BYD Sealion 7 review

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.

BYD Sealion 7 review

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.

BYD Sealion 7 review

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.

BYD Sealion 7 review

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.

BYD Sealion 7 review

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.

BYD Sealion 7 review

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.

BYD Sealion 7 review

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.

BYD Sealion 7 review

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.

BYD Sealion 7 review

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 

BYD Sealion 7 review

Ford Capri review

2024 Ford Capri review

We get behind the wheel of one of the year’s most-anticipated new EVs – the reborn Ford Capri…

According to the slick marketing for the original 1969 Ford Capri, it was the “car you always promised yourself”.

It’s hard now to appreciate the impact this fastback coupe had at the end of a decade in which the dowdy Austin/Morris 1100 was Britain’s bestselling car.

Europe’s answer to the Ford Mustang, it was like nothing else on the road.

Classic Ford Capri

With its long bonnet, fake air intakes ahead of the rear wheels, wide choice of engines, fun driving characteristics and value for money, it was a massive hit.

Ford sold almost 1.9 million Capris worldwide over three generations before the plug was finally pulled in 1986.

Fast forward to 2024 and the Ford Capri has been reborn as an all-electric “coupe SUV”, and it’s now billed as the car the “iconic sports coupe” was “destined to become”.

2024 Ford Capri review

When you’re resurrecting a beloved badge, there are two ways to go. Fiat and Renault have taken the retro route with the 500e and 5, and largely kept enthusiasts on board.

Ford has opted for a more problematic journey with the Mustang Mach-E, Explorer and now Capri, because all three are family-sized SUV/crossovers that bear little resemblance to their predecessors.

The new Capri is hardly the bargain it once was either. After all, the original Capri was priced from £890, which was less than an entry-level Hillman Hunter.

2024 Ford Capri review

At launch, the 2024 Capri starts at a hefty £48,075, which means its long list of family-sized rivals include the Peugeot E-3008, Cupra Tavascan, Polestar 2, Tesla Model Y, Volkswagen ID.4/ID.5, BMW iX1/iX2, Kia EV6, and even its sibling, the Ford Explorer.

For that you get an Extended Range RWD model, complete with 77kWh battery, delivering 282bhp and a range of 389 miles. Pay a bit more and there’s the Extended Range AWD with a 79kWh battery, 335bhp and 343 miles of range. The latter is also the fastest with a 0-62mph time of 5.3 seconds, compared to 6.4s.

A more affordable (from £42,075) entry-level Standard Range RWD with a 55kWh battery and 168bhp electric motor (no range specified as yet) will join the line-up soon.

2024 Ford Capri review

Like the recently-launched Explorer EV, the Capri is built on Volkswagen’s MEB platform. Thankfully, it doesn’t look anything like VW’s blancmange ID range, but its profile has a touch of Polestar 2 about it and it looks a little boxy from the rear.

Ford has given the aerodynamically-efficient Capri a distinctive exterior design that sets it apart from the Explorer.

It’s also longer (4634mm vs 4468mm) than its little brother, a tad lower (4mm) and the same width (1871mm).

2024 Ford Capri review

There are a few nods to older Capri models, but you might miss them. For instance, there’s the C-shaped rear quarter windows, black trim joining the front and rear lights, plus the addition of a single spoke on the steering wheel (at 6 o’clock).

Inside, it’s pretty much the same as the Explorer, which is no bad thing.

There’s a big 14.6-inch portrait touchscreen, which is unique in that can tilt forwards and backwards by up to 30 degrees, and there’s a small storage area behind. The soundbar on top of the dash is pretty novel too.

2024 Ford Capri review

The screen resolution is good and the graphics are slick, but navigating beyond the initial screen isn’t always intuitive.

Unlike some EVs, Ford has thankfully stuck with a small digital display ahead of the driver (it shows essential info such as speed and range) as well as the main touchscreen.

However, some of the Explorer’s switchgear is shared with its ID cousins. Not a VW strong point. So, a stubby gear selector replaces the right-hand stalk, the steering wheel has touch-sensitive, haptic controls, and the window switches are fiddly.

2024 Ford Capri review

Overall, there’s plenty of space inside the Capri up front and for adult passengers behind, though the sloping roofline might brush the heads of taller people.

The 572-litre boot capacity is generous, extending to 1,510 litres with the rear seats folded. Additionally, there are various cubbyholes dotted around the cabin, and there’s a handy 17 litres of stowage space in the “MegaConsole” under the front centre armrest.

The interior may not have the wow factor of some rivals, and there are a few too many hard surfaces high up for my liking, but it was hard to fault the build quality of our test cars.

