Electric cars have come a long way in a short time, and few have made as much noise, or driven as well, as the Kia EV6. When it first arrived, it wasn’t just another entry into the EV race; it felt like a genuine shift in direction for Kia. When we first drove it, we called the EV6 the new EV benchmark.

Fast-forward a few years, and this not-quite-hatchback, not-quite-crossover remains one of the brand’s best creations. It’s a car that still makes a strong first impression, though the road ahead now looks tougher than ever.

Despite that unusual profile, the EV6 found steady momentum early on. Sales rose from its first year (18,249 units) to its second (18,879), and again into its third (21,715). Yet 2025 tells a different story, with numbers slipping fast to 11,077 through September.

The shape hasn’t changed, the fundamentals haven’t faltered, and on paper, it remains a strong contender. So what’s behind the slowdown?

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To find out what might be causing low sales this year, we picked a 2026 EV6 GT-Line AWD up for a week to treat it as our everyday driver. We tested it on the highway, in urban cityscapes, and even on some gravel roads. This is still a good car, and better than it was back in 2022, but is now harder to recommend than ever before. Read on to find out why. 

Shape and Presence

Photos Stephen Rivers for Carscoops

The general shape of the EV6 is unchanged since 2022. We’ve reviewed it in different years and in different markets, and one consistent charm has been its dapper styling. For 2025, the car received new front and rear-end lighting elements. 

They are genuine standouts in a market full of somewhat boring-looking light housings. There are updated wheels, lower bodyside moldings, and bumpers that continue in 2026 unchanged. 

One standout is the spoiler that splits in the middle and flares out at each end. It sort of looks like a backward driver’s cap and adds just a bit more personality to an already effervescent automobile.

Overall, this is a mostly cohesive design that turns heads without being too shout-y. The Wolf Gray paint on our test car certainly imbued that ethos. 

Interior

The cabin got an update in 2025 as well, so there’s a new steering wheel that the EV6 shares with other Kias. Our GT-Line trim also benefits from a heated steering wheel, dual 12.3-inch panoramic screen displays, a heads-up display, heated and ventilated front seats, heated outboard rear seats, Meridian speakers, a wireless device charger, and a huge power sunroof. 

Let’s break that list down a bit and discuss real-world experiences. The tech package in this car is great. The infotainment screens are responsive, provide excellent graphics, and have easy-to-navigate menus.

Some of the steering wheel controls can take a bit to learn, but once familiar, they feel like second nature. The heads-up display is bright, configurable, and can even incorporate navigation directions. 

Kia has also updated the seat heating and ventilation buttons on the center console. No longer are they haptic ones that can end up activated accidentally. Instead, they’re genuine hard buttons, which is a step in the right direction. 

Unfortunately, Kia continues to try and push its dual-mode HVAC/Media control system with a haptic button that changes the controls from one to the other.

I’ve griped about it plenty, so I won’t do it again here, but it’s annoying – especially when there’s clearly space to just put a second row of the same controls right under the current one and end the need to switch from one profile to the other and back. 

The seats are some of my favorites in this segment. They combine good lateral bolstering with solid adjustability and support. I especially like the headrest design that has multiple settings both horizontally and vertically.

Forget the type that just pivots on the bottom; these move as one unit forward or back to your desired position. If there’s anything I’d complain about, it’s that as a guy who stands 6’6’’, I could use about one more inch of headroom. 

Photos Stephen Rivers for Carscoops

That goes double for the rear seats, where I have okay legroom but again lack space for my noggin. Of course, the majority of back-seat passengers in the EV6 will likely fit just fine, and they’ll have access to bun warmers in the process. 

The cargo space provides 24.4 cu-ft of space. Sadly, the front trunk is only big enough for a few small accessories like charging adapters or a few tools.

Drive Impressions

As an automotive journalist, you sometimes have lots of access to cars. You’ll get one, sometimes two, every week. So far this year, very few have implored me to drive them as much as the EV6 GT-Line. Despite the fact that I don’t fit perfectly in it, I made up random excuses to go drive this thing. 

Since the first time I tested one, it’s been clear to me that the folks behind the Stinger GT may have had a hand in its creation. It’s no Tesla Model 3 Performance, but it ain’t far off.

Granted, this is the 320-horsepower (238 kW) dual-motor-equipped version of the EV6 that also makes 446 lb-ft (605 Nm) of torque. It’s no slouch, but even the base models aren’t what we’d call slow. 

