Leapmotor C10 vs Mercedes-Benz G-Class

What's the difference?

Leapmotor insists that even with the C10’s sub-par ADAS, distracting screen functionality and fiddly entry/start set-up, future OTA updates and downloads will sort them out eventually.

They blight an otherwise incredibly affordable, likeable, easy, efficient, practical, spacious and extremely well-equipped family-friendly SUV.

The fact is, the C10 in 2025 feels like some glitchy beta version and we’re the unwitting testers completing the user-experience development. As with phones and computers, OTA fixes are no guarantee of satisfaction.

Get your head around that, and the fundamentals are all there (perhaps with the exception of Apple CarPlay/Android Auto). But you’ll need patience and faith.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Mercedes-AMG G 63 isn't for shrinking violets. It's bold, fast, and loud, and in second-generation form massively improved dynamically and technically. It's a lot of money, but there's a lot to love, and here's hoping it stays around for decades to come.

You could be forgiven for thinking that a V8 or diesel engine might lurk behind the C10’s doe-eyed face, with that high and bulky bonnet.

Yet the Leapmotor is packaged as a ground-up EV-first SUV. You’d never know by just looking at it.

Clean and uncluttered, there’s an unassuming simplicity and warmth to the C10’s design. And it does grow on you – more so, perhaps, than the Porsche Cayenne that clearly inspired it. That’s a feat in itself.

Nice visual touches include the smooth detailing, smart alloys, recessed door handles and clean lighting treatments.

A similar less-is-more approach is carried through inside.

The original (W460) G-Glass, then known as the G-Wagen (or Geländewagen for cross-country vehicle), was launched in 1979 as an ultra-capable off-roader, soon favoured by armies the world over. Arriving here in 1982, its distinctive, slab-sided form remained unchanged over the best part of four decades.

At close to 4.8m nose-to-tail, more than 1.8m across, and a bit over 1.9m tall, the G 63 is now longer (+110mm), wider (+106mm), and fractionally lower overall (-13mm), but still pulls off a convincing impersonation of a bread box.

Merc-AMG confidently quotes a drag coefficient (Cd) of 0.55 for the G 63, which isn't as bad as a brick (around 2.0… I Googled it) although it is in the same league as a heavy truck.

But it's the car's unique, upright stance, complete with pumped wheelarches and old-school flat glass, that sets it apart and draws people in. Looking more like a take-no-prisoners, functional device than a luxury cruiser, I can assure you it attracts as many admiring looks and comments as a low-flying supercar wedge.

The new-gen G 63 features AMG's vertically slatted 'Panamericana' grille, and our test example was fitted with the optional 'Night Package' ($5900) adding a range of dark exterior details including tinted indicator lenses, dark tinted glass, black exterior mirror shells and spare wheel ring, other black trim pieces and painted areas, as well as 22-inch AMG forged alloy rims.

Also worth noting, Merc has retained the G-Class's solid metal door handles, complete with the mechanism's unmistakable 'click-clack' opening and closing sound. Nice touch.

Inside, the biggest change is the upgrade from a conventional dual-gauge instrument cluster and central media stack to a pair of 12.3-inch digital screens, forming a sleek widescreen display, and bringing the G 63 in line with other recent Merc offerings.

Similarly, the gearshift moves from a traditional console-mounted set-up to Merc's 'Direct Select' lever on the steering column (exactly where the indicator stalk is located in 90 per cent of right-hand drive cars).  And the standard flat-bottom, leather-trimmed 'AMG Performance' steering wheel is a racy addition.

Like the exterior door handles, another tip of the hat to the car's heritage is retention of the horizontal grab handle ahead of the front passenger on the dash above the glove box. Nice to have something to hold on to if the going gets rough.

The C10’s simple elegance carries on inside, with an appealing minimalism that leaves you no doubt that this is a modern EV.

Big and spacious, with more than enough space for five people to travel comfortably, the first thing you notice is how sumptuously soft and cosseting the front bucket seats are. You sink in them like a plush sofa.

