Overview

BYD has launched a new SUV pair in Australia, both of which are of major importance for the Chinese electrified vehicle brand: the Atto 2 DM-i – plug-in hybrid version of the small SUV model launched in Australia late last year – and the the Atto 3 EVO, the updated version of its electric mid-size SUV and its Australian debut model.

Priced from $24,990 before on-road costs for the entry-level Essential model, the Atto  2 DM-i is the cheapest plug-in hybrid on the Australian market, which was formerly BYD’s own Sealion 5.

It is also the only plug-in hybrid (save for remaining stock of the Mitsubishi Eclipse Cross PHEV, which is still available at the time of writing according to the brand’s website) currently offered in the sub-$45,000 small SUV segment.

As a result, the PHEV-powered Atto 2 occupies a segment largely occupied by ICE, BEV and HEV-powered rivals. Specifically, BYD is setting its sights on the likes of the Toyota Corolla Cross ($37,440 - $50,990 + ORCs), GWM Haval Jolion HEV ($29,990 - $35,990 drive-away as of the time of writing), and Chery Tiggo 4 Hybrid ($29,990 - $32,990 drive away as of the time of writing).

While both utilise a 1.5-litre naturally aspirated petrol engine and a front mounted electric motor, the specs of the two-strong Atto 2 DM-i line-up vary depending on the variant.

In Essential guise, the Atto 2 DM-i has a combined system output of 122kW and 300Nm, good for a 0-100km/h time of 9.1 seconds.

Its 7.85kWh battery allows for an electric-only WLTP driving range of 39km and a total driving range of 845km and is capable of AC charging from 15-100 per cent in 2.7 hours.

Claimed combined fuel consumption is quoted at 1.8 litres per 100km when the battery is above a state of charge of 25 per cent, while claimed energy consumption is 14.7kWh per 100km.

In the top-spec Premium version, power is increased to 156kW while torque remains the same at 300Nm, dropping the 0-100km/h time to 7.5 seconds.

With a larger 18.03kWh battery – which can charge from 15 to 100 per cent in 6.1 hours on AC charging – the Premium has an electric-only driving range of 90km and a total driving range of 895km. Combined fuel efficiency above a battery SOC of 25 per cent is rated a t 0.7L/100km while energy efficiency is a claimed 15kWh/100km.

Standard features on the BYD Atto 2 DM-i include (but aren’t limited to) 16-inch alloy wheels, rain-sensing wipers, heated exterior mirrors, a 10.1-inch infotainment touchscreen, an 8.8-inch digital instrument cluster, a four-speaker sound system, a polyurethane steering wheel, fabric seats, a six-way manually adjustable driver’s seat, and a four-way manually adjustable passenger’s seat.

Standard safety features include (but aren’t limited to) automatic emergency braking, a 360-degree camera, rear parking sensors, adaptive and intelligent cruise control, traffic sign recognition, intelligent speed limit information, intelligent speed limit control, high beam assist, adaptive front lights, forward and rear collision warning, rear cross traffic alert, rear cross traffic brake, lane keep assist, emergency lane keep assist, lane departure assist, and blind spot detection.

Over the entry-grade model, the Premium models – priced at $29,990 before on-road costs – gets 17-inch wheels, front parking sensors, a panoramic sunroof with an electric sunshade, roof rails, electrically adjustable and retractable exterior mirrors, a synthetic leather steering wheel and synthetic leather seats.

Further equipment includes: heated front seats, a six-way power-adjustable driver’s seat, a six-way manually adjustable passenger seat, a 12.8-inch infotainment touchscreen, an eight-speaker sound system, wireless phone charging, interior ambient lighting, and vehicle-to-load functionality.

Like its battery electric counterpart, premium paint is an optional extra for the Atto 2 DM-i, priced at $600.

As for boot space, the Atto 2 DM-i has 425 litres with the back seats up and 1335 litres with the second row folded.

The Atto 2 DM-i is backed by a six-year/150,000km vehicle warranty, an eight-year/160,000km traction battery warranty, and an eight-year/150,000km drive unit warranty.

Service intervals come every one year or 20,000km, with services during the first five years priced between $270 and $930 per year. Servicing for five years comes to a total cost of $2230.

Local executives say the DM-i is expected to make up around 60 per cent of total Atto 2 sales Down Under.

