a split second for the screen to load after sitting inside, and if your phone’s connected, Apple CarPlay or Android Auto will load instantaneously.

All the climate control settings are on the screen, and while auto scribes like ourselves often complain about this, it didn’t bother me in the 7X, as it’s easy to use, even on the move. However, I found it could take up to 5 minutes for the AC to start blasting really cold air on hot days.

What Else Makes The Cabin Stand Out?

The 13-inch digital instrument cluster and 36-inch head-up display are also superb, although the cluster offers very little scope for customization, which is a shame.

Zeekr’s designers and engineers were incredibly thoughtful when crafting the 7X’s cabin. There are beautiful knurled metal switches below the screen, metal speaker grilles on the pillars and door panels, and beautiful soft-touch materials across virtually every square-inch of the cabin, even along the lower parts of the door panels.

Elsewhere, there are hidden pockets on the door’s armrests, two 50-watt cooled wireless charging pads, and a gargantuan center console storage area. There are plenty of luxurious features too, including heated and ventilated seats, as well as massage functions for the front pews, which are among the best I’ve ever used. In the rear, there are even electronic sunshades that deploy at the press of a button, and hidden storage draws under the seats.

Photos Brad Anderson/Carscoops

The 7X Long Range RWD and Performance AWD also include a 21-speaker audio system that’s incredibly adjustable and of great quality, although it didn’t sound quite as crisp as I would have liked. Zeekr has also added a panoramic glass roof, and unlike some rivals, it includes a folding shade. There’s even an interior camera on the B-pillar, which displays a live video to the infotainment screen, allowing drivers to keep a watchful eye on their kids at any time.

What About The Trick Doors?

Then there are the doors. As mentioned, they’re electric. From inside, you touch a button, and they will open, using sensors to determine if there’s an object nearby, automatically adjusting how far they’ll open. When entering, the doors can be pulled shut manually or by pressing the same button. The driver can even close the doors by stepping on the brake, just like a Rolls-Royce.

For the most part, these doors work well, although there were occasions when they didn’t open as wide as they could have, even if there was nothing blocking them. Fortunately, the electric functions can be disabled, and they can be used like manual doors.

The 7X also has adaptive Magic Carpet air suspension with Zeekr’s Continuous Damping Control system and five different ride heights, including one where it looks slammed to the ground, and one where it sits high enough for off-roading.

Visibility is good, though the rear window view is very limited. Given how much tech is found inside the 7X, it’s perhaps surprising that there isn’t a digital rearview mirror, similar to what sister brand Polestar uses. Storage space is great with 539 liters (19 cubic-feet) of cargo space, and 1,978 liters (69.8 cubic-feet) with the rear seats folded down. There’s also a 42-liter (1.4 cubic foot) frunk.

How Does It Drive?

Photos Brad Anderson/Carscoops

With a serious amount of power, it’s no surprise that the 7X Performance AWD feels absolutely ferocious in a straight line. Zeekr says it needs just 3.8 seconds to hit 100 km/h, (62 mph) and that’s a figure we were able to match. There’s no need to worry about the acceleration being capped as the battery drains either, as it’ll still run sub-4.0 second times even below 30 percent state of charge.

The ‘Performance’ name could easily lead you to think this is a focused, razor-sharp model like a BMW M or an Audi RS, but that’s not the case. Let me explain.

SUVs, particularly heavy electric ones that place too much emphasis on dynamic handling, often have compromised levels of comfort. Some owners may be willing to live with this for an occasional blast along a mountain road, but for the vast, vast majority of driving scenarios, luxury EVs like the 7X need to feel polished and comfortable. That’s exactly the feeling Zeekr has achieved.

If you throw the 7X aggressively into turns, it offers immense levels of grip, but can feel a little unsettled. Additionally, the front seats offer very little bolstering, so you can slide around while behind the wheel. However, drive it at 80 percent of its capabilities, or below, and it feels just about perfect.

First is the ride. The adaptive suspension offers Comfort, Standard, and Sport options. The first is very supple, but perhaps is a little too floaty. For most of my time with the 7X, I drove it with the ride in Standard mode, finding it remained soft over speed bumps, without bouncing around unnecessarily. Even in the stiffer Sport mode, it feels softer than some other heavy electric SUVs, like the Kia EV5.  

The steering also offers Comfort, Standard, and Sport settings. Regardless of which is selected, the steering remains sharp, even though it lacks communication like virtually all electronic steering systems on the market. Much to my surprise, I left it in Comfort most of the time, enjoying how light and direct the steering was.

Photo Credits: Brad Anderson/Carscoops

Zeekr has also done a superb job of calibrating the brakes, and they feel completely natural, as if there isn’t any regen going on, even though there is. Of course, there is also a one-pedal driving mode, perfect for use in town. However, the one-pedal mode isn’t nearly as strong as some rivals, so unless you lift off the throttle far in advance before a stop, you’ll still need to gently apply the brakes. That’s no drama, as even when driven spiritedly, the big orange calipers feel up to the task.

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Whereas the RWD and Long Range RWD models have 19-inch wheels, the Performance AWD sits on larger 21-inch forged units wrapped in Continental EcoContact7 tires. Grip is good, although there’s quite a bit of tire noise at highway speeds. We suspect the 19-inch wheels are quieter.

Is Zeekr’s ADAS As Polished As The Rest?

Zeekr’s ADAS system is also a good one. It’s enabled just like Autopilot on a Tesla, offering good radar cruise control functionality, as well as active lane centering. During multiple long highway stints, it always kept me in the center of my lane and even includes an automatic lane-change function that worked faultlessly.

However, there was also one time when the entire ADAS system was disabled as I hit a bump while crossing onto a bridge. But, for the most part, it works well.

Interestingly, Australian models use a Mobileye software stack for their ADAS, where in other markets there’s an Nvidia system instead. This system is also included in the recently updated 7X launched in China, which features a 900-volt platform, and it is expected to come to Australia next year. According to some reports, the Nvidia system is even better, but we will have to wait and see.

How Far Can It Go?

Zeekr says the 7X Performance AWD can travel up to 543 km (337 miles) on a single charge and quotes power consumption of 19.9 kWh/100 km. During my time with it, I averaged 21.8 kWh/100 km with an even mix of urban and highway driving.

That’s not great, but it is better than the 22.4 kWh/100 km I averaged in the Audi SQ6 e-tron, even though it has 95 kW (127 hp) less grunt than the Zeekr. Those seeking better efficiency would be wise to opt for either the RWD or Long Range RWD models with driving ranges of 480 km (298 miles) and 615 km (382 miles).

What’s The Verdict?

Photos Brad Anderson/Carscoops

The Zeekr 7X is superb in almost all areas. Its cabin is a key highlight: not only does it feel way more premium than a Tesla, but it also feels nicer than the excellent BYD Sealion 7, and many other German EVs, for that matter. Vehicles like the 7X have shattered the illusion that you need to buy something from a premium legacy brand, and to pay a hefty price, to get a high-quality vehicle.

While I haven’t had the chance to drive the RWD and Long Range RWD versions, I suspect that these will suit most buyers more than the Performance AWD. Regardless, all three have been competitively priced, offer amazing features, and once again prove that when it comes to EVs, the Chinese do it better than most.

Photos Brad Anderson/Carscoops

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