BYD Challenges Europe With The ATTO 3 Compact SUV

BYD of China, the world’s biggest seller of electric vehicles, has started its main assault on European markets with the ATTO 3. BYD has an awesome reputