At BYD, we might be tempted to play the 7 families. Atto 3, Han, Seal, Tang, Dolphin, Seal U, and recently Sealion, the young range, which arrived in France just 18 months ago, already has 7 models. This shows the ambitions here of the Chinese number 1 in automobiles… also the world number 1 in batteries. A range that has until now been 100% electric for us, which is also struggling to take off on the market, between rather sluggish electric sales and lack of awareness/distrust of a new brand, which is of Chinese origin.
A plug-in hybrid to support electrics
This is perhaps why this is happening today Seal U DM-i plug-in hybrid, a technology which, although it seems new for BYD in Europe, is not at all: the brand is the one that marketed the world’s first plug-in hybrid model in 2008the F3 DM (for Dual Motor). Today, if this DM-i is based on a platform called DM 4.0, different from that of the 100% electric Seal U (e-Platform 3.0), it is still completely identical aesthetically and is only differentiated by the logo on its tailgate. We therefore find the same 4.78 m family SUV, whose design is less inspired by the marine world than other models from the Chinese manufacturer. On board, we also find the same furniture, with this huge 15.6-inch rotating screen (it is almost too big in a vertical position!) placed in the center of a dashboard covered in soft materials, proving that Chinese manufacturers know how to create neat and even rewarding interiors.
Neat interior, but complex ergonomics
We just regret that the ergonomics of the infotainment is complex, with too many submenus, and that the cutting of driving aids which we don’t want – typically helps them keep in line off the motorway and alerts overspeed – requires going through two different sub-menus, with 6 or 7 manipulations. And as the lane keeping aid can be improved a lot, for example by confusing a shadow with a line and sometimes steering violently for no real reason, we advise you to deactivate it, even on the motorway! Another typical complaint with Chinese models is that you have to display 24 or 25°C to avoid freezing in the car. But this is not a bug, just the fact that motorists from the Middle Kingdom like to be comfortable displaying this temperature, even if it is not at all the truth! We hear the explanation, but BYD could have made a small gesture to adapt to European tastes.
Plenty of space in the second row
Aside from this oddity, passengers will be well received in this Seal U, particularly in the rear seats where the 2.77 m wheelbase grants a lot of space. Normal, because in this market, buyers often transport their elders in the back seat, for whom they have the deepest respect, to the point of wanting premium interior space for them. Direct consequence, by favoring this rear seat, the trunk lacks a little length and, as it is not very high (only 44 cm under the shelf), its volume does not exceed 320 dm3 with our calibrated suitcases, which is quite little for a family SUV.
Smooth and efficient motorization
The real differences with the electric Seal U are therefore under the hood, since this DM-i makes do with an 18.3 kWh battery, still using LFP Blade technology – a BYD specialty – positioned under the passenger compartment, to which adds a 1.5 atmospheric 4-cylinder petrol Atkinson cycle engine with 98 hp and 122 Nm of torque. There is another version with 4-wheel drive and 1.5 turbo of 131 hp, adding an electric motor on the rear axle and accumulating 324 hp in total. A bit like what Mitsubishi does with its plug-in hybrids – except the ASX which is based on Renault technology with a clutch gearbox –, under 70 km/h this thermal engine only drives a generator producing the current to power the electric traction motor delivering 197 hp and 300 Nm, it alone then driving the front wheels. Above 70 km/h, at a steady pace and during low acceleration, this 1.5 is this time directly connected to the front wheels, in a fixed ratio, equivalent to a 6th, to improve efficiency and therefore consumption on the road and highway. However, in the event of strong acceleration, mountain, overtaking, the system switches back to the first operating mode (thermal uncoupled from the wheels and climbing in the towers to provide a lot of electricity) and only the electric motor ensures the maximum performance requested.
Electric autonomy and performance are good
In fact, BYD announces a maximum of 218 cumulative hp, while this complex and multiple operation proves very successful. Charged battery (on Wallbox up to 11 kW, or 18 kW in direct current with charge from 30 to 80% in 35 min), this DM-i favors 100% electric operation allowing you to travel 76 km in town before the 1.5 does not start, and 61 km on the road on our measurement cycles. On the motorway, the figure drops to 42 km, but this is not where electric driving is most relevant. Once the battery is at its minimum charge threshold, the 4-cylinder starts, and remains very discreet in the majority of cases, helped by very good soundproofing (only 67 dBA at 130 km/h). Softness and flexibility are there, since there are no gear changes. While its coupling or decoupling with the wheels remains impossible to detect, except by ear in the event of strong acceleration, where we also deplore a response time of just one second before the torque arrives – the time that this 1.5 calmly climbs in revs to produce electricity.
Beautiful sobriety, except on the highway
A phenomenon which can be unpleasant when overtaking on the secondary network, although the time is satisfactory with only 5.9 seconds recorded to go from 80 to 120 km/h. But this feeling of waiting for acceleration is a little disappointing. In addition to the well-controlled and rather pleasant operation of this traction chain apart from this last point, we must also highlight the efficiency of this technology on the consumption side. Particularly in town, with only 5.7 l/100 km, as well as on the road with 6.8 l/100 km. These are really low figures for such a large machine, but ultimately not so heavy: our scale showed only 1,750 kg. On the other hand, despite the Atkinson combustion cycle theoretically favorable to efficiency (gas expansion stroke longer than that of compression, and high rate), there is no miracle on the motorway, where this BYD U DM-i, wide and high (1.89 mx 1.67 m) cheerfully swallows its 9.4 l/100 km.
Approval and efficiency of the chassis in clear decline
There remains the chapter of the chassis, where the Chinese models are definitely struggling to meet the expectations of European drivers. In their home market, customers want comfort, always for their elders, but also because Chinese drivers drive cool, very cool, and generally not very fast. So, yes, this DM-i is comfortable, even equipped with its large 19-inch wheels, which only have a slight judder at low speeds. But this is at the cost of excessive suspension flexibility (springs and shock absorbers), unusual for us. As a passenger, you can appreciate this smoothness, but behind the wheel, it’s a completely different story. On uneven roads, significant body movements are insufficiently damped and end up shaking unpleasantly. Then, the large anti-roll bars (all the stiffer as the springs are very flexible!) significantly degrade grip, whether in terms of traction, even on dry ground, or efficiency when cornering.
Be careful on wet roads, where it slips very early
You can still drive on dry roads, even if it’s not pleasant, but on wet roads, traction becomes problematic. And it’s even worse when cornering, with the front end sliding very early, at speeds where you absolutely don’t expect it. And as the steering, too assisted even in Sport mode, does not allow you to feel the limits of grip approaching at all, you can easily be surprised. Oddly, on the highway, this steering becomes really firm, but sticky, requiring incessant corrections to drive straight. And then, on the braking side – the regenerative is very weak, as Chinese drivers like it – the dosage, not at all faithful to the demands of the foot, turns out to be really complicated, especially in town where it is very difficult to brake. avoid brutality just before stopping. In short, BYD has work to do on the driving and adjustment side, so that its models are pleasant to drive and at least adapted to the tastes of European drivers.
Certainly, price-wise, this DM-i is extremely well placed at €37,500, very well equipped (and even €35,990 until the end of December 2024), but, to hope to attract demanding European drivers, and particularly the French, whose secondary network is winding and often uneven in quality, it will be necessary in the future to take greater care of the dynamic aspects.
