Foton Tunland vs Mazda CX-80

Just like the CX-90 and CX-60, the 80 suffers from a wide and tall transmission tunnel that eats into storage space. The cupholders are stingy and the wireless charging pad, under the centre stack, is difficult to access. 

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A plush centre armrest butterflies open to reveal two USB-C charging ports and a shallow storage area. The door bins are scalloped to grip a 600mL or 1.0L camping bottle nicely, with extra storage for wallets, receipts, muesli bars, microfibre towels... whatever you like. 

The CX-80&#;s multimedia screen is touch compatible when using wireless Apple CarPlay or Android Auto though is otherwise controlled with a rotary dial. As a twiddly-thing apologist, I should love this, but the world has moved on since this multimedia system was released. A touchscreen for quick keyboard entry and simple shortcuts would be appreciated. 

Plus, Mazda&#;s software skin is beginning to look dated, and with Hyundai and Kia offering more connected and fully-featured systems, the CX-80&#;s feels a bit old hat. The flipside, of course, is the ease of interaction for key actions.

Familiar controls for the audio and safety systems are found on the steering wheel, and below the touchscreen is an array of switches for the heating and ventilation, heated and ventilated seats and other shortcuts. A head-up display tells speed, speed limit and navigation directions but is difficult to see through polarised sunglasses.

In the second row, the CX-80 is available with a separate climate zone and integrated sunblinds while all trims get a pair of USB-C charge points accessible to rear passengers. The six-seat set-up seems to be the layout du jour. All Aussie cars will get the second row centre console rather than the European walkthrough with its tinny drinks tray. 

Space is ample with loads of headroom under the panoramic sunroof, heaps of leg and toe room and a stadium arrangement to aid visibility. With the captain&#;s chair set-up the two seats slide 120mm fore and aft and after adjustable recline, between 15-33 degrees. They&#;re comfortable with good back support though lack any side bolsters for cornering. 

ISOFIX ports and top tether anchors will feature in the second row, but there were no top tether anchors in the European-spec cars. A three-wide bench seat will be offered in Australia, too. 

The third row is not quite as generous as a CX-90 but is perfectly serviceable for adults up to 170cm tall. It&#;s also easy to get into thanks to those whopping great doors and one-touch flip forward function. Third row riders get USB-C charge points, cupholders and air vents. 

A power tailgate opens pretty briskly to reveal a 258L storage space behind the third row of seats, enough for the bags from the school run. There&#;s also a 12-volt socket and household power point but no spare tyre. Folding the third row flat increases space to 678L and then to L with the second row stowed.

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Competent, comfortable and about as exciting as catching a bus, the C10 is far from the last word in driving excitement, but nor does it feel anything like a first attempt from the upstart Chinese brand.

I went into the Leapmotor experience expecting a vehicle that would feel more unfinished, and less convincing, but the C10 exceeded expectations, in that it feels much like any other EV that values practicality over perkiness.

The ride is comfortable and compliant, even over Italy's (and so, by extension, Australia's) sometimes questionable road surfaces, and even on twister sections, the C10 stays mostly flat and stable, without much of that pitch and yaw that ends up making you feel queasy.

If you're the kind of driver that gets in and unplugs from the experience, you'll find much to like about the C10. If you pine for engagement and excitement, then you won't find much of either.

But I suspect lots of drivers fall into the former camp, and I can confidently report there's little about the C10 drive experience that offends, save perhaps for the overzealous nature of the safety systems, and specifically the squawking of the overspeed warning, which cuts through the otherwise-quiet cabin ambience like a dentist's drill. Speeding fines or no, you will be switching that off.

To get the most from the drive experience, you'll want to be configuring the individual drive modes (the rest have shades of Goldilocks about them, with none being 'just right'). But if you engage the sportiest steering and acceleration, and the softest regenerative braking, the C10 will perform at its best.

One quirk, though, is the traction system tuning, with the C10 happy to break grip when you're too aggressive with the accelerator in damp conditions. If it was fitted with a more powerful motor, I reckon the C10 would be a real handful in the wet.

We covered plenty of kilometres behind the wheel, and found the C10 powerful enough in everything from urban traffic to freeway overtakes and quiet enough in the cabin, too.

That said, the gremlins were plentiful, and Leapmotor will need to iron them out before the C10 arrives in Australia.

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