That said, this is the best of the bunch for 2026 – unless, that is, Kia brings the GT back soon. It feels like it, too, with instantaneous acceleration, tight body control, and verbose steering feedback that makes hitting apexes a breeze. 

The one big complaint I have behind the wheel of the EV6 GT-Line AWD is that the ABS is still a bit too eager to kick in under hard pedal engagement. This was an issue with the more powerful GT, and remains to this day. With that in mind, it’s something drivers should almost never encounter regularly this side of a track day. 

How does such a sharp driver’s car handle everyday fair? The answer is, with aplomb. The EV6 has an Eco setting that dials things down to a comfortable six or so out of ten. The throttle softens up, the steering relaxes, and the whole car feels a touch more willing to float over bumps rather than pound them back into the pavement. 

Speaking of poor road conditions, they rarely upset the EV6. It’s composed and calm over everything aside from an actual dirt or gravel road. Even there, the weight balance and excellent motor tuning make it playful, predictable, and fun. The cabin is well insulated, too. Wind noise just isn’t an issue here. All in all, it’s a great car to drive. 

Charging And Efficiency

Including the week that we piloted the EV6, it had been over 900 miles since the last trip odometer reset. In that time, it managed exactly 3 miles per kWh.

That will no doubt change based on how one drives, but it’s a solid score. In our one testing foray with the car, it went from 19 percent to 97 percent on a 125 kW charger in 49 minutes.

Seeing as we charged at a public station, it cost us $28.55 to do so. Kia now uses the North American Charging Standard plug type, which makes it compatible with Tesla Superchargers.

In Eco mode, the EV6 predicted we had 283 miles of available range when full. We never found out because I couldn’t bear to keep it in Eco for that long. Sorry, not sorry. 

Competition

When the EV6 first arrived on the scene, it undercut the competition by tens of thousands of dollars. That’s not an exaggeration. The base price for a Model Y at the time was $58,990. The Ford Mustang Mach-E was $42,895. The EV6 was $40,900.

Several years on, it’s only increased its MSRP by $2,000 if we don’t count destination and delivery. That’s impressive, but the competition is far stiffer. 

The Model Y now starts at just $39,990, and even the next trim up costs only $44,990. A top-of-the-range Performance starts at $57,490. Our Kia EV6 GT-Line AWD has an MSRP of $60,740 with delivery.

That would make perfect sense if it were beat-for-beat on par with the Tesla, but sadly for the Korean automaker, that just isn’t the case. Tesla offers more range, similar performance, a simpler buying experience, more towing capacity, and more cargo space. 

Add to that competition the also excellent, and similarly equipped, Hyundai Ioniq 5. It’s a tough market, and it’s possible that the EV6 hasn’t improved enough, or dropped its price enough, to remain seriously competitive.

On top of that, we have the problem of the used market, which sees similarly equipped low-mileage EV6s go for roughly 60 percent of their original MSRP with regularity. 

Final Thoughts

At the end of the day, this is still a good car. One could even call it great. It’s certainly a blast to drive. I think it’s more attractive than most in its segment, too. It’s practical in that it’s a hatch with decent boot space and reasonable seating for five.

While it doesn’t have as much range as some of its competition, it’s more than enough for most drivers. What really makes it hard to recommend it, then, is its price. Drop that by somewhere between five and ten percent, and it would feel far easier to justify. 

Chinese automakers have been bombarding us with new and updated models faster than our browsers can keep up, but every once in a while, one stands out for more than just novelty. The Zeekr X is one of those. A sibling to the Volvo EX30, it carries sharper styling, a dash of swagger, and a promise of premium polish that suggests it’s aiming a little higher than your typical Chinese EV.

Review: Subaru’s Ascent Is Good At Everything Except Winning You Over

The Geely-owned brand has recently landed in my home country, Greece, giving me the chance to see what the compact-sized Zeekr X is all about and, more importantly, take it for a drive.

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The X was introduced in late 2023 as the entry-level EV in Zeekr’s growing lineup. It has already been updated in China with more powerful motors and new color and trim options, but those have yet to reach export markets.

Like its Volvo EX30 and Smart #1 relatives, it rides on Geely’s SEA platform, which also underpins the Lynk & Co 02. It even made headlines as Euro NCAP’s safest EV, outperforming some far pricier rivals, including the Porsche Macan. Still, there’s more to this compact SUV than a glowing safety score.