These are positive first impressions, aided by large side windows and the panoramic glass roof that bathe the cabin in lots of light, though thankfully a solid blind is also included.

We’re in the up-spec Design grade, with its synthetic leather upholstery (dubbed “Silicone Leather with OEKO-TEX” in Leapmotor-speak) covering most dash/door/console surfaces, resulting in a high-quality look and execution that does feel expensive. Even the plastics seem decent. We constantly had to remind ourselves we were in a sub-$50K mid-sized SUV.

Finding the right driving position is no problem, ahead of concise electronic instrumentation that’s easy to read. Ventilation is ample and storage is plentiful. A lot of thought has gone into the C10’s packaging and presentation.

Too bad, then, that it slips on the details, beginning with an almost total lack of switchgear.

We’re glad that the steering column adjustment relies on a good old lever, because having to dive into the centre screen and then use the steering-wheel buttons to reposition the mirrors is constantly annoying. We’re never with the cars long enough for the memory function to learn our preferences, but stuff like this should never have to be so needlessly complicated.

The touchscreen itself is slick and fast, responding speedily to commands. It’s far from the worst we’ve experienced for logic and intuitive operation, and the decent size (14.6 inches) helps. But why is so much vehicle functionality access behind a crowded electronic display? Inevitably, warnings chimed while eyes strayed from the road as our concentration was divided. We’ll be so glad when this dangerous buttonless fad passes.

Speaking of access, the back doors open big and wide onto an equally opulent rear bench, with the chauffeured passenger privy to vent outlets, sturdy cupholders, overhead grab handles, USB ports and a folding centre armrest. Again, nicely presented and well put together, the premium sense prevails.

So person-focused is the rear seat area, in fact, that the luggage area suffers a little, being smaller than the C10’s 4.74m length suggests. VDA capacity is 546 litres with all split/fold seatbacks up, extending to 1375L with them dropped. That’s barely more than what a Nissan Qashqai offers. At least the floor itself is low, flat and nicely presented.

Overall, then, the Leapmotor would have come close to scoring a 10/10 for practicality, rather than 8/10, if it were not for its annoying keyless entry/start regime, almost complete lack of buttons and no spare tyre.

The G-Class has never been a particularly squeezy proposition for passengers or cargo, but an extra 40mm in the wheelbase adds even more breathing space.

Getting in is the first step, and it's a big one. At 183cm tall, in an athletic mood, I could grab the A-pillar and swing up into the driver's seat in one vaguely respectable movement.

But, those side steps aren't just for show, and at the end of a long day provide a handy staging camp between terra firma and the lofty pilot's chair.

Once on-board there's plenty of room up front, with adequate storage including a bin between the seats (now with a double door opening rather than a single hinged lid), a modest glove box, oddments space and two cupholders in the centre console, and bins with space for bottles in the doors.

There's a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.

In the back I could have donned a dusty Akubra and still had headroom to spare, with generous foot room, and a substantial gap between my knees and the driver's seat (set to my position).

A fold-down armrest incorporates a pair of cupholders (as well as a through-port to the cargo space for long items) and there are map pockets on the front seat backs as well as space for bottles in the doors. Two adjustable air vents in the rear of the front centre console, and another pair in the B-pillars also provide climate-controlled air to those in the rear.

With the rear seats upright boot volume is quoted at 454 litres (VDA); enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram, or a largest-suitcase-and-pram combo.

There are tie-down shackles in each corner of the floor, usefully bright lighting, a netted storage area on the passenger side (containing five fluorescent emergency vests), and folding the 60/40 split rear seat liberates even more space.

Unfortunately, gaining access to that load space is fraught with compromise. First, the single-piece rear door hinges vertically and opens from right to left. No problem when you've nosed into a shopping centre space, but not so great when you're parking nose-to-tail on the left-hand side of the road.

That means you typically have a small space between you and the car behind to get the door open, and when it is at 90 degrees, you're blocked from unloading things onto the footpath until you've shut the door.

As well as that, the door has a full-size spare (alloy) wheel and tyre attached to it. Good because a full-size spare is welcome, and bad because it makes the already bulky door even heavier.

Those keen on towing things will be pleased to hear the G 63 is rated to haul up to 3.5 tonnes of braked trailer and 750kg unbraked.

Okay, you're laying down a quarter of a million bucks ($247,329 before on-road costs) and it's fair to expect some serious tech and standard equipment to keep you feeling warm and fuzzy after you're finished impressing friends and family with the G 63's howling acceleration.

For a start, there's a bunch of leading-edge safety tech on-board (detailed in the safety section below), and as expected that substantial cost-of-entry brings an extensive list of luxury features.

We've touched on the twin 12.3-inch 'Widescreen Cockpit', and available media includes digital radio and TV tuner, internet connectivity and 3D nav (with dynamic route guidance), as well as smartphone integration with Apple CarPlay and Android Auto.

Audio is a thumping 15-speaker, and 590-watt Burmester surround sound system, and the ambient lighting set-up offers a choice of 64 colours.

Also included are 'Multibeam' LED headlights, 'AMG Ride Control' adaptive damping, a 'Parking Package' with 'Active Parking Assist' and 360 camera, a sliding glass sunroof (with tilt function), the selectable AMG sports exhaust system, keyless entry and start, the AMG Performance steering wheel (trimmed in nappa leather), and 21-inch AMG '5-Twin spoke' alloy wheels.

Then there are the three 100 per cent differential locks (plus an 'off-road information centre'), electronically adjustable front seats (ventilated front and heated front and outer rear), steering column and mirrors (with memory function), three-zone climate control, nappa leather upholstery, a leather-finished dashboard with open-pore ash wood trim, a 'Dinamica' microfibre roof liner, and an AMG-specific IWC design analogue clock. Plus, the 'Dynamic Select' system enables a choice of pre-set driving profiles or individual settings.

The optional 'Exclusive Interior Plus Package' ($10,300) fitted to 'our' car adds deluxe nappa hide on the dashboard, door centre panels and grab handle, as well as a diamond quilted treatment on the seat centres, a black 'Dinamica' roof liner, velour floor mats (with edging in nappa leather), a frameless interior mirror and air vents in 'Silvershadow'.

On top of that the test vehicle was optioned with the 'Night Package' ($5900) detailed in the Design section, and Designo 'diamond white bright' paint ($5900) for a manufacturer's recommended list price (MRLP) of $269,429.

That puts the G 63 in the same price and equipment ballpark as the supercharged V8 Range Rover Autobiography ($268,900), twin-turbo V8 Porsche Cayenne Turbo ($239,400), and its Mercedes-AMG GLS 63 sibling ($221,729), powered by a version of the 5.5-litre twin-turbo V8 used in the first-gen G 63.

An impressive trio of alternatives, but in reality the idiosyncratic G 63 doesn't have any direct competitors, and for those who give in to the pull of its powerful tractor beams value-for-money becomes a uniquely personal concept.

As with the EV, the REEV’s powertrain centres around a rear-mounted Permanent Magnet Synchronous electric motor, driving the rear wheels via a single-speed transmission.

In this plug-in application, power drops slightly to 158kW while torque remains the same at 320Nm. The 0-100km/h sprint time takes 8.5 seconds, on the way to a top speed of 170km/h.

But that’s only half the story.

Out goes the EV’s 69.9kWh Lithium Ferro-Phosphate (LFP) battery pack, for a 28.4kWh LFP item, offering around 145km of WLTP range. It can be charged via a 6.6kW AC charger, 65kW DC fast-charger… or by an on-board internal combustion engine conveniently located under the bonnet.   

Supplied by Dongfeng, this is a 1.5-litre four-cylinder Euro-6-rated petrol unit of undisclosed power and torque. All it does is recharge the battery and has no physical connection to any transmission or driving wheels. It is a power generator, meaning the EV motor is constantly working.

