We get behind the wheel of the new BYD PHEV with 1,505 km of range and DGT ZERO label

We all know that BYD is already the largest electric car manufacturer in the world. Although we have to wait until the end of the year to confirm it, it is more than evident that the Chinese have surpassed Tesla on their own playing field. Despite this, electric vehicles are not BYD's main source of income, plug-in hybrids are. The folks from Shenzhen puff out their chests when they say they are the largest manufacturers of plug-in vehicles in the world. Which is also true.

If we look at the official records for 2024, BYD sold 2,485,378 plug-in hybrid vehicles worldwide. In addition, there are another 1,760,000 units of 100% electric vehicles. In total, worldwide, BYD sold a total of 4,272,145 vehicles. A quick calculation reveals that the PHEVs represent 58.17% of the brand's total sales. Almost 6 out of every 10 cars is a plug-in hybrid.

Despite these compelling figures, BYD's first attempt to conquer Europe was with its electric vehicles. Three units were launched simultaneously: Atto 3, Han, and Tang. Today there are already 10 different models that we can find in any of the many dealerships that have opened across our geography in less than 36 months, but something has changed. Like any good Chinese brand, BYD is in a hurry to grow, and with electric vehicles, it was not achieving the expected pace.

They have had to rely on plug-in hybrids to notice the change. It has been over a year since they announced the arrival of the BYD Seal U DM-i -a letter game that the brand uses to name its plug-in hybrid technology- thus becoming the brand's first PHEV in Europe. Given the results, the strategy has been very successful. In just 16 months, the hybrid Seal U has become BYD's most popular model. This success has encouraged the export of the BYD Seal 6 DM-i. Now that we are up to speed, it is time to analyze the product.

The first thing I want to talk about is the name. The Chinese should look for an alternative formula of numbers and letters because it is starting to get somewhat complex to keep track of them. The Seal 6 integrates into the family, as is obvious, Seal, sharing space with the Seal (sedan) and the Seal U (SUV). Although it may not seem like it at first glance, the Seal 6 is larger than the sedan and the SUV. In fact, it is larger than the BYD Sealion 7. Why the 6? I don't know, but I am clear that at some point the folks from Shenzhen will have to rename models to avoid complete commercial chaos.

For now, they manage, but BYD is very clear that the family will continue to grow. Not only through the main brand, but also through other sub-brands like Denza and YangWang, the most exclusive of all that will start operating in the Old Continent from next year. So yes, with its 4.84 meters in length and 2.79 meters in wheelbase, the Seal 6 is a D-segment sedan, which means it sits in a dead space where mainstream brands do not want to compete. Its starting price is set at 37,000 euros without aids or discounts. 38,500 euros at a minimum for the Touring.

Obviously, there are similar-sized models like the Octavia, the Series 3, or the A5, to name a few. If we analyze the market correctly, we see that the Seal 6 DM-i is alone in its own world. To complete the circle, BYD brings not one but two different body styles. On one hand, a sedan and on the other, a more family-oriented version that receives the surname Touring. Both measure the same, are practically identical -except for the designs- and mechanically present the same configurations.

A quick glance at the interior reveals that its presentation is also identical and very similar to that of almost all BYD models. It is a very pleasant space to be in. The quality of the finishes stands out. Many soft surfaces and pleasant to the touch elevate the perceived quality above the average of the segment. The Chinese know how to move perfectly between the mainstream and premium worlds. They have more qualities of the latter than the former, but their price corresponds more to the former than the latter.

Once again, the equipment offer revolves around two versions: Boost and Comfort (for now). The usual elements of technology, comfort, and safety are included. Screens of up to 15.6 inches, cameras, assistants, and connectivity equipment...everything we now consider essential is integrated into the Seal 6. Passengers will enjoy many goodies and generous space in all their seats. In the rear, there is plenty of legroom and headroom, although the central seat is quite uncomfortable due to the extremely hard backrest.

Behind the second row of seats, we find large-capacity trunks. The sedan presents a minimum of 491 liters, expandable up to 1,370 liters. The problem is that the rear window is not part of the hatch, so the loading mouth can be somewhat narrow when loading bulkier items. That inconvenience is not present in the Seal 6 Touring. The wagon increases the loading capacity with a minimum volume of 500 liters, expandable up to 1,535 liters. In this case, yes, the hatch opens completely and allows for the introduction of considerably sized objects.