Aggressive Looks, Familiar DNA

Zeekr is still a young brand, having been born in 2021. In terms of styling language, there’s a clear family resemblance with Geely stablemate Lynk & Co, yet Zeekr sits higher in the group’s hierarchy, positioned above Volvo and Polestar in terms of its premium aspirations.

More: Volvo EX30 Cross Country Adds A Touch Of Ruggedness To Baby EV

The Zeekr X has a sharp and modern exterior that will make you look twice when it passes by. Its “double-edged” headlights, greenhouse, door handles, mirrors, and taillights are reminiscent of the Lynk & Co 02, though without the coupe-SUV stance.

Other highlights include the glossy black cladding around the wheel arches and a sharp character line on the profile that extends to the side windows.

Photos Thanos Pappas for CarScoops

At 4,432 mm long, it’s 199 mm longer than the Volvo EX30 and 28 mm shorter than the Lynk & Co 02. That puts it right among Europe’s compact premium EV-SUVs, including the BMW iX1, Audi Q4 e-tron, and Mercedes EQA.

Our press tester was the Long Range RWD variant, which sounds like a sweet spot in the lineup. It pairs a single 268 hp (200 kW) motor with the larger 69 kWh battery for up to 446 km (277 miles) of WLTP range. Visually, it rides on 19-inch alloy wheels rather than the 20-inch option which is reserved for the 422 hp AWD flagship.

Premium Aspirations

Open the frameless doors and you immediately sense that this brand aims for BMW territory in terms of perceived quality. Soft-touch materials cover most surfaces, complemented by futuristic ambient lighting and ASMR-friendly switchgear finished in copper.

The configurable switches on the steering wheel are a nice touch, as they can also serve as physical controls for the A/C so you don’t have to fiddle with the screen all the time.

More: Zeekr’s 007 GT Is One Sexy Looking Wagon Heading To Europe

The seats are upholstered in soft vegan leather and feature hard outer shells adding a futuristic note. Geely designers played safe in terms of the dashboard layout, combining a 14.6-inch central touchscreen with an 8.8-inch instrument cluster.

There is also a 24.3-inch augmented reality head-up display helping keep your eyes on the road. Equipment is generous, including a panoramic sunroof, a 13-speaker Yamaha sound system, and a full suite of ADAS.

Photos Thanos Pappas for CarScoops

Rear passengers are also treated well. Thanks to the longer wheelbase, the X offers noticeably better rear legroom and headroom than the Volvo EX30, making it a far more comfortable choice for adults or small families.

There is also plenty of in-car storage including a multi-functional central armrest. However, the boot is equivalent of a subcompact hatchback with a capacity of 362 lt (12.8 cubic feet), and the tiny 21 lt (0.4 cubic feet) frunk is mostly for storing charging cables.

Comfort Is the Key

My drive was brief, just a few hours during the local media presentation, so this is not a full review, but it was enough to get a good feel for the Zeekr X’s personality.

As with the Volvo EX30, the excellent SEA platform has the robustness of larger segments. Here, it is combined with a softer suspension setup for even higher levels of comfort and slightly better soundproofing.

More: Zeekr Follows BYD With Free Self-Driving Systems In New And Existing Models

The steering has a nice feel, although I didn’t notice enough differentiation between the available modes (Comfort, Standard, and Sport). Still, the Zeekr X is more engaging than your average Chinese EV while keeping a neutral and predictable character in line with its Swedish R&D genes. The ADAS worked well overall, but a few over-eager alerts popped up on roads with faint lane markings.

Photos Thanos Pappas for CarScoops

Performance-wise, the 268 hp RWD version feels plenty quick for daily use, making the 422 hp AWD variant seem somewhat indulgent. Interestingly, China’s updated models have bumped outputs to 335 hp and 489 hp respectively, hinting that future exports could get an extra jolt of power.

Overall, the extra range that should be around 400 km (250 miles) in real-life conditions and the extra playfulness of the RWD make it the preferred choice from my point of view – especially considering it offers a nearly identical equipment at a lower price.

The 69 kWh battery pack doesn’t have the ultra-fast charging capabilities of the Zeekr 001 flagship, but can go from 10-80% in under 30 minutes when connected to an 150 kW DC charger.

How Much Does It Cost?

In Greece, where we tested it, the base Core RWD starts at €34,990 ($40,700), while the Long Range RWD sits at €39,990 ($46,500), and the top Privilege AWD costs €44,990 ($52,300). Each trim comes fully loaded.

The closely related Volvo EX30, by comparison, ranges from €36,175 to €48,448, while the larger Tesla Model Y starts from €36,175. All prices include Greece’s €3,000 EV incentive.

Another indirect competitor at a similar price point is the larger and more practical Tesla Model Y that currently starts from €36,175 ($42,100) in the same market. Keep in mind that all of the aforementioned prices include a €3,000 incentive for EVs.

More: Zeekr’s Flagship 9X Costs Lincoln Money But Crushes Hypercar Power

Zeekr representatives told us that the company plans on keeping prices consistent across all European markets. This means that the X will start from around €38,000 ($44,200) before incentives in Germany, undercutting its Volvo sibling and the Tesla Model Y by a couple of grand, while being almost €10,000 ($11,600) cheaper than the entry-level BMW iX1.

Eyes on Europe

Photos Thanos Pappas for CarScoops

Zeekr has sold a total of 550,000 vehicles since its inception in 2021. The European rollout of the brand started in 2023, with new countries being added every year. The next step is to enter major European markets including Germany, France, Spain, Italy, and the UK by the end of 2026.

The brand’s R&D and design hub in Gothenburg, Sweden and regional offices in Amsterdam, the Netherlands, complement its Chinese operations, signaling long-term European ambitions.

Beyond the X compact SUV, Zeekr is currently offering the 7X midsize SUV and the 001 flagship shooting brake in the Old Continent. Still, the company’s Chinese lineup is much broader, including the 007 sedan, the Mix and 009 minivans, and the new 9X flagship SUV.

Verdict

After a short but telling encounter, the Zeekr X left a lasting impression. It feels more spacious, more comfortable, and more polished than the Volvo EX30 it shares bones with, while coming in cheaper. The ride quality, cabin refinement, and safety credentials suggest it’s one of the most convincing Chinese EVs yet to reach Europe.

If you can get past the unfamiliar badge, the Zeekr X makes a compelling case as a smart, well-rounded alternative in the compact electric SUV space.

The elimination of the clean vehicle tax incentive in the US is expected to slow electric vehicle adoption, but newcomers are still on the horizon. This includes the redesigned Nissan Leaf, which seems perfectly designed for the post-credit era.

When it arrives at dealerships in the coming weeks with a starting price of $29,990, it will be the most affordable electric vehicle in America. A cheaper variant is also in the works and it’s rumored to begin at $25,360.

Also: Nissan Says It’ll Build A Leaf NISMO If Enough Of You Shout Loud Enough

In both cases, the 2026 Leaf lands well below Tesla’s most affordable offerings yet, the larger Model 3 and Model Y Standard, which shed more features than we can comfortably count just to hit their $36,990 and $39,990 price points respectively.

However, unlike those models, the Leaf is so much more than a cut-rate EV. It’s comfortable, quiet, and surprisingly quick. The model also incorporates lessons learned from the previous two generations, giving it a leg up on a number of competitors.

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A Crossover-Inspired Design

Photos Mike Gauthier / Carscoops

When the original Leaf was launched in 2010, it looked like an other-worldly hatchback. The second-generation arrived seven years later with a more conventional design, but the timing couldn’t have been worse as crossovers recently began outselling cars.

That trend has accelerated since then, so it comes as little surprise the third-generation Leaf has been transformed into a crossover. This was a no-brainer and the model looks surprisingly upscale as it incorporates a number of high-end features including flush-mounted door handles and a dimming panoramic glass roof.

The latter is typically reserved for ultra-expensive vehicles such as the Cadillac Celestiq and McLaren 750S Spider, but Nissan made one standard on the $38,990 Leaf Platinum+. While it’s not as fancy as some of the other roofs on the market, it quickly transitions from transparent to opaque at the press of a switch. This is done in a sweeping pattern that mimics a traditional sunshade.

The dimming roof is a cool and surprisingly practical addition as officials noted it allows for improved aerodynamics and increased headroom, when compared to a traditional moonroof. The company also noted it provides improved heat and cold protection, which helps to increase efficiency.

Photos Mike Gauthier / Carscoops

Putting the roof aside, the 2026 Leaf has a streamlined face with LED headlights that can be connected by a thin illuminated strip. This helps to emphasize the crossover’s width, which has grown by 0.8 inches (20 mm).

All of the other dimensions are smaller than before as the crossover is 3 inches (76 mm) shorter, while 0.4 inches (10 mm) has been shaved from the wheelbase. Height was also dropped by 0.4 inches (10 mm), meaning the old hatchback was taller than the new crossover.

Interestingly, ground clearance falls from 5.9 inches (150 mm) to 5.3 inches (135 mm). This is surprising and designers deserve a lot of credit for making the model look more rugged and capable than it really is.

Design trickery aside, the Leaf adopts soft curves and flowing surfaces. They’re joined by hidden rear door handles and a pronounced spoiler. These elements help to lower the drag coefficient from 0.29 to 0.26.

Rounding out the highlights are 18- or 19-inch wheels and an available motion-activated power liftgate. The model also offers a stylish two-tone paint job as well as 3D holographic taillights. The latter have a “2-3” iconography, which is pronounced as “ni-san” in Japanese.

A Nice, But Cramped Cabin

Nissan adopted a ‘class above’ strategy for the latest Leaf and that’s clearly visible inside as the model feels surprisingly premium. That’s certainly true of our range-topping Platinum+ tester, which features dual 14.3-inch screens as well as a bright heads-up display.

They’re joined by heated Zero Gravity front seats that are wrapped in TailorFit upholstery. Nissan says the covering is softer than traditional leather, while also being more durable and eco-friendly as it’s made with 65% recycled materials.

The front seats are nicely bolstered and feature an interesting pattern that helps to elevate the cabin. They’re joined by power adjustment and lumbar support, making it easy to get comfortable.

Unfortunately, the rear seats leave a lot to be desired as legroom was tight for this 6’2” scribe. There’s a mere 31.8 inches (808 mm) of real estate, although the model offers plenty of headroom. While things are a mixed bag, the rear seats are heated and occupants will find two USB-C charging ports as well as air vents.

Speaking of space, the Leaf holds 20 cubic feet (566 liters) of luggage behind the second-row. That can easily be expanded to 55.5 cubic feet (1,572 liters) by pulling the releases on the second-row, which are accessible from the cargo area.

While there’s a decent amount of cargo room, the Leaf trails the Kona Electric and Niro EV by 8.2 cubic feet (232 liters). Both models also have a far more spacious second-row with over 36 inches (914 mm) of legroom.

Moving back up front, the Leaf sports a perfectly positioned wireless smartphone charger and a Bose premium audio system with speakers integrated into the front headrests. Other highlights include a frameless auto-dimming rearview mirror, a 64-color ambient lighting system, and a heated steering wheel.

The 14.3-inch infotainment system is fast and responsive, and features Google built-in. This provides easy access to Google Maps, Google Assistant, and the Google Play Store. The latter is worth mentioning as owners can download entertainment apps such as Prime Video and HBO Max. They can then watch movies or shows on the infotainment system, while their vehicle recharges.

Photos Mike Gauthier / Carscoops

The Google integration provides other perks as it makes long distance trips far less stressful. Once users enter their destination, Google Maps will recommend charging stops along the route and estimate how much charge they’ll have left once they arrive. Users can also adjust their desired charge level, so you could arrive at your hotel with an 80% charge instead of 30%.

Nissan continues to embrace ‘digital’ switchgear and there’s a row of high-tech climate controls below the infotainment system. I’ve had mixed feelings about these in the past, but the company has been working to improve them and they feel more natural than those found on the Murano.

Further below, there’s a push button shifter and dedicated audio controls. Buyers will also find a camera button, which offers a dizzying array of options. Highlights include a new Front Wide View, an Invisible Hood View, and an Intelligent Around View Monitor. The latter offers eight different angles, so you can see a virtual representation of the Leaf in its real-world environment.

Photos Mike Gauthier / Carscoops

Despite its affordable price tag, the cabin feels relatively upscale as there are soft touch plastics, metallic accents, and a stylish cloth accent on the dashboard. Controls are also intuitively laid out and fairly conventional.

That might sound minor, but EVs used to be purposely weird. This is no longer the case and the traditional approach should make the crossover more appealing to newcomers. That’s important as Nissan is expecting roughly 75% of Leaf buyers to be new to EVs, and they want to make the transition as easy as possible.

An Impressive Powertrain With 303 Miles Of Range

Electric vehicles have been getting better and that’s especially true of the Leaf, which can now travel up to 303 miles (488 km) on a single charge. That’s 91 miles (146 km) more than its predecessor and a whopping 230 miles (370 km) more than the first-generation EV.

A large part of this is due to the car’s new 75 kWh battery pack, which is significantly bigger than the previous 40 and 60 kWh options. It will eventually be joined by a smaller 52 kWh battery, which will power the entry-level S trim and be paired with a motor developing 174 hp (130 kW / 177 PS) and 254 lb-ft (344 Nm) of torque.

