No Leapmotor B10 sold in Spain today comes from Zaragoza. Despite the recent attention, only preproduction B10s have left Stellantis Figueruelas. These test cars were built to check the process and train workers, not for showrooms. The real change starts in mid-October, when full production is set to begin and the first Spanish-built B10s will reach customers.
Until then, every B10 delivered to Spanish buyers is shipped from Jinhua, Zhejiang province. That has been the case since the model launched. A European-made B10 remains out of reach while the Figueruelas plant finishes its preparations.
Some industry sources estimate that the Zaragoza plant could eventually reach an annual production capacity of up to 208,000 Leapmotor vehicles, depending on how the project develops.
Stellantis has invested heavily in the shift. After a long summer shutdown, line 2 at the factory underwent a full overhaul. The plant added new tools and robots, along with assembly stations for the LEAP 3.5 platform, which is unique to the B10. Its setup differs considerably from those used for the Opel Corsa and Peugeot 208. The Lancia Ypsilon is also built at the same plant.
Rubén Alonso, who leads the workers’ committee, told Aragón TV that only pilot cars have been built so far. They were made off the basic line in special test areas. The real ramp-up will begin with the October launch.
The project has already created 400 jobs, with another 100 expected soon, bringing the total tied directly to the B10 to as many as 500. This goes beyond kit assembly: Figueruelas will stamp and weld the B10, then paint it before final assembly. The supply chain is changing too. Lieder Automotive, a joint venture between Fagor Ederlan and Duoli Technology, will make the B10’s chassis locally in Borja.
Leapmotor wants to avoid the 30.7% tariff on Chinese imports. To do so, the B10 needs enough value-added work in Europe, which is why Stellantis is pushing for more than final assembly in Spain. Neither company has said whether the Zaragoza-built B10 will meet the requirement or whether any savings will reach buyers. The B10 launched in Spain at €29,900. Avoiding nearly a third of the import cost could lower prices or boost profits, but nothing has been confirmed.
The move stems from Stellantis’ €1.5 billion investment in Leapmotor in 2023. That deal created Leapmotor International, in which Stellantis owns 51% and Leapmotor 49%. The joint venture has exclusive rights to build and sell Leapmotor cars outside China.
One major question remains: which B10 will Figueruelas make? When Stellantis CEO Antonio Filosa announced the plan in February, the idea was to start with the fully electric B10. The lineup has since changed. Orders for the B10 REEV (range-extended electric vehicle) opened in January. Some reports from the test phase mention a total range of 990 km, which only the REEV with its gasoline generator can reach.
Neither Stellantis nor Leapmotor has said which version the Spanish line will build, or whether it will make both. The two versions share the same body and 218 hp rear electric motor, but their specifications differ considerably. The pure-electric B10 has LFP batteries of 56.2 or 67.1 kWh and a WLTP range of 361 to 434 km. It supports fast charging up to 168 kW. The REEV has a smaller 18.8 kWh battery and adds a 1.5-liter gasoline engine (68 hp) as a generator. It offers 86 km of electric range and up to 900 km combined.
Another unknown is the power architecture. Leapmotor has just launched a new B10 with 800V architecture in China, while the European version remains at 400V. It is not clear which version will be built in Zaragoza.
Sales data is also unclear. Leapmotor does not break down B10 sales by version, but other figures offer some clues. The C10 REEV accounted for 29% of Leapmotor’s Spanish registrations in 2025, while the electric C10 made up just 12%. In Italy, the REEV accounts for 90% of B10 orders. In France, tax penalties on combustion engines push buyers toward the pure-electric version. In Spain, the B10 led electric sales in July, but some reports put the REEV share at 80%, with no official confirmation. If Figueruelas focuses on Europe’s most popular version, the REEV could come first, leaving buyers who want the pure-electric B10 waiting longer for Spanish-built cars.
For now, nothing changes for customers. Until mid-October, all B10s delivered in Spain will still come from China, with prices and specifications unchanged. Spanish-built B10s will reach dealers only after production ramps up and distribution begins.
The B10 is just the beginning. Leapmotor says Figueruelas will add the B05 in 2027, then expand with two more models, the A05 and A10, with the aim of doubling output. Stellantis and CATL are building a gigafactory for LFP cells next door. The plant is set to become Leapmotor’s European base.
The Leapmotor B10’s Spanish production is a real test for Chinese brands seeking to localize and compete on price and scale in Europe. What happens next will shape Stellantis’ plans and the future of electric cars in Europe. For a look at how other global players are putting heavy electric vehicles into service, see what Amazon has reported earlier in Germany. The next few months in Figueruelas will show whether Leapmotor’s European bet pays off or tariffs remain a barrier.