As is the case with the multitude of varieties of the Seal U, the Seal 6 DM-i has mechanical options. The main structure is the same in both cases. The main engine is a 1.5-liter gasoline engine that develops 98 horsepower and 122 Nm of torque. It is fed by gasoline from a 65-liter fuel tank. The power is always directed to the front axle through the management of a continuously variable automatic transmission. Up to this point, the similarities.

The less powerful Seal 6 features a plug-in hybrid structure with a maximum output of 184 horsepower and 300 Nm of torque. The more powerful model raises those figures to 212 horsepower and 300 Nm of torque. The electric part is powered by an LFP battery with 10.08 or 19 kWh of capacity, respectively. This means that the 184-horsepower Seal 6 offers a homologated electric range of between 50 and 55 kilometers and an average combined consumption of between 4.4 and 4.8 liters per 100 kilometers. Its top speed reaches 180 km/h and its acceleration time from 0 to 100 km/h is 8.5 seconds.

The higher model, the 212-horsepower Seal 6 achieves up to 105 kilometers of homologated electric range -thanks to its larger capacity battery- with an average combined consumption of between 4.8 and 5 liters per 100 kilometers. Its acceleration and top speed figures are the same. Obviously, the entire range offers the advantageous DGT ZERO label. For charging, the entry model only offers AC charging up to a maximum of 3.3 kW. The higher unit features AC charging of up to 6.6 kW and up to 26 kW in DC. Both feature V2L systems.

How does it feel behind the wheel?

On paper, the Seal 6 looks like an excellent cruiser. A car with which to travel many kilometers comfortably and without worries about charges or batteries. And it is. The first kilometers take place in an environment of absence of noise and much tranquility, perhaps too much. Like any other BYD, the Seal 6 offers an excessively soft touch.

The suspension tends to bounce a lot. It is comfortable, it absorbs any irregularity in the road perfectly, but when tackling more complicated environments, it makes it clear very quickly that it is not the terrain where it feels most comfortable. It is not a problem, but it is something I want to clarify. If you are one of those who seeks a lot of feeling at the wheel, this may not be your best option. The steering at low speed is too assisted. On the other hand, I found the brake to have a great feel. You can feel how the pads bite the disc as soon as you step on the pedal. I like that BYD has improved this aspect.

Regarding the transmission, the continuously variable transmission has many and very good qualities such as its high efficiency and robust reliability. On the contrary, it presents some more negative points. When we press the accelerator to the floor at medium or high speed, the car takes longer than expected to respond. It is sluggish. It takes its time to react. This can be a problem when trying to overtake on secondary roads. On the other hand, at low speed, it does not show that reflection period. The electric push is greater. I must also admit that I expected a much noisier combustion engine, like in the Seal U DM-i, but that is not the case. It is quite more refined.

The Chinese insist on making their plug-in hybrids with more electric power than mechanical. That is, the electric motor provides more push than the thermal one in the combined mix. This is good when we have electricity in the high-voltage battery, the problem is that that battery has a finite life. When the last accumulated electron has donated its life to the cause, we are left with a car that is 4.84 meters long and weighs 1,710 kilograms with 98 horsepower.

I don't need to tell you that it falls very short on performance. The problem is intrinsic to both models because both present the same thermal scheme. As I already told you in the test of the BYD Seal U DM-i, the Seal 6 DM-i is very conditioned by the battery. It needs to have it to catch its breath. A European PHEV faces the problem from another point of view. A Volkswagen, for example, offers more thermal power than electric. Therefore, when the battery runs out, it does not lose as much performance.

As I mentioned, the battery energy can be recovered at DC and/or AC outlets, which will be the most common. The Seal 6 DM-i can perfectly recover 100% of the electric range in just a few hours. In day-to-day life, you can run your errands without spending a single drop of gasoline. That savings will be partially offset when facing a long-distance trip due to the inconvenience I already mentioned. Fast charging (only available in the higher range version) allows recovery from 30 to 80% in just over 20 minutes.

BYD estimates the combined range of its new sedan at 1,505 kilometers. I do not deny that this figure can be achieved, but I highly doubt it can be done at a normal traffic pace with the car at half or full load. During this first contact, I did not have the opportunity to test the real range of the Seal 6 or its homologated consumption, but as is often the case with homologation figures, they rarely have anything to do with the real ones. What I do believe is that its real range will be over 1,000 kilometers. Which is already excellent in itself.