The rest of the lineup uses the 75 kWh battery as well as a motor producing 214 hp (160 kW / 218 PS) and 261 lb-ft (353 Nm) of torque. That’s 11 lb-ft (15 Nm) more than the old model, but you’re looking at a weight gain of around 331 lbs (150 kg).

Photos Mike Gauthier / Carscoops

While the S+ breaks the 300 mile (483 km) mark, the mid-level SV+ has 288 miles (463 km) of range. That drops to 259 miles (417 km) on the Platinum+, largely due to its 19-inch wheels. However, even in range-topping guise, the model offers 47 miles (76 km) more range than its predecessor.

Of course, most people travel less than 40 miles (64 km) per day. This means many owners could go a week without charging, so range anxiety shouldn’t be an issue.

That’s especially true nowadays as the Leaf features a NACS charging port and access to the Tesla Supercharger network. The latter consists of more than 20,000 fast chargers in the United States and they’re supported by a Plug & Charge capability.

Oddly enough, the NACS port is DC-only. For home charging, there’s a CCS (J1772) port on the driver’s side. This is a strange setup, but the Leaf was already in development when automakers started adopting the NACS standard so it’s kind of a half step.

Quirks aside, the Leaf has a 150 kW DC fast charging capability and this will enable the battery to go from a 10% to 80% charge in 35 minutes. Buyers will also find an improved 7.2 kW onboard charger and a portable charging cable that has 120V and 240V plugs.

The Leaf comes standard with a vehicle-to-load capability that transforms the EV into a giant battery pack. An adaptor can plug into the CCS port and provide 1,500 watts of power. The Platinum+ also offers a 120V outlet in the cargo area, which allows the car to put out a combined 3,450 watts. This should make the Leaf pretty handy during power outages and camping trips.

Getting back to the battery, Nissan focused on improved cold weather performance. As part of this effort, the battery is insulated and features an enhanced thermal management system. The model also captures waste heat from the motor and on-board charger, and repurposes it to warm the battery. This helps to increase range and charging performance.

On the topic of cold climates, the SV+ and Platinum+ offer a dedicated battery heater for $300. Those two trims also come with a heat pump, which warms the cabin more efficiently.

A Well-Rounded EV

While the Leaf is no lightweight, its 214 hp (160 kW / 218 PS) electric motor propels it with ease. It’s reasonably quick off the line and the motor’s instantaneous response further enhances the experience.

If you floor it, you’ll get a bit of torque steer. However, the overall experience is well-rounded and should feel familiar to those coming from ICE-powered vehicles.

Despite being around for nearly two decades, the 2026 Leaf is the first to ride on a dedicated electric vehicle platform. It’s the CMF-EV architecture, which also underpins the Ariya.

Michael Gauthier / Carscoops

This helps to deliver “segment above comfort” and the effort is aided by a new multi-link rear suspension, which reduces impact stiffness by nearly 30%. It replaces the old torsion beam setup and delivers a refined ride quality that soaks up road imperfections without making a fuss.

The good manners extend to the power steering system, which feels responsive and nicely weighted. However, there isn’t much joy to be had and it comes off a little lifeless.

The driving experience can be adjusted by a switch on the dash, which offers Normal, Sport, Eco, and Personal settings. The latter is customizable and offers two steering options, three acceleration profiles, and four levels of regenerative braking.

Speaking of the latter, there’s an E-Step button on the dash that significantly ramps up the regenerative braking. It takes a little getting used to, but the learning curve is relatively quick.

Thanks to the various settings, it’s easy to tailor the Leaf to your liking. This means owners can get everything from an ICE-like experience to a more traditional EV setup. That being said, there are limits and the crossover favors comfort over sport.

Suburban streets in southeast Michigan didn’t provide the most engaging driving route, but the Leaf felt secure and capable in corners. This comes despite the Platinum+’s 4,369 lbs (1,982 kg) of mass, which is roughly 1,300 lbs (590 kg) more than the similarly sized Kicks. While it’s undoubtedly porky, you don’t really get a sense of the crossover’s weight unless you really push it.

Around town, the Leaf is surprisingly comfortable and quiet. There is a little bit of wind noise at higher speeds, but the overall experience is relatively hushed.

A Value-Focused EV That Doesn’t Feel Cheap

All of this adds up to a compelling electric vehicle that’s comfortable and features a stylish new design. The $29,990 base price is also impossible to ignore, especially in the post tax credit era. As Nissan recently noted, the 2026 Leaf is actually $2,790 cheaper than the 2011 model despite tariffs, inflation, and 15 years of change.

