BYD Atto 3 – Pulpaddict

BYD Sealion 7 review

We drive the latest model from BYD, which recently overtook Tesla to become world’s leading EV maker…

In 2024, Tesla made slightly less (4,500) electric vehicles than Chinese powerhouse BYD. A small margin, maybe, but a massive statement. BYD is now the biggest manufacturer of electric cars globally.

Founded in February 1995, BYD (Build Your Dreams) has expanded rapidly since it launched in the UK in 2023.

Since the Atto 3 SUV’s introduction, the brand’s new models have been named after marine mammals, hence the Dolphin, Seal, Seal DM-I and the subject of this week’s review – the Sealion 7 large family SUV.

And let’s be clear – the BYD Sealion 7 has its work cut out, because it’s up against everything from the Tesla Model Y, Skoda Enyaq and Hyundai Ioniq 5 to the Renault Scenic E-Tech, Volkswagen ID.4 and Ford Capri.

Pried from £44,990 to £58,990, the Sealion 7 (the fourth model in BYD’s Ocean Series) is available with two battery options and three trim levels.

Comfort and Design come with an 82.5kWh battery, offering up to 300 miles range on RWD models and 283 miles on AWD. The top-spec Excellence AWD trim boasts a 91.3kWh battery, achieving the longest range in the line-up at 312 miles.

The single motor RWD has a power output of 308bhp, delivering 0-62mph in a respectable 6.7 seconds. The dual motor AWD models have 523bhp and rocket to 62mph in just 4.5 seconds.

Entry-level versions offer up to 150kW DC fast charging (10-80% top-up in 32 minutes), while the range-topping Excellence has a 230kW DC charge rate (10-80% in 24 minutes).

A heat pump is fitted as standard to all models, helping to maximise range, particularly in cold conditions.

Based on the same platform as the BYD Seal saloon, but with a coupe-SUV body style, the Sealion 7 is sleek and distinctive with a low-slung bonnet. BYD reckons the “dual waistline” styling mimics “the energy of ocean waves”.

The Sealion 7 is slightly longer than its main rivals, which means there’s excellent space inside.

Rear leg and headroom is impressive, while the boot is a useful (but not class-leading) 520 litres, rising to 1,789 litres with the rear seats folded. There’s also a 58-litre frunk under the bonnet, which is ideal for storing charging cables.

The Sealion 7 is solidly screwed together and the quality of the materials used inside the cabin gives it a classy feel.

All versions of the Sealion 7 have a 15.6-inch central infotainment touchscreen which can rotate from landscape to portrait, plus a separate driver’s digital instrument cluster.

Even though I’m not a huge fan of minimalist dashboards, I could live with the BYD’s over, say the Tesla Model Y, which is too touchscreen-centric and doesn’t even have a driver’s display.

The Sealion 7 is well equipped too. Comfort models get heated seats, 19-inch alloy wheels, dual-zone climate control and a wireless charging pad, Design spec adds 20-inch alloys, while Excellence models feature Nappa leather seats and a head-up display.

All Sealion 7s get a full suite of driver assistance and safety tech. No wonder it was awarded a maximum five-star rating by Euro NCAP.

The driving position is on the high side for me, even at its lowest setting, but I accept that many drivers prefer that. It’s also worth noting that the steering wheel angle is slightly odd, pointing upwards rather than directly towards you, so try before you buy.

Visibility is good up front, but more challenging at the rear because of the chunky pillars and modest tailgate window, which makes the standard-fit 360-degree camera all the more important – especially when parking.

I tested the all-wheel drive version of the BYD Sealion 7 on a mix of UK roads, and the first impression is that it feels substantial (though not unwieldy) to drive.

Naturally, it’s also quiet and refined, and as you’d expect, traction is superb too.

For a car that’s marketed as an “electric performance SUV”, it certainly ticks that box in terms of raw power, delivering a hefty 509 lb-ft of torque. So, it’s very quick, thanks to that extra motor.

BYD claims the Sealion 7’s suspension is “tailored for excellent handling and secure vehicle control” with double wishbones at the front and a multi-link rear axle.

