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VM-Driving Report BYD Sealion 7: The EV6 from BYD - well roared, sea lion!

Another sleek Chinese crossover: The Sealion 7 impresses visually, technically, and in terms of quality, but it must compete against the Kia EV6 or Tesla Model Y. It could be more economical and space-efficient, but it demonstrates the steep learning curve of the Chinese. Alongside SAIC and Leapmotor, they are here to stay - starting at 47,990 euros.

The next one, please: BYD adds to the popular upper mid-range segment with the electric Selion 7. | Photo: BYD
The next one, please: BYD adds to the popular upper mid-range segment with the electric Selion 7. | Photo: BYD
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It may be that BYD once started with the battery. But what the Chinese have now tailored around their "core competence" battery to the body truly no longer has to hide. Stylishly designed by former Seat-Alfa-Audi design chief Wolfgang Egger, the latest offshoot of the rapidly growing "House of Dreams" offers an almost timeless look, leaving out fashionable frills. It has become a stately electric car that parades with the typically "oceanic" LED face: the Sea Lion stretches out to 4.89 meters in length, 1.92 meters in width, and 1.62 meters in height.

A Kia EV6, which must be regarded as the benchmark in the upper mid-range electric segment especially after the thorough facelift, appears almost petite in comparison, with dimensions of 4.68 x 1.89 x 1.57 meters in length/width/height. This results in even more legroom inside the Sealion than the EV6 already offers, and especially more headroom remains under the standard panoramic glass roof. However, this raises the question of necessity. Who needs soooo much space? And while we're at it: Tesla achieves even more space despite being eight centimeters shorter in length, with the same width and height, which recently even accommodates a seven-seater option.

Five people with luggage have space

"Five people with luggage should be able to travel comfortably," was the goal according to the BYD Germany officials. But this can also be achieved in the Kia crossover. The trunk spaces are almost identical in size at 510 and 520 liters (Kia), only with folded rear seats, which is unfortunately a bit tedious, the BYD utilizes its height into a massive loading cavity of 1,789 liters (Kia EV6 1,352 liters). The ultra-flat and relatively environmentally friendly, fireproof, and temperature-resistant LFP Blade battery without cobalt, nickel, and manganese, which is integrated into the frame structure in the top model Excellence with a generous 91 kWh, otherwise 82.5 kWh ("Cell to Body"), creates plenty of space underneath, so you can easily slide even large feet under the front seats and lounge royally on comfortable Nappa leather seats with quilted structure (top version, otherwise vegan leather), admittedly a bit low behind the equally comfortable front seats. The acoustic highlight is the high-end system from Dynaudio, which is included in the not-at-all-spare base version Comfort. One opens, of course, contactlessly, alternatively with a keycard, NFC, or mobile phone, which can always be charged inductively.

The Chinese also understand "sheet metal bending"

The workmanship is pristine and creak-free, the material feel and selection are very attractive and high-quality, the ergonomics decent, except for the somewhat soap-like door openers. The rotating screen, which somehow looks disproportionate when upright, falls more under the "gimmick" category. Instead, there is a good mix of switches/buttons on the steering wheel and center console and reasonably intuitive touchscreen operation. For example, the overlay of a camera window on the screen when the indicator is activated is well done. This is as good for visibility as the high-resolution reversing camera, especially since there is no rear wiper and you can't see much through the slit anyway.

Cuts in Payload

There are plenty of storage options; the tub-like floor mats are practical, and they are even rubberized at the front. The trunk also offers an underfloor compartment, and the 58-liter frunk easily accommodates charging cables or a small travel bag. However, the voice control still has room for improvement, such as taking over the radio station—or even telling a joke once in a while. Otherwise, the navigation system does a good job because it is precise. Of course, the top variant also includes the head-up display, which provides essential information in the field of view.

When stationary, it is a flawless package, if not for a look at the vehicle registration: It reveals that with a total weight of 2,845 kilos and an empty weight of 2,510 kilos, only 335 kilos of people and material can ride in the large touring car. However, with a towing capacity of 1,500 kilos, the Seelöwe pulls at the same level as the competition. This is apparently where the large energy storage takes its toll. The smaller 72 kWh battery is initially only available in China. A plug-in hybrid is also supposed to be available there.