Four driving modes are available – EV+, where the engine won’t kick in until charge drops below nine per cent; EV-normal, where the engine starts once the battery dips under 25 per cent; Fuel mode, which operates engine-charging from 20 to 80 per cent battery capacity; and Power+, where the engine is constantly charging. The latter is good for a battery top-up in preparation for EV-only driving in, say, congested city areas.

Note that the REEV weighs some 35kg less than the EV version.

The suspension – MacPherson-style struts up front and a multi-link arrangement out back – remains the same, and has been tuned by the Maserati sports carmaker (another Stellantis brand) of Italy.

The G 63's 4.0-litre (M177) all-alloy V8 is closed deck design using direct-injection and a pair of twin-scroll turbos to produce 430kW at 6000rpm and no less than 850Nm from 2500-3500rpm. That's 10kW/90Nm more than the 5.5-litre twin-turbo V8 it replaces!

To improve throttle response and optimise efficiency, the turbos are located inside the engine's 'V', improving air flow and shortening the distance from the exhaust side to the turbos, and in turn, from the turbos to the inlet side.

And the housings on the twin-scroll turbos are divided into two parallel flow channels connecting with separate ducts in the exhaust manifold, allowing fine management of the exhaust gas coming in and pressure going out. Result is more torque and even better response times.

Drive goes to all four wheels via a new 'AMG Speedshift' nine-speed, dual-clutch auto (replacing the previous seven-speed auto transmission) with paddle shifters and a multiple downshift function which will go to the lowest ratio possible as you keep squeezing the shift paddle.

The 'AMG Performance 4Matic' all wheel drive system is front/rear biased 40/60 (50/50 in the previous model), although if you want to head off-highway the G 63 still features three 100 per cent diff locks and low-range off-road gear reduction.

Leapmotor says the C10 REEV offers an EV-only range of 145km (WLTP) from its 28.4kWh LFP battery, with its average electricity consumption stated at 15.2kWh/100km.

Switching to hybrid mode, 970km is possible thanks to a 50L fuel tank, with the 1.5L petrol engine averaging only 0.9L/100km, for a carbon dioxide emissions rating of just 21 grams/km.

As with most PHEVs, such numbers are pure fantasy when it comes to the real-world experience.

Driving it hard and fast over nearly 400km at speeds of up to 130km/h, we averaged an indicated 6.5L/100km, or between 19-21kWh/100km, which is a far cry from the official claims, but still good for a two-tonne mid-sized PHEV SUV with two adults on board and the AC blasting.

The C10 REEV sits on a 400-volt architecture and offers a maximum of 65kW DC charging capability, meaning it can be fast charged from 30-80 per cent in under 20 minutes, or overnight (at around 10-12 hours) to full capacity when plugged in at home due to its 6.6kW AC charger.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.1L/100km, with the 4.0-litre, twin-turbo V8 emitting 299g/km of CO2 in the process.

Despite the fact cylinder management tech means the engine will run on four cylinders under light load, and start-stop (with 'glide mode') is standard, we managed 16.7L/100km (measured at the bowser) over a mix of city, suburban and freeway running. To be expected for such a big bus, especially one that constantly tempts you into squeezing the throttle just to hear the exhaust bellow.

Minimum fuel requirement is 98 RON premium unleaded, and you'll need 100 litres of it to fill the tank.

Probably the most remarkable thing about C10 REEV is just how similar it feels to the electric version to drive.

Identical even, at least until the petrol engine fires up – and even then, that’s just a fairly-muted hum, rather than a louder, constant-revving experience as per the Outlander PHEV or Nissan’s e-Power alternatives.

Always relying on the electric motor to drive the rear wheels, it’s pure EV from start up as long as there’s enough charge in the battery, with the now-familiar near-silent surge of acceleration, combined with instant throttle response and a smooth, relaxed attitude. Pleasant stuff.

Keeping in mind that the WLTP EV-only range is around 145km, in EV+ mode, it’s entirely possible to never even engage the 1.5-litre petrol engine for most shorter trips. It’s only when charge drops below 10 per cent that you’ll hear it seamlessly kick in. The same applies in EV-normal mode except that the threshold is lower, and keeps dropping in the Fuel and Power+ modes to the point where it might be almost always on depending on driving style. Yet even then, it’s never intrusive.