It’s also the first BYD model in Europe to be equipped with Frequency Sensitive Dampers (FSD), a variable system that controls the oil flow in the damper cylinders, ensuring a relatively firm set-up on smoother surfaces to improve stability and handling, but allowing a softer, more compliant configuration when the car encounters potholes or scarred road surfaces.

However, while its handling is on a par with the Tesla Model Y, in my mind that’s a fairly low bar. It’s not as engaging as I’d hoped and doesn’t live up to the hype, which is disappointing given that its saloon sibling (the Seal) is so slick.

The 2.4-tonne Sealion 7 can feel unsettled over poorer surfaces, and there’s some body lean at faster speeds in more challenging corners.

Ultimately, the combination of high driving position, spongy brake pedal and limited steering feel don’t give you much confidence to fully enjoy twisty roads.

You can toggle between three driving modes (Eco, Normal and Sport), while Snow is reserved for extreme weather conditions.

As ever, the default Normal mode offers a good balance of power and economy. Eco dulls the driving experience, while the steering is light in both modes.

Sport sharpens the throttle response and firms up the steering, but eats up the battery, so best left for short bursts of fun.

Two levels of regenerative braking are offered, though I’d prefer steering wheel-mounted paddles rather than the toggle switch on the centre console.

Depending on which model you choose, efficiency ranges from a claimed 2.8 to 3.1 miles per kWh. Interestingly, I managed a bit more than that on my test drive, but real-world range could be around 225 miles for the entry-level Sealion 7, or 270 miles for the top-spec Excellence AWD. As ever, driving style and conditions will also affect the range.

Finally, if you’re looking for a bit of peace of mind, the Sealion 7 comes with a six-year manufacturer’s warranty (above average) and eight years for the battery and electric motor.

Verdict: The BYD Sealion 7 is a real statement of an SUV and a serious rival to the big-selling Tesla Model Y. Stylish, fast, plush, practical and packed with tech, it will be on many people’s EV shortlist. However, range and price could count against it.

BYD UK

Leapmotor C10 review

A second car from a new brand to the UK. We get behind the wheel of the Leapmotor C10 family SUV…

Yes, the Leapmotor C10 is yet another SUV from yet another Chinese manufacturer.

The difference is that unlike most of the other new car brands from China, Leapmotor is a joint venture with Stellantis – the group which already includes Peugeot, Vauxhall, Fiat, Citroen, Jeep – to name but a few.

So, rather than having to set up from scratch, Leapmotor is leveraging Stellantis’ experience, which includes access to dealerships and an after-sales network.

I’ve already reviewed the dinky Leapmotor T03 city car. Now it’s the turn of the C10 mid-sized SUV.

One thing is for sure – it has its work cut out. It’s a hugely competitive sector and its many rivals include the big-selling Tesla Model Y, the Xpeng G6, BYD Atto 3, Omoda E5, Skoda Enyaq, Nissan Ariya, MG ZS EV, Vauxhall Grandland and Hyundai Kona Electric.

About the same size as the Tesla, the Leapmotor C10 follows the high-riding SUV template that’s made this type of vehicle so popular the world over.

I don’t mean that in a derogatory way. It’s a good-looking car with a no-nonsense design that’s well-proportioned with the focus on practicality.

And the Tesla-style flush-mounted door handles that pop-out automatically as your approach, or retract when the car is locked or moving, are a classy feature.

Oh, and there’s a rear wiper hidden under the spoiler at the top of the tailgate – an essential that’s not a given on all EVs.

It not unlike Elon Musk’s car’s inside too, with a plush, minimalist look and feel, and plenty of tech – especially for the price point. Build quality gets the thumbs up too.

Starting at a very competitive £36,500, the C10 is launching in the UK with just one version featuring a high level of specification as standard.

Available in five colours – Canopy Grey, Pearly White, Tundra Grey, Metallic Black and Glazed Green (my favourite) – it comes standard with 20-inch alloy wheels, electrically adjustable heated and ventilated front seats, panoramic sunroof, privacy glass, automatic LED headlights and taillights, plus electrically operated heated and folding exterior mirrors.

There’s also a large central 14.6-inch touchscreen, 10.25-inch driver’s display, plus a full suite of safety and driver assistance features including adaptive cruise control (ACC) and autonomous emergency braking (AEB). In fact, the C10 was awarded a maximum five stars by independent safety testing body Euro NCAP.