While the base model comes nicely equipped, the sweet spot is the $34,230 SV+. It features heated TailorFit front seats as well as 14.3-inch displays. They’re joined by a wireless smartphone charger, a six-speaker audio system, and a host of driver assistance systems including ProPILOT Assist.

The Leaf also compares favorably to key competitors as it costs a whopping $9,610 less than the 2025 Kia Niro EV, despite offering an extra 50 miles (80 km) of range. The model also undercuts the Hyundai Kona Electric by $2,985 and can travel an additional 103 miles (166 km).

However, the biggest X factor is the reborn Chevrolet Bolt. It starts at $29,990 including a $1,395 destination fee, which means it undercuts the Leaf by $1,495. The company has also announced plans for an even cheaper variant that will arrive later for $28,995. That sounds pretty compelling, but the Bolt only provides an estimated 255 miles (410 km) of range.

Hyundai has also drastically cut prices for the 2026 Ioniq 5, dropping the model down to $35,000. That’s roughly the same as the mid-level SV+, which could make it an interesting alternative.

Competition aside, the Leaf is a fantastic car and a great electric vehicle. It builds on its predecessors, while also introducing a number of notable improvements. While we wish there was more second-row legroom and an all-wheel drive option, the redesigned model is a big step forward and one that will likely attract EV fans as well as new converts.

Photos Mike Gauthier / Carscoops

BYD’s rise has been nothing short of meteoric. In a few short years, it has gone from a name most had barely heard of to the world’s leading producer of plug-in hybrids, even overtaking Tesla in sales of pure battery-electric vehicles.

This phenomenal success has been driven by a constant stream of new models that seem to appear with dizzying frequency. Whereas most legacy brands take years to research, develop, and launch new models, BYD has enjoyed the maneuverability and flexibility of a startup, while benefiting from China’s might in the automotive supply chain. It seems like every other week, we are discussing a new model from the BYD brand or one of its subsidiaries, such as Denza or YangWang.

Perhaps the single most important model BYD itself has launched in Australia is the Sealion 7. The name might sound like it was plucked from the rejected list of Pokemon characters, but the car itself is pitched as a legitimate rival to the Tesla Model Y. The question is whether it’s actually up to the job, or just another entry in the ever-expanding list of Tesla challengers. I spent a week living with one to see which way it leans.

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Price That Bites at Tesla

Down Under, the Sealion 7 is available in entry-level Premium guise from AU$54,990 ($36,200) or in flagship Performance form from AU$63,990 ($42,100). I spent my time in the Performance model, an SUV that is luxurious, comfortable, and very fast.

A starting price of AU$63,990 ($42,100) makes the BYD all the more compelling. In Tesla land, a new Model Y Long Range All-Wheel Drive starts at AU$68,900 ($45,400). The Model Y Performance is in an entirely different stratosphere, priced from AU$89,400 ($58,900).

While the Sealion 7 is cheap, BYD hasn’t skimped on the powertrain front. The Sealion 7 Performance is equipped with an 82.56 kWh lithium-iron phosphate battery driving a pair of electric motors with a combined 523 hp (390 kW) and 690 Nm (509 lb-ft) of torque.

Those are some seriously impressive figures, and even outmuscle the 510 hp (380 kW) and 580 Nm (423 lb-ft) offered up by the much more expensive 2025 Audi SQ6 e-tron I recently tested.

A Surprisingly Plush Cabin

Given the SUV’s competitive pricing, you could be excused for thinking that the cabin would feel cheap and tacky. That’s not true. Indeed, like many other new vehicles out of China, BYD has proven that you don’t need something from Germany to get high-quality materials and premium-feeling surfaces.

The cabin of the Sealion 7 is dominated by the same large 15.6-inch infotainment display found in other BYD models. It continues to spin between portrait and landscape orientations, and remains a conspicuous outlier, with no effort made to integrate it neatly into the dash. We can blame Tesla for starting this trend a decade ago with the introduction of the Model 3.

Photos Brad Anderson/Carscoops

While the screen’s positioning leaves a little to be desired, it’s difficult to critique its responsiveness or the software used. The screen is beautifully crisp and colorful, offering heaps of different displays and housing all of the important functions. Yes, this does include the climate control. Wireless Apple CarPlay and Android Auto are also included as standard.

