Despite its conservative styling and its image as yet another cookie-cutter Chinese EV, the BYD Atto 2 has so far impressed us in review with its painless and effortless urban operation – something that can’t be said for many of its rivals.
So there’s a degree of expectation when it comes to the new plug-in hybrid version, called the Atto 2 DM-i, considering it shares most of its DNA with the electric version, and that it instantly assumes the title of Australia’s cheapest PHEV – undercutting BYD’s own Sealion 5 SUV by a significant $8-9K for each variant.
Not surprisingly, the Atto 2 DM-i Premium shares most of its powertrain with the Sealion 5 – a 1.5-litre naturally aspirated petrol four-cylinder combined with a 145kW/300Nm front-mounted electric motor for a combined power output of 156kW each, though the Atto 2 gets a marginally smaller LFP battery (18.03kWh versus 18.3).
It also weighs less (by 165kg when comparing equivalent variants) and is punchier (0-100km/h in a claimed 7.5sec versus 8.1sec).
But the Premium variant we’re testing here isn’t the price leader – it’s $29,990 before on-road costs compared to a razor-sharp $24,990 for the base Essential, which gets a smaller 7.85kWh LFP battery, a lower 122kW power output, tardier 0-100km/h time (9.1sec) and, crucially, significantly less electric range (39km WLTP).
So the Premium’s five-grand, er, premium buys you worthwhile additional equipment such as an opening panoramic glass sunroof with electric blind, heated electric front seats, front parking sensors, 50W wireless charging, vehicle-to-load (V2L) and a bigger 12.8-inch touchscreen (that remains overly complex) with eight-speaker audio.
It also brings an impressive 90km of WLTP electric range.
That all-electric capability is what immediately elevates the Atto 2 DM-i Premium, at least on paper. The more expensive Sealion 5 offers around 82km of EV range, while standard-range Sealion 6 variants only manage 65-75km, the Jaecoo J7 SHS-P does 66-82km, the Mitsubishi Outlander PHEV claims 86km and the Mazda CX-60 P50e around 62km (all WLTP-measured).
So in terms of its tech-data cred, the DM-i Premium appears a winner when it comes to operational efficiency and muscle for the money.
On the road, it immediately impresses – at least when it comes to its powertrain. The car we tested on our launch drive had plenty of battery charge so we can only comment on its fully primed performance, but in that department it had plenty.
Excellent throttle response, strong off-the-line acceleration (without too much delay before the petrol motor chimed in with a not-too-unpleasant induction roar) and reasonable braking performance as well, though BYD’s regenerative braking system remains comparatively weak in the way it slows the car compared to rival set-ups, even in its most aggressive setting.
The DM-i Premium carries over the surprisingly keen steering turn-in and relatively eager handling of the electric version, though it’s also a noticeably firmer car with a more disciplined suspension tune – too much so in our opinion, though it does improve the EV’s body control issues when copping mid-corner bumps.
It’s clearly a sportier alternative than the electric variant, however more ride-comfort absorbency would better suit the Atto 2’s station in life.
So would a bit more colour in its interior, which is a depressing charcoal-black everywhere … unlike the UK version which also offers a two-tone option with light-coloured seats and lower door/dashboard sections.
In combination with the Atto 2’s glassy cabin and the Premium’s non-ventilated vinyl upholstery, it forces the climate-control to work extra hard in Australia’s hot climate.
And then there’s the front seats, which get six-way electric adjustment for the driver in the Premium (and manual height-adjust for the passenger) but they lack under-thigh tilt and the built-in headrests are mounted too far forward, forcing a hunched driving position.
You don’t notice it too much around town, but longer drives expose this uncomfortably awkward set-up, undermining the Atto 2’s otherwise decent attributes (including ample space, great vision and a 425-litre boot).
At least BYD has introduced a proper colour with the DM-i Premium – a vibrant Turquoise Blue (for $600 extra) – though it simply replaces a duller grey-blue and leaves black, grey and white as the only other options. Compared to the adventurous palettes of many rivals, this BYD looks about as exciting as a game of Boggle. And the Atto 2 really does deserve better.
At least the DM-i gets news alloys – inoffensive swirly-spoke grey 17s with 215/60R17 Hankook rubber – though it only supports AC charging at a maximum rate of 3.3kW (with charging cable included), meaning the Premium will take 6.1 hours to go from 15-100 percent, and the smaller-battery Essential just 2.7 hours.
So the caveat for all that electric range at such an affordable price is that it can’t fast-charge at a public station when tackling interstate trips. And its five-year/100,000km capped-price servicing will set you back $2230, which is considerably more than its best rivals.
BYD’s warranty coverage is also lower than its Chinese compatriots at six years/150,000km, though its battery warranty is an identical eight years/160,000km, and BYD would counter that its dealer coverage (200 Australian dealers by mid-2027, up from 120 dealers today) and its build quality means it doesn’t need any more coverage than what it offers…
But what matters most here is that the Atto 2 DM-i Premium is a good car for a good price. You could even call it quite fun to drive, despite being a bit rough around the edges.
As an inexpensive means of scoring a decent small SUV that isn’t overly annoying or hideously underbaked like several Chinese rivals at a similar price point, it can’t help but stand out for good instead of evil.