At the heart of the car is a 69.9kWh battery and a single electric motor on the back axle producing 215bhp and 236lb ft for 0-62mph in 7.5 seconds.

So, it’s rear-wheel drive and its claimed range is a decent 263 miles. Its DC rapid charging rate is capped at 84kW, which is less than the average 150kW you’d expect in this class, but its 30 to 80% capacity charge time of 30 minutes is reasonable, all the same.

Interior passenger space is excellent, front and back, but the 435-litre boot (1,410 litres with the rear seats folded down) is useful, but not class-leading.

That said, visibility is excellent, and if you need extra reassurance when manoeuvring, rear parking sensors and a 360-degree panoramic camera, make parking easier and safer in tight spaces.

Oh, and a cool feature of the C10 is that you can fold the front seats back to create an almost-flat space for lounging, or sleeping, should the need arise!

To get moving, there’s no start button. Just flick the column-mounted gear selector up or down to drive either forwards or backwards.

On the road, the Leapmotor C10 is brisk without being savagely fast, like some EVs. The accent is more on comfort and refinement, and judged on those terms, it fulfils the brief.

The suspension set-up is on the firm side and it has a tendency to thud over poorer surfaces at low speed. Pick up the pace on better A-roads and motorways, and it smoothes out imperfections better.

In town, its light steering and tight turning circle are just the job. The C10 drives well enough on more challenging roads, but there’s a bit of body lean in faster corners and the brakes are grabby.

Grip is good, helped on my test car by the Dunlop e-Sportmaxx tyres fitted, no doubt.

There are three driving modes – Eco, Comfort and Sport – which change throttle response, steering feel and regenerative braking sensitivity. As ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Comfort for the best blend of performance and efficiency.

The Leapmotor C10 offers selectable levels of brake regen, including a ‘one-pedal’ mode and a ‘freewheeling’ function with no regenerative braking. Sadly, there are no steering wheel paddles to adjust the level of regenerative braking.

Just like the Tesla Model Y and some other rivals, too many of the car’s essentials are controlled via the infotainment screen and there are no physical buttons for short cuts and climate, for instance.

On the plus side, there is a decent driver’s display for important information such as speed, remaining charge and traffic sign recognition.

There are a few glitches too. The sat nav dropped out at one stage and the infotainment screen’s ‘night mode’ was triggered too easily when I drove through a shady woodland area.

And unfortunately, like most new cars, the endless bongs and chimes from the driver assist systems are very intrusive.

However, the deal-breaker for some will be the lack of Apple CarPlay and Android Auto connectivity at launch.

I’d need to drive the Leapmotor C10 for a week or so to give a proper estimate of real-world range. Based on my test drive on mixed roads in Kent, where I achieved a creditable average efficiency of 3.8 miles per kWh, I’d say it’s capable of around 210 miles on a full charge, though colder weather and an aggressive driving style will knock it down.

Finally, the C10 is covered by Leapmotor’s four-year/60,000-mile warranty, plus an eight-year/100,000-mile warranty for the battery. Leapmotor also reckons the C10’s battery has an expected lifespan of more than 372,000 miles. Quite the claim.

Along with the pint-sized T03, the C10 is another competent debut car offering serious bang for your buck from a new brand to the UK. Now Leapmotor needs to work on creating a wow factor for its models.

Verdict: The Leapmotor C10 is a welcome addition to the fiercely competitive electric family SUV scene. Great value for money, safe, and pleasant to drive, there’s loads of space for passengers, and it has the back-up of the established Stellantis dealership network.

Leapmotor UK

Omoda E5 review

We road test the all-new, all-electric Omoda E5 family SUV…

Omoda is a new brand to the UK and is owned by Chery, one of the largest car manufacturers in China.

The Omoda 5 is a mid-sized family SUV, available with either a 1.6-litre petrol engine or an EV (badged Omoda E5).

The former is pitched as a rival to the Kia Sportage, MG HS and Nissan Qashqai. Starting at just £25,235, it represents a lot of car for the money.

My focus here is on the electric version (branded E5), which is priced from a very competitive £33,055 and has a claimed range of 257 miles.