Other C10 REEV plus points include light and easy steering, surprisingly precise handling and nicely-modulated brakes (not always a given in electrified vehicles), while the soft suspension and plush seating really offer an isolated and comfortable travelling experience.

And there wasn’t even that much road noise coming through over the (admittedly super slick) Spanish roads we drove this on.

In these ways, the Leapmotor feels far more sophisticated than its low pricing and relative inexperience suggest. At least over a relatively short drive.

Spend more time in the C10 and some cracks do start to show. And they jar.

For starters, we did notice a disconcerting lack of power when battery capacity is really down and the engine is working overtime trying to bring the charge back up. At freeway speeds, acceleration was throttled back to the point of it being gutless and slow. This was discovered when we deliberately depleted the battery to see how the car behaved, so our advice is to not let charge drop below about 25 per cent to avoid this.

Find a fast and tight set of corners, and the steering can seem lumpy and inconsistent, losing its linear feel, meaning that the driver must keep chipping away to make it flow more smoothly through a turn. Now, this isn’t pretending to be a driver’s SUV, so we’ll let that one pass as well. Unless you’re an enthusiast, in which case, look elsewhere.

But we cannot ignore the annoying, frustrating and even at-times hazardous advanced driver-assist safety (ADAS) systems, that end up blighting the C10 driving experience.

For starters, when driving at speed on (adaptive) cruise control, the Leapmotor would sometimes randomly brake abruptly, as if to prevent a collision with the slower traffic we were safely overtaking. We experienced this in Australia in the EV version earlier in the year, and it did exactly the same thing on European roads. This is unacceptable.  

Less worrying but no less problematic is how the lane-keep tech sometimes fights you if you’re attempting to change lanes by putting up torque resistance. If you’re needing to avoid something, this could be dangerous. If you’re an easily-spooked driver, it may also be downright frightening.

And the less said about the trigger-happy driver-fatigue warning chime the better. It won’t even allow enough time for a momentary glance at the touchscreen – which is necessary if you need to change the climate setting, for instance.

You can switch these off, but a correctly-tuned ADAS system is there to possibly save your life, so what’s the point of not having them? Plus, they reset every time you restart the car, meaning more distracting menu-diving whilst you’re on the move.

That all said, at least the promising news is that Leapmotor is periodically rolling out over-the-air updates, with a big one set to address many of the ADAS issues from September, 2025. And they’ll of course be retro-applicable. But that’s still a long time to put up with sub-standard driving and dynamic behaviours.

As it stands, then, the C10’s dynamic tune still feels very much a work-in-progress. A pity as it offers so much good stuff too and at a great price to boot.

Let's cut to the chase. The G 63's pure grunt overpowers its challenging aero profile to thrust this boom box on wheels from 0-100km/h in a claimed 4.5 seconds. And believe it or not, despite its greater length and width, it has enough power to punch a 240km/h hole in the air (maximum velocity is limited to 220km/h if you choose not to opt for the 'AMG Driver's Package').

The new electronic architecture brings with it the latest version of Merc's 'Dynamic Select' system with five driving modes adjusting the engine, transmission, suspension, steering and assistance systems right up to maximum attack Sport+ mode.

All 850Nm of peak torque is available between 2500-3500rpm and pinning the throttle anywhere in that band feels like lining up a runway and preparing to rotate for take-off.

The two-stage exhaust flap arrangement allows you to turn the noise up from growl to roar even at modest around town speeds, and the nine-speed transmission is sharp and positive, with the multiple downshift function (in manual mode) hilariously good fun.

The racy AMG sports seats are as grippy as they are comfortable, and the fat 295/40 Goodyear Eagle F1 rubber, wrapped around the optional 22-inch forged alloys, does a good job of keeping all that mass and momentum in control as the high riding G 63 careens around corners.