Ample Power, Mostly Superficial

On the road, the two high-revving, self-developed electric motors (input gearbox) of the all-wheel drive, with their generously provided 390 kW of power and truck-like 690 Nm of torque, could handle energy more efficiently. We achieved a consumption of 22.7 kW/100 km on a 1.5-hour mixed loop from Offenbach to the Feldberg. With 502 kilometers for the top model, 456 for the "small" AWD, and 482 for the rear-wheel-drive Comfort, even the WLTP figures are not sensational for the battery size. If you push it to the top speed of 215 km/h, you will manage at most half of that; a voluntary self-restriction to 180 km/h would suit a popular brand like BYD well. Considering the many speed limits, the formal sprint power of 4.5 seconds to 100 km/h is pure superficiality and senseless muscle play. Our recommendation: The base model with 230 kW rear-wheel drive and 82.5 kWh battery is completely sufficient (0-100 km/h in 6.7 seconds). It also weighs about 200 kilos less.

Complex Suspension, Decent Handling

Especially since the complex suspension design (double wishbone front, multi-link rear, variable damping) better suits the "travel character" of the Seelöwe and is more comfortable rather than sportily firm. That doesn't change significantly when you switch the rather undifferentiated driving modes. The suspension on the 20-inch wheels (19-inch for Comfort) indeed feels a bit spongy, with the somewhat vague steering far from the crisp, precise handling of an EV6 or Tesla Model Y. The turning circle could be smaller. Yet, it is quiet; wind noises are effectively suppressed, as are rolling noises. The accelerator pedal isn't particularly reactive either: if you accelerate quickly, you experience an extended "after-flow" when you release the pedal. The merely two-stage recuperation could also be tighter; one-pedal drive is absent.

Driver Assistance up to Date

The driver assistance is also satisfactory, although the attention assistant operates with the usual alarmism if you aren't intensely focused on the road. The so-called DiPilot 10 suite integrates a mix of wave radar sensors and a multifunctional video system for functions like adaptive cruise control and traffic jam assist. Naturally, there are front and rear parking sensors, a 360-degree camera, traffic sign recognition, smart cruise control, front and rear collision warning, front and rear cross traffic alert and braking, lane keeping assist, intelligent high beam control, blind spot detection, automatic emergency braking (which also reliably triggers) and door opening warning. In short: Level 2 of automated driving.

Willing to Charge with 230 kW Despite 400-Volt Platform

In terms of charging, despite the 400-volt platform, the manufacturer claims a robust 230 kW for the top version otherwise 150 kW, which can be attached, somewhat impractically, at the rear right like a combustion engine. It is claimed that 10 to 80 percent charge can be reached in 24 or 32 minutes, respectively, with 11 kW being the usual in AC. An EV6 can certainly do even more here, in less time. The sea lion naturally supports V2L as well – charging an e-bike, for example, with up to 3.3 kW. And a heat pump is, of course, standard.

Generous Warranties

BYD really stands out in terms of warranty: six years on the vehicle up to 150,000 kilometers, even eight years up to 200,000 kilometers for the battery is trusted (at 70 percent) and eight years also on the electric drive up to 150,000 kilometers. Competitively priced, though not cheap: starting at 47,990 euros gross, rising to 53,990 euros for the Design, and reaching 58,990 euros for the top version called Excellence. The makers are also very proud of the newly calculated leasing rates with partner Arval, which start at 455 euros for business and end at 499 euros, with 48 months and 10,000 kilometers annual mileage and a monthly special payment. For private customers, it is 535 to 589 euros. However, it's clear to BYD people: With a 70 percent fleet share in the new car sector, they need to target this area, which the affordable rates aim to achieve.

High Value Creation: Tariffs are Already Factored In

When it comes to pricing, any potential tariffs are already taken into account, as a person in charge mentions, so that the new market leader from the Middle Kingdom will still profit one way or another. That’s precisely the advantage when you can procure 70 percent of a vehicle's value creation in-house, starting with the battery, the software, and drive hardware up to the "metal bending work," which, while also coming from China, is now very impressive rather than mundane. Even if there remains a slight whiff of a "me too" feeling and one isn't quite sure about the unique selling proposition of the Sealion in the rich range of electric SUVs, the phrase goes: Well roared, Sea Lion. However, German customers now have to overcome two hurdles: First, to opt for an electric car at all. And second, to choose a (still quite unknown) BYD. The BYD managers emphasize that they have time and are here to stay. We shall see.

Translated automatically from German.
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