The Omoda E5 has the likes of the Volkswagen ID.3, Hyundai Kona Electric and Kia Niro EV firmly in its sights, along with its fellow Chinese imports, the BYD Atto 3 and MG ZS EV.

The Omoda 5 siblings can be distinguished by their grilles. The E5’s is nicely smoothed off, while the 5 sports a prominent mesh.

Other than that, it’s a high-riding SUV which looks most similar to a Qashqai. In fact, it’s about the same size too.

There are two trim levels – Comfort and Noble. Inside, the Omoda E5 gets a 12.25-inch infotainment system alongside a high-definition instrument cluster display with essential driving information.

It works well enough, but as with many rivals, there’s far too much going on in the centre touchscreen and not enough physical buttons.

Other highlights include a heated, synthetic leather multi-function steering wheel, six-way power adjusted driver’s seat and integrated headrests as standard.

Noble variants add faux leather sports seats with four-way adjustment for the front passenger. All models get an eight-speaker Sony audio system, Apple CarPlay, Android Auto and a 50W wireless charger conveniently positioned in the centre console.

The suite of standard safety and driving assistance features includes Lane Change Assist, Lane Departure Warning and Prevention, Blind Spot Detection, Forward Collision Warning, Autonomous Emergency Braking, Rear Cross Traffic Brake, and Door Open Warning.

More importantly, the Omoda E5 is powered by a 150kW (204bhp) electric motor and a 61kWh BYD ‘Blade’ battery, and thanks to a relatively svelte kerb weight of 1,710kg (for an EV) it’ll do 0-62mph in 7.2 seconds.

Fuel efficiency is a claimed 3.8 miles/kWh which should give a real-world range of 234 miles. I’d need to drive it for a week or so to find out for myself, but it certainly seems realistic after a day of driving on mixed roads.

While the fastest charging speed is just 80kW on a rapid charger, that’s still enough for a 28-minute top-up from 30-80% in a decent 28 minutes. That said, the charging port is in the nose, which makes life simple at public chargers.

The first thing I noticed when entering the Omoda E5 is that the seating position is on the high side for me. Consequently, visibility is pretty good and even where it’s limited (the chunky rear pillars and small hatch window), there are cameras and sensors to help you manoeuvre.

Soft-touch surfaces and the general quality of materials in the cabin is good. Space for rear passengers is adequate, but the floor is high so it’s not the most natural seating position. Luggage capacity is a reasonable 380 litres, expanding to 1,075 litres with the back seats flipped down.

And it’s the boot that houses one of the E5’s biggest surprises – a full-size spare wheel for that extra peace of mind, and unheard of in an electric vehicle where every kilo counts!

On the road, the ride is on the firm side. You can feel a lot of lumps and bumps on the road, and on poor surfaces it is possible to get jostled around in the cabin. On the plus side, body lean is well controlled in more challenging corners.

I drove it mainly in the rain, and while grip generally is good, it’s easy to spin the front wheels if you’re too heavy with your right foot when pulling away from junctions. Oh, and it’s swift, without being stupidly fast like some EVs these days.

At higher speeds, wind and road noise are more noticeable, especially around the door mirrors. Other than that, it’s as refined as any other EV.

The steering is fairly precise, and there are two weight settings. Brake regeneration goes one better (low, medium or high) and it’s possible to adjust the brake sensitivity (high or low).

The only issue is that all these settings are adjusted via the centre touchscreen. For me, steering wheel paddles to adjust the brake regen would be a godsend, for instance.

There are three drive modes (Eco, Normal and Sport). Sport is fine for short bursts, but you’ll probably stay in Normal because it’s easier and it’s a good balance of power and efficiency.

Overall, driving the Omoda E5 is unlikely to put a smile on your face, but it’s a perfectly respectable EV to drive, at its best cruising on the motorway or fast A roads.

Finally, the Omoda E5 comes with peace of mind because you get a tempting seven-year, 100,000-mile warranty, plus an eight-year, 100,000-mile warranty for the main battery.

Verdict: The Omoda E5 is decent debut car from a new brand to the UK and definitely worth a test drive. Well-equipped, safe, pleasant to drive, and with a decent real-world range, the E5 is great value for money and comes with a generous seven-year warranty.

Omoda UK