As for the Atto 3 EVO, on the surface at least, it seems like quite a mild facelift, but the real changes have happened beneath the surprisingly familiar exterior (primarily for the range-topping Premium).

While the entry-level Dynamic variant still uses an 400-volt architecture and front-wheel drive, the Premium model ups that to 800V and uses rear-wheel drive.

Priced from $41,990 + ORCs (some $2000 more than the previous base-model Atto 3), the Dynamic is powered by a front-mounted electric motor, producing 150kW and 310Nm. It accelerates from 0-100km/h in 7.3 seconds.

Electricity is drawn from a 60.48kWh battery (some 10.56kWh larger than the battery offered in the pre-update base-model Atto 3), giving it a WLTP driving range of 420km, while energy consumption is quoted at 16kWh/100km.

It supports vehicle-to-load functionality, 7kW AC charging and 110kW DC charging, the latter allowing for 0-80 per cent charges to be completed in 41 minutes.

Standard features on the Atto 3 EVO include (but aren’t limited to) 18-inch alloy wheels, roof rails, rain sensing wipers, heated and electrically-adjustable and retractable exterior mirrors, acoustic glass for the front windscreen and windows, rear privacy glass, a panoramic sunroof with an electric sunshade.

Further equipment includes: a 15.6-inch infotainment touchscreen, an 8.8-inch digital instrument cluster, an eight-speaker sound system, a wireless phone charger, multi-colour interior ambient lighting, a synthetic leather steering wheel, synthetic leather seats, and power-adjustable, heated, and ventilated front seats.

The Atto 3 EVO’s standard safety suite includes (but is not limited to) a 360-degree camera, front and rear parking sensors, automatic emergency braking, adaptive and intelligent cruise control, intelligent speed limit information, intelligent speed limit control, high beam assist, rear collision warning, rear cross traffic alert, rear cross traffic brake, blind spot detection, lane keep assist, emergency lane keep assist, and lane departure assist.

In the Premium variant – wearing a price tag of $46,990 + ORCs – the electric motor is mounted at the rear, producing 230kW and 380Nm, good for a 0-100km/h dash of 5.5 seconds.

Equipped with a 74.88kWh battery – which supports vehicle to load functionality, 11kW AC charging, and 220kW DC charging (allowing for 30-minute zero to 80 per cent charge times) – the Atto 3 EVO Premium has a WLTP driving range of 510km. Energy consumption is quoted at 16.4kWh/100km.

Over the base-model, the Premium gets front cross traffic alert and brake, four-way power lumbar for the driver’s seat, a six-way power-adjustable front passenger seat (as opposed to a four way) and dual-zone climate control.

In front-wheel drive guise, the Atto 3 EVO has 434 litres of boot space with the rear seats up and 1340 litres with them folded. However, because the rear-drive version frees up front end space as the electric motor has been moved, it gains a 101 litre frunk, while boot space is quoted at 490L/1360L.

Both Atto 3 EVO variants will do battle in the Australian market with the pre-update Atto 3’s sparring partners, which include the Skoda Elroq ($49,990 - $59,990 drive-away), the non-special edition BEV Leapmotor C10 variants ($45,888 - $49,888 + ORCs), and the Geely EX5 ($41,990 - $45,990 + ORCs).

The Atto 3 EVO is backed by a six-year/150,000km vehicle warranty, an eight-year/160,000km traction battery warranty, and an eight-year/150,000km drive unit warranty.

Service intervals come every 12 months or 20,000km kilometres. Service pricing for the first five years varies between the Dynamic and the Premium models, but the total cost during the half decade period comes to $1410 and $1670 respectively.

Neither the BYD Atto 2 DM-i nor the Atto 3 EVO is offered with a spare wheel, with each model receiving a tyre repair kit.

BYD expects the new SUV pair to shift some considerable volume locally, forecasting combined sales for the Atto 2 line-up (including both the BEV and PHEV models) and the Atto 3 EVO at 2000 units per month.

To find out what they’re like, GoAuto had the chance to get behind the wheel of both models on their Australian media launch…

Driving Impressions

On the launch of the Atto 2 DM-i and Atto 3 EVO, Australian media – including GoAuto – had the chance to get behind the wheel of both models in top-spec Premium guise.