And speaking of mass, the job of hauling it from warp speed to rest sits with big ventilated discs all around (cross-drilled 400mm front/370mm rear), clamped by monster six piston calipers at the front and single piston at the back. They're progressive and reassuringly powerful.

So, the performance is as dramatic as ever, but when I think of previous Merc-AMG G-Class offerings, two main shortcomings come to mind... steering and ride.

The steering was like a laggy mouse, with a few beats separating input at the wheel from response at the front treads. And the damping came up short, with a bouncy ride par for the course.

Still sitting on a ladder-type frame, the new G's suspension was developed by Mercedes-Benz and Mercedes-AMG. And finally, it has a decent double-wishbone independent front-end, with a rigid axle at the rear and coil springs all around. Plus, a strut tower brace, Merc-AMG calls it a 'suspension bridge', now connects the front strut towers, increasing torsional rigidity.

Ride comfort, especially in the most compliant 'Ride Control' suspension setting and riding on the big 22s, is massively better. It's no limo. You'll still feel jittering over higher frequency imperfections. But it's way, way ahead of the first-gen version.

The steering system changes from a recirculating ball to rack and pinion, and is now variable ratio with electro-mechanical rather than purely hydraulic assistance. And it's also much improved. We're not talking about a Lotus Elise-style connection with the road, but the steering is clearly more predictable and responsive.

One thing that hasn't changed is an ocean liner-worthy, 13.6m turning circle. You'll need to plan ahead for U-turns and reverse parks, but enough parking cameras (including surround view) to please Cecil B DeMille are on hand to help.

It's like a whole new world with a familiar cover wrapped around a markedly improved package. But (there must be a but) visibility is still compromised by thick window and door pillars, and despite the new dash layout ergonomic efficiency is patchy, with some switches and knobs located in relatively awkward positions.

As mentioned earlier the G 63 features three 100 per cent diff locks and low-range off-road gear reduction. But forget breakover angles and wading depths. This 4x4 seeing off-road action is as likely as an Abbott 2.0 prime ministership.

Suffice it to say, this car wears the 'Schöckl' badge at the base of its B-pillar. And in case you were wondering, Schöckl is a 1445m mountain in Graz, the Austrian city where the G-Class is built (and big Arnie Schwarzenegger was born!).

In the second-gen G-Class's development, prototypes covered roughly 2000km over a five kay trail including gradients of up to 60 per cent and lateral inclines up to 40 per cent. So, despite its irrelevance, the off-highway box is ticked.

The second-gen G 63 hasn't been assessed by ANCAP or Euro NCAP but its new electronic architecture brings the car up to speed on active safety tech, now incorporating 'Distronic' cruise control with 'Active Distance Assist', 'Active Brake Assist', AEB (forward and reverse), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Adaptive High-Beam Assist', tyre pressure monitoring, and 'Traffic Sign Assist'. Plus, the 'Pre-Safe' system prepares the vehicle and occupants in the face of an inevitable collision.

And once that impact has occurred, you're protected by nine airbags, including rear seat airbags, full-length curtains and a driver's knee bag.

There are three top tether points for child restraints/seats across the back seat, with ISOFIX anchors in the two outer positions.

Better than average timewise if not mileage-wise, but some way short of the best (and inferior to the MY24 model’s seven-year/160,000km schedule), the MY25 C10’s warranty is six-years/150,000km, with service frequency set at every 12 months or 10,000km (REEV) and 20,000km (EV).

The battery warranty is at eight years/1600,000km, while Leapmotor also offers eight years of roadside assistance and capped-price servicing.

According to Leapmotor’s website, and with no distinction between powertrains, published prices are $260 for the first service, $460 for the second, $495 for the third and fourth and $290 for the fifth, totalling $2000 over five years.

Mercedes-Benz (and by extension Mercedes-AMG) offers a three-year/unlimited km warranty with 24 hour 'Road Care' emergency roadside assistance provide for three years.

Servicing is recommended every 12 months/20,000km and a capped price servicing plan is available at Silver and Platinum levels for up to five years/100,000km.