Under the floor is a 67.1kWh battery giving an estimated 260-mile range (WLTP test pending), and a single motor on the rear axle gives 215bhp and 177lb ft of torque for a 0-62mph time of 6.8sec.
Maximum charging speed is pegged at a faintly lethargic 80kW, which means a 30-80% fill takes around 20 minutes. But the closely related C10 is set to be upgraded to an 800V electrical architecture soon and the B10 will no doubt follow, boosting charging speeds and improving overall ef ciency.
Naturally, our brief drive around a test facility in an early China-spec production car wasn’t especially revealing from a performance or agility standpoint, but it felt pokey on a run up to motorway speeds and decently composed once there.
It was surefooted and predictable around a greasy, fast hairpin too and didn’t feel especially prone to roll – lending credence to Leapmotor’s claims that its cell-to-chassis construction method is a boon to rigidity as well as efficiency.
The steering didn’t feel laden with feel and propensity to engage but was quick to react and predictable in its responses.
The suspension set-up for global cars is still being tuned, so my car wasn’t representative of what will reach showrooms, but it wasn’t unnervingly brittle over rumble strips or speed bumps.