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The Leapmotor C10 has been updated in China, gaining more range, extra power and an upgraded infotainment system.

Chief among the updates is a switch from 400V electricals to a more powerful 800V system.

Leapmotor has yet to confirm specifics, but this should bring a significant increase in the car’s maximum charging speed – currently capped at 84kW, behind the 100kW or greater offered by many rivals.

Meanwhile, it has uprated the rear-mounted electric motor from 215bhp to 295bhp, cutting its 0-62mph sprint time from 7.5sec to 5.9sec.

The reworked C10 also gets a new LFP battery pack with 5kWh more capacity (74.9kWh total), boosting its range from 329 miles to 376 on the Chinese CLTC test cycle.

Leapmotor has yet to publish figures for the new C10’s performance from Europe’s WLTP range test, but given that it currently stands at 261 miles, the new C10 is expected to nudge the 300-mile mark.

The range-extender EV powertrain of the C10 REEV is unchanged, according to Chinese media reports.

Both versions’ infotainment systems now run on a more powerful Qualcomm Snapdragon 8295P processor and their arrays of ADAS sensors now include a lidar.

The C10's design remains the same as before, but the fully electric car can be had in a new purple paint colour. 

Leapmotor has yet to announce when the revised C10 will land in British showrooms, but it comes as the Stellantis-backed brand positions itself for rapid global expansion.

Having already launched the C10, C10 REEV and T03 city car, it will soon follow that with the B10 crossover, a Volkswagen Golf-sized hatchback named the B05 and a Renault 4 rival named the A10.

That will be joined with an entry-level model – possibly priced below £20,000 – dubbed A05.

For years, the barrier to electric car entry for many drivers has been their high list prices, but it's fair to say that EV prices are becoming more accessible than ever in 2025. 

Cheaper options are becoming more commonplace. Prices are gradually lowering to a point where the cheapest electric cars on sale today are now priced as low as some of the most affordable internal combustion models. 

Several models on the market don't require a luxury-sized wallet, with brands including Dacia, Citroën and Renault all introducing entry-level, affordable EVs over the last couple of years. 

Some electric cars dropped below £30,000 a few years ago (which is still pretty expensive), but prices are improving further. Some new options cost under £25,000, and a few are below £20,000.

Today, the cheapest electric 'car' in the UK is the Citroën Ami, priced at £7695. We say 'car' in inverted commas here because it's not quite a car - it's a quadricycle. The cheapest full-size electric car is the Dacia Spring, at £16,995. 

But which other EVs fall into the top ten of the cheapest on sale today? Read our continuously updated list here. If you're keen on electric cars but want a bit more information before taking the plunge, head to our best cheap electric cars article.

Pedestrians hit by SUVs and pick-ups are significantly more likely to be killed than those hit by lower-riding hatchbacks and saloons, according to a new study.

Conducted by Imperial College London and the London School of Hygiene and Tropical Medicine, the review compared data from collisions involving SUVs and ‘light trucks’ (pick-ups and small vans) with those involving saloons and hatchbacks.

Its analysis of 682,509 collisions found that the risk of an adult pedestrian dying in a collision is 44% higher when they are hit by an SUV or light truck compared with a regular passenger car. For a child aged 0-9, that risk increases to 130% higher.

The study estimates that 17% of adult pedestrian and cyclist fatalities could be avoided if drivers swapped their SUVs for lower-riding cars instead. That translates to 620 lives per year, it said.

However, it should be noted that the study primarily focuses on collisions in the US, where vehicles are typically larger and heavier than in Europe. Four-fifths of the study’s comparisons between crashes involving SUVs and regular passenger cars were from America.

European data is also influenced by the lower proportion of SUVs driven, compared with the US. As such, the study estimates that 8% of adult pedestrian and cyclist fatalities in Europe could be avoided by switching to traditional passenger cars.

Despite the findings, the report cautions against a blanket ban on ‘SUVs’, noting there is no universally accepted or legal definition of what constitutes an SUV.

It instead urges action against the biggest risk factor: the high beltlines and blunt front ends that are typical of SUVs and pick-ups.

“The key mechanism underlying this increased risk appears to be the taller and blunter profile of the front end of SUVs and [light trucks],” the study states.

“This means that the victim is initially struck higher up on their body (eg, the pelvis not the legs for an adult, or the thorax not the pelvis for a child).

“It further means that the victim is more likely to be thrown forward into the road, rather than carried on the vehicle’s hood [bonnet].

“These and other crash dynamics are associated with a higher proportion of upper body injuries (including to the head, thorax and abdomen) and with a more serious injury profile.”

Indeed, according to a 2024 study published in journal Economics of Transportation, a 10cm increase in a car's front-end height increases the risk of pedestrian fatality by 22%.