Two batteries (LFP) are offered, with 56.2 (Pro) and 67.1 kWh (ProMax) of gross capacity, with Leapmotor not disclosing a net value. They promise 361 and 434 km of range respectively in the WLTP combined cycle. These relatively modest figures seem realistic in practice. Our varied journey at the wheel of a B10 ProMax ended with an average of 15 kWh/100 km. An interesting score, admittedly achieved at a relatively moderate pace and by frequently resorting to deceleration charging (brutal at the highest level). Note that the B10 does not yet have a One Pedal mode; it will come with the OTA over-the-air update scheduled for early 2026. The announced range therefore seems achievable with a little restraint and without lingering on the highway as always: on the highway, consumption will exceed 20 kWh/100 km, the equivalent of 300 km of range at best. We will refine these values as soon as possible on our test route for electric cars.
The same is true at the terminal, where the B10 accepts 168 kW (140 kW for the smallest) in DC fast charging with the large battery, a high value for LFP-type chemistry. Going from 30 to 80% theoretically takes about 20 minutes. The competition is more or less at the same level: 160 kW for a Peugeot E-3008, 175 kW for the Volkswagen ID.4 and Skoda Elroq. A more cautious MG S5 EV tops out at 139 kW. But the announced peak in power is one thing, its long-term durability is another... On a conventional AC charging station, you can use an 11 kW charger as standard. No 22 kW charger is on the program, which is still uncommon on an SUV in this segment. Finally, while a preconditioning system exists to optimise the charging time at a fast charging station, it is impossible to trigger it while driving: it can only be activated if the car is plugged into the mains. This forces you to anticipate the need before starting a long journey for example.
]
]
