Start with the table, then order from the last column
Start with the table. Your model is in the first column and the lead to order is in the last, and the row links through to that car's own page for the charge port position and the real charging times.
Leapmotor arrived in Britain recently and the range is already six models, all Type 2. Because it is new, published information is thinner than for an established marque, so the model pages are explicit about which figures come from Leapmotor and which are corroborated elsewhere.
The number that decides the amp rating
One phase, 32 amps, about 7.4 kW: that is the whole of domestic charging in Britain. The table translates each car's rating into what it will actually pull on that supply, which is the only figure worth comparing when you are choosing a lead.
How the models differ, and where it matters
The split is narrow: the B05 and B10 reach 7.4 kW, and the T03, C10 and both hybrids 6.6 kW. Lower on paper, identical in practice is a recurring pattern. A single phase charger gives its full rating on a British supply, so the real gap between it and a three phase car is small. Twelve per cent separates those two figures, which on a small battery is a few minutes.
Expect the socket to be somewhere different on each of these. The pages state the flank and whether it is forward or aft, which is all you need to measure. The C10 uses the nearside rear and the B10 the offside rear, opposite flanks on two cars sold side by side. The T03 charges centrally at the front, behind a door in the nose.
The hybrids are range extenders in behaviour, driving on the electric motor with the engine generating rather than driving the wheels, which makes the plug more central to how the car works than on a conventional plug-in hybrid.
How long a cable you need
Get the length from your own driveway. Five metres where the charge point is next to the socket, ten for most layouts, fifteen or twenty where the unit is in a garage and the car is not.
Given that two cars in the range charge from opposite flanks, this is a brand where checking the model page before ordering saves a return. Ten metres covers either case.
How these cables are built
Construction does not vary by model: IP67 sealed connectors, tinned copper throughout, a sheath that does not stiffen in the cold, two years of cover and free next working day delivery.
The other recent arrivals are set out the same way in the BYD range and the Omoda range.
Skip the model pages if you already know the connector: the Type 2 to Type 2 charging cable covers every Type 2 Leapmotor EV here, and the universal cables page has lengths from 5m to 20m.
Leapmotor charging cable questions
Is a 6.6 kW Leapmotor slower to charge at home?
Only marginally. A 6.6 kW charger is single phase, so a British house gives it all of it, and the gap to a 7.4 kW car is about twelve per cent.
Which side is the charge socket on a Leapmotor?
It depends on the model. The C10 charges from the nearside rear and the B10 from the offside rear, and the T03 from the centre of the nose.
Do the Leapmotor hybrids need a cable?
Yes. They are range extenders, so the electric motor always drives the wheels and the plug is central to how the car is meant to be used.
What lead do I need?
Type 2 to Type 2 for every Leapmotor, at 32A to reach the full rate on the B05 and B10.
Which length should I order?
Ten metres is the safe answer across the range, because two of the cars charge from opposite flanks and a shorter lead can catch you out.
