When my boss told me I’d be doing this in a Leapmotor C10 REEV, I’ll admit it wasn’t what I thought.

I envisioned something dramatic, maybe an Italian convertible with a name you can’t pronounce or a bright red performance electric vehicle, my neck scarf on and my hair blowing in the wind.

But instead, I didn’t know much about Leapmotor.

A Chinese brand with no badge recognition, minimal loyal fan base and no sexy marketing campaign telling you it can change your life.

I wasn’t even sure how to pronounce REEV, was it “reev” or “ree-ee-vee”? And range extenders? They sit in this grey area of electrification. Loyal electric purists turn up their noses and petrolheads are confused.

But the spec sheet was hard to ignore: 145km of EV range, up to 970km combined range, and a 1.5 litre petrol generator, spacious tech-filled cabin, a dose of luxury, suddenly this unknown SUV didn’t sound that bad.

The surprise start

Barcelona is just waking up as I pull out of the narrow streets, the scent of fresh espresso and freshly-baked pastries drift through the air.

The C10 REEV glided forward in EV+ mode – the most electric leaning of its four driving modes.

Here the 1.5-litre petrol engine won’t kick in unless the state of charge drops below 9 per cent.

With 145km of pure EV range (WLTP) and a 50kW on-board generator, I had no need to disturb the petrol engine as it glided towards Stiges.

The drive was peaceful, no jerky transitions or odd lurches. Every turn was smooth, every acceleration was gentle, likely thanks to chassis tuning by Maserati engineers.

Approaching Tortosa, the road demanded a more dynamic drive, so I switched to Power + mode. The range extender immediately engages, maximising battery charge while delivering the punch needed for smooth overtakes.

Unlike traditional hybrids that switch between electric and petrol power, the C10 REEV keeps the battery in control, using the engine purely as a generator.

This approach sets it apart from plug-in hybrid (PHEVs) like the Mitsubishi Outlander.

The C10 REEV functions more like a BEV, with the internal combustion engine serving only as a power source for the battery, rather than driving the wheels.

Luxury you didn’t expect

Somewhere along the scenic suburban stretch to Tortosa, I realised I hadn’t had to fiddle with anything.

The 10.25-inch digital cluster displayed everything I needed clearly, and the 14.6-inch infotainment screen was easy to use.

A few days before, the system had received over-the-air updates, part of 26 improved functions and 17 new features delivered to 2025 models.

The lack of Apple CarPlay or Android is annoying but it’s expected to come later this year.

One of the biggest improvements is the ADAS, which I remembered as overbearing when I drove the electric variant in Melbourne three months ago, has been tamed.

The alerts are softer and you can switch off most of the safety features although ANCAP requires they reset after each ignition cycle.

Tortosa and tapas

We reached Tortosa that evening without needing to plug in. Even better, I hadn’t even thought about where to charge, and that’s where this earns major points.

Charging an EV at home is one thing but doing it overseas, with foreign plugs, roaming apps and unfamiliar infrastructure – no thanks!

The next morning with the battery sitting at 30 per cent, I switched to Fuel mode allowing the 1.5L engine to recharge the battery while I cruised towards Valencia.

Fuel mode is designed for longer journeys or say camping trips, where charging might be limited.

Now I’ve driven cars twice the price of this, vehicles that made you pay extra for features like heated seats or a panoramic sunroof. Not here.

The entry level Style (drive-away launch offers $45,900) model comes with dual zone climate control, a panoramic glass roof, heated front seats, a 360-degree camera, and a 34 litre frunk.

The Design variant ($49,990 drive-away launch offer) adds 20-inch alloys, ventilated front seats, heated steering wheel, ambient lighting, privacy glass and even a power tailgate.

The most relaxing EV

By the time I reached Valencia (348km), the battery had reclaimed 20 per cent and I hadn’t charged once, and I didn’t need to.

Three charging options are available if you do want to plug in: AC charging at 6.6kW, DC fast charging at 65kW (30-80 per cent in 18-30 minutes) and of course, the on-board 50kW generator, always there as a backup.

On the way back to Barcelona, we stopped for lunch in Peniscola, a post-card perfect town with a castle overlooking the sea.

As I devoured Galician style octopus, I realised: this is the most relaxing EV drive I’ve ever done. Not because it’s the fastest, or flashiest but because there was no anxiety ruining my day.

You can drive the C10 REEV with flexibility, no charger hunting or planning your day around charge.

It might not turn heads like a Porsche Taycan Turbo, and it doesn’t have the tech cult like Tesla or BYD. But it’s a near-perfect travel companion – quiet, comfortable and affordable.