The BYD Seal accelerates more quickly than many sports cars while yet using very little power. A first drive also identifies flaws.
It’s unlikely that every carmaker will endure the shift in driving energy. However, the Chinese juggernaut build your dreams (BYD) could have a fair chance because it is well-positioned and is working to establish a solid reputation in Europe. We had a BYD Seal Excellence AWD available for a test drive, which can accelerate quickly even for a contemporary electric car but also has flaws.
Modern electric vehicles’ performance is rising quickly, and the Seal is no exception. 230 kW are produced by the rear electric motor, 160 kW by the front. That amounts to 390 kW, or 530 horsepower in old money. Even the manufacturer’s recommendations point to a personality that few automobiles can match. 3.8 seconds is the average sprint time, while the highest speed is 180 km/h. Such facts characterize the F6 as is frequently the case. Such data, as is frequently the case, provides a terribly inadequate account of the driving experience. Driving is defined by the constant availability of so much power that it begs the question of when and when this potential should be used to its fullest. the potential for
use of electricity
This sedan’s frontal area is inherently smaller than an SUV’s, and its cW value of 0.22 is likewise quite low. This reduces usage, particularly on the highway. Even if the initial, relatively brief drive was not very consumption-oriented, the on-board computer ultimately displayed readings of about 19 kWh/100 km. Sincere to say, there is a lot of opportunity for development. Here’s where the old and new worlds diverge: Whether you utilize it or not, a combustion engine must constantly be fed to some level if you want to have even a little bit of this driving performance potential. Tesla established in the past that you must consider
The Seal continues to charge within the range of the current average. 11 kW on AC and up to 150 kW on DC—many rivals now provide more in both circumstances. According to the spec sheet, 26 minutes are promised for a charge of 30(!) to 80 percent. The battery has an 82.5 kWh gross capacity, although BYD has not yet provided a net amount. According to WLTP, the range is 520 kilometres. I would estimate 380 km for daily driving plus a flimsy safety reserve. In general orientation: After a 15-minute charging break, electricity is then recharged for around 200 kilometers. In other words: You must budget for 600 miles, which you begin with a full battery.
In theory, the frequency-selective dampers, five-link rear axle, and double wishbone front suspension do not perform poorly. Weijie Zhang, the European engineering manager for BYD, says that for the European setup, “we used the sporty Chinese set-up as the basis.” The setup is still not ideal, though. Longer undulations cause the body to sway, and transverse joints or minor potholes are not handled with skill. The steering has to be improved by the engineers. Above all else, the steering seems numb and doughy-synthetic. Due to strong restorative forces, it seems sporty even in the comfort setting. The lane departure warning system also interferes with steering and makes an unpleasant tinkling noise when it does so. Sadly, it is not always the case.
The infotainment system was enjoyable. It contains all the features you would now anticipate from a contemporary system and is intuitively designed. Even the voice control is among the most helpful of its contemporaries. A smart design choice is the swiveling screen. The fact that there are two inductive charging cradles is also a plus. It has to be rectified right now because there is no billing planner for longer routes. Additionally, it should be conceivable, if not standard, to show navigation system data in the instrument cluster.
The inside is flooded with light from the enormous glass ceiling, which is especially nice in the evening. It cannot, regrettably, be opened. Despite the tinting, as there is no blind for further darknessening when the outside temperature rises in the summer, the air conditioning system will have its job cut out for it. The workmanship looks to be quite sturdy and the materials are of an astonishingly high caliber; these are not common occurrences. The internal size is above average and suitable for four persons. For a vehicle that is 4.8 meters long, the 402 liter trunk volume is inadequate. Some of its rivals provide a great deal more room in a smaller size. On the other hand, a 53-liter space beneath the front hood may be used to
The BYD Seal is a luxuriously outfitted and expertly crafted sedan that can accelerate violently as a top model without using excessive amounts of power. The battery looks to be large enough to comfortably cover even farther distances. The charging performance is at best mediocre in the present environment, but it is important to remember that the level in this area has also significantly improved over the last several years when making this assessment.
The BYD must compete with rivals like the Tesla Model 3, BMW i4, Hyundai Ioniq 6 (test), and VW ID.7, but despite some small flaws, our initial assessment is that it should succeed. Until the formal introduction on September 4 at the IAA Mobility, BYD won’t disclose a pricing. There will be three variants in the medium future. The starting price for the 61 kWh basic model, which will be offered starting in 2024, is predicted to be approximately 50,000 euros. The first will be a rear-wheel drive variant with 230 kW, which is the highest model we tested. Delivery is expected to begin in November.