Importantly, it wasn’t the screen that impressed me the most. Instead, it was the fit and finish. The dashboard, steering wheel, door panels, seats, and transmission tunnel are all clad in a combination of soft-touch leather and suede.

There’s also a gear selector toggle that looks like a shiny crystal, as well as some metal buttons to adjust the volume, drive mode, and brake regeneration. Not so nice is the piano black plastic panel stretching the entire width of the dashboard, but that’s the case in many new models, so that’s that.

There are also some interesting design quirks. For example, the positioning of the door handles is rather odd, as is the fitment of sporty seats without adjustable headrests. However, in terms of comfort, the seats themselves are excellent, offering ample padding and support. I also really like the metal-like buttons on the steering wheel and the doors.

Photos Brad Anderson/Carscoops

Other important features that come standard include a 50W wireless fast charger and two adjustable cupholders in the center console. A panoramic glass roof is fitted as standard, and unlike in a Tesla, it includes a power-operated shade.

There’s plenty of space in the rear for adults, too, with the Sealion 7 Performance offering plenty of head and legroom despite the swooping roofline. Throw in trick, multi-colored ambient lighting and you get a cabin that feels more premium than the AU$151,400 ($99,000) Audi SQ6 e-tron I drove a couple of months ago.

Fast, But Not Flawless

With a total of 523 hp (390 kW) and 690 Nm (509 lb-ft), it should come as no surprise that the Sealion 7 is quick. BYD says it’ll do 100 km/h (62 mph) in just 4.5 seconds, and it feels every bit as quick as that figure suggests. While the Model Y Performance may be a full second quicker, the Sealion 7 is pretty rapid, particularly considering it tips the scales at a hefty 2,340 kg (5,158 lbs).

The Chinese brand claims its EV can travel up to 456 km (283 miles) on a charge under the WLTP cycle, so I was surprised when I jumped inside to find the dash indicating 550 km (342 miles) of range. However, as I discovered, that was a very optimistic estimate.

I averaged 20.5 kWh/100 km in the Sealion 7 Performance, which is worse than you’ll get in a Model Y. It also means it has a real-world driving range of closer to 400 km (258 miles), which is a little sub-par.

Photos Brad Anderson/Carscoops

The charging speeds are also slower than those of some competitors. The Sealion 7 Performance is capped at 150 kW DC charging speeds, meaning it needs 32 minutes to be topped up from 10 to 80 percent. While this is unlikely to be an issue for the majority of owners who can charge their vehicles overnight at home, it is something worth bearing in mind.

As a daily driver and for cruising around town, the Sealion 7 is excellent. Like most EVs, the powertrain is exceptionally smooth, and there’s always an ample amount of power on tap. A minor grievance is that the regenerative braking system only offers two levels, and there is no one-pedal driving mode, which is a bit odd.

Grip With Caveats

Dynamically, the SUV does leave a little to be desired. It easily slips into understeer, despite the Michelin Pilot Sport EV tires that are fitted as standard, and it never feels particularly exciting or poised when hustling along a mountain road. But let’s be honest; this isn’t a concern for your typical crossover buyer anyway, so we’ll give it a pass.

Most owners, even in Performance guise, will use it to cruise around town or on a trip, lawfully abiding by speed limits and solely utilizing it as a way to get from point A to point B. In this regard, it excels thanks to the light steering, excellent visibility, and relatively unobtrusive driver monitoring system.

Comfort And Ride

An area that could be improved is the ride. While it’s not bad, it feels overly firm and could benefit from some additional development. There are better choices available for those seeking the ultimate in comfort, but I found this version of BYD’s EV to strike a reasonable balance between comfort and sportiness. After all, they don’t call it the ‘Performance’ for nothing.

My main issue when driving the Sealion 7 was the persistent wind noise coming from the wing mirror and A-pillar on the driver’s side that became particularly apparent at speeds over 60 km/h (37 mph). Although it wasn’t particularly loud, this isn’t an issue I’ve experienced in other electric SUVs in this class.

Verdict

While there are certainly areas of the Sealion 7 Performance’s driving dynamics that could be improved, it remains excellent value for money, significantly undercutting the Tesla Model Y.

The quality and comfort of the cabin were perhaps the biggest surprise. While it may sound like hyperbole to describe the interior as being nicer than many new European cars we’ve tested recently, it’s the truth. Will it stand the test of time as well as some of those offerings? That remains to be seen. As it stands, the Sealion 7 is a strong contender in a crowded, and very competitive, segment.

Photos Brad Anderson/Carscoops