Starting with the Atto 3 EVO, unless you’re among the more eagle-eyed BYD aficionados you might not immediately pick up on the fact that this is the new one. Not that there’s necessarily anything wrong with that as the Atto 3 was already an aesthetically respectable vehicle to begin with.

Inside, the quality is also solid, with pleasant faux leather upholstery and door trim material and while the plastic surfaces don’t exactly set the world on fire, they’re far from cheap and nasty.

The infotainment systems used in both the Atto 3 EVO and the Atto 2 DM-i are largely the same as each other and indeed many new Chinese offerings, meaning it’s crisp and responds quickly, has a reasonably intuitive bottom navigation bar in lieu of physical buttons in the interior, but suffers from too many sub menus with slightly illogical function grouping.

While using the voice command system to avoid negotiating with a screen while on the move won’t be to everyone’s taste, BYD’s system actually does work fairly reliably.

In the second row, knee room is good but headroom is slightly limited, while back seat occupants have access to a centre folding armrest with cup holders, rear air vents and a USB-A and a USB-C port.

The rear boot’s lip is slightly high, which might make loading ever so slightly more difficult, but the space is big enough, it has underfloor storage for charging cables, and the inclusion of a frunk on the Premium variant is an added bonus.

Our Atto 3 EVO driving experience largely comprised urban driving, during which it proved very pleasant.

It’s a smooth experience in Atto 3 EVO at town speeds, which prospective passengers will probably appreciate. Even the highest level of regen is actually quite mild. Coupled with an accelerator pedal which carries a touch of weight without requiring too much effort, the whole experience feels very natural and not-at-all jerky (which is less than can be said for some EVs).

Having said that, it still has plenty of performance. After all, it produces 80kW and 70Nm more than previous range-topping Atto 3.

On the move, the Atto 3 EVO exhibits impressive levels of refinement. NVH feels impressively polished, offering a quiet experience for occupants.

As for ride quality, while certain one-off impacts feel a little harsh, the rest of the time it’s reasonably comfortable without feeling too wallowy or wayward.

The ADAS systems proved non-intrusive, staying quiet for virtually our entire urban stint. Our only real criticism of any of its safety systems would be its 360-degree camera. While its inclusion as a standard feature is certainly welcome, it proved quite laggy and certainly wasn’t the most refined we’ve encountered.

During our drive of the Atto 3 EVO, it returned an energy consumption figure of 9.7kWh/100km for the “past 50 km.”

As for the Atto 2 DM-i, the interior and exterior is largely indistinguishable from its battery electric counterpart, which again isn’t necessarily a bad thing as it was already respectable on both accounts.

Our Atto 2 DM-i driving experience largely took place on fast country roads with some urban and motorway driving.

What struck us quite early on is how firm the ride was, which is unusual for a Chinese car. It isn’t unbearable or overly harsh but we feel going a step or two softer for a car like this might’ve been logical.

In that regard, it makes sense that the Atto 2 DM-i is actually a surprisingly fun car to drive. The steering is quick and precise and it feels stable at high speeds.

Its powertrain is responsive if not especially potent but it gets the job done and when the internal combustion engine fires into life it certainly isn’t the harshest or most-unrefined sounding unit we’ve ever come across.

Like the Atto 3 EVO, the Atto 2 DM-i’s ADAS systems are well-calibrated and non-intrusive. The adaptive cruise control works as expected and the 360-degree camera – which, again, we appreciate as a standard feature – doesn’t seem quite as laggy as its stablemate.

During our country road stint, the Atto 2 DM-i’s trip computer returned 3.8L/100km and 2.9kWh/100km for the “past 50 km” over a 30km journey. Our motorway journey saw it return 4.4L/100km and -0.5kWh/100km.

Our drive time in the Atto 3 EVO and Atto 2 DM-i was ultimately limited, and we think we’ll need more time to actually live with both cars to see what they’re really made of. We also don’t know exactly what their base-model counterparts are like beyond the spec sheet.

However, so far things look promising. Both vehicles seem suitably polished while wearing relatively attainable price tags, especially in the case of the Atto 2 DM-i.

The pre-update Atto 3 and the battery electric Atto 2 have both been instrumental models in democratising electrified vehicles Down under, and at a glance, the Atto 3 EVO and the PHEV-powered Atto 2 DM-i appear to operate by the same philosophy without providing an evidently compromised package to do so.