2024 Ford Capri review

The driving position at its lowest setting, was still a touch too high for me, but I soon got used to it. Visibility is pretty good, while sensors and cameras make up for the slim rear window.

There are two trim levels offered (Select and Premium), Vivid Yellow and Blue My Mind are the standout colours and 21-inch alloy wheels are optional.

Sadly, a heat pump is not standard. Ok, it may not be needed in all climates, but in the UK any technology that increases efficiency in cold weather is welcome, whether it’s warming the cabin or keeping the battery at an optimal temperature to improve charging performance, range and battery longevity.

Gareth Herincx - Ford Capri

That said, just like the Explorer, the Capri boasts a battery efficiency rating of between 4.4 to 4.7 miles per kWh (depending on the model), which should mean that impressive ranges approaching 300 miles and above are possible, given the right conditions.

The 77kWh model is equipped with a 135kW onboard DC charger, and takes 28 minutes to go from 10-80%. The 79kWh variant can be charged at up to 185kW, resulting in a 10-80% time of around 26 minutes. Impressive times in theory, but as ever, variables such as ambient temperature and driving style will dent those charge times.

The only slight disappointment is that there are no steering wheel paddles to adjust the brake regeneration levels. Instead, you have to rotate the gear selector from ‘D’ to ‘B’, which is clunkier than it could be.

2024 Ford Capri review

Putting the baggage of the Capri legacy to one side and judging it purely as an electric SUV, the 2024 Capri is one of the best in its class.

With a slightly lower centre of gravity to the Explorer, plus tweaked suspension, throttle response and steering, it’s a tiny bit more agile and handles well. The ride is on the firm side, but push it into corners and body lean is kept nicely in check.

The steering has just the right amount of weight for it to remain light but still feel precise, though the brakes are on the spongy side (also a quirk of VW’s ID cars).

2024 Ford Capri review2024 Ford Capri review

Effortless and refined on the motorway, it’s a doddle to drive in town too with a tight turning circle. You can also choose between five drive modes – Normal, Eco, Sport, Individual or Traction (AWD only). Sport does it best to dial up the engagement factor and is fun for short bursts, but ultimately you’re likely to spend most of your time in default Normal, which offers the best performance-efficiency balance.

There’s little to choose between the two models. Naturally, the all-wheel drive has more grip and it’s quicker, but the RWD is cheaper, has extra range and is more than fast enough.

Ultimately, the bigger dilemma is whether you opt for an Explorer or Capri, because other than boot size and styling, there’s little to choose between them.

Verdict: Resurrecting the Capri badge was always going to be divisive, but we are where we are. The good news is that the 2024 Ford Capri is a distinctive coupe-styled electric SUV that’s spacious and safe, delivering a polished drive and impressive real-world range.

2024 Ford Capri review

Ford UK

Top 10 most searched-for classic cars

Gareth Herincx

1 week ago
Auto News

Ford Escort 1600i

The Ford Escort was the most searched-for car in 2021, according to Car & Classic – the classified and online auction website.

‘Dream cars’ such as the Porsche 911 and Jaguar E-Type, lead the search data during the pandemic, but 2021 saw classic car fans seeking more mainstream vehicles including the BMW 3 Series.

Across 2021, the Ford Escort toppled the Porsche 911, with the RS2000 the model most searched-for from the European Escort’s 34-year lifetime.

Recent Escort auction sales on Car & Classic include £25,500 for a Mk3 RS1600i (pictured) and £50,000 for a Mk1 Twin Cam.

Over the past 12 months, searches for the Triumph Stag more than doubled, securing third place.

It was closely followed by the 1980s’ E30 version of BMW 3 Series. More than a quarter of the specific searches for the compact saloon were for the iconic M3.

The rise in searches for the E30, up nearly 20% on 2020, follows sharp rises in the values for the M3 over the past five years. Published prices of the 24 road cars currently on Car & Classic span £40,000 to £189,000.

Other cars in the top 10 include the Ford Mustang and Jaguar E-Type, both growing by 10%. Slipping down the order, despite a similar number of searches in 2020, was the MGB GT.

Underlining rising demand for Japanese sports cars, the Toyota Supra and MR2, plus the Mazda RX-7 and Datsun 240Z all appeared in the top 20 searches of 2021.

Top 10 searches of 2021

  1. Ford Escort
  2. Porsche 911
  3. Triumph Stag
  4. E30 BMW 3 Series
  5. Ford Mustang
  6. Jaguar E-Type
  7. Ford Capri
  8. VW Beetle
  9. MGB GT
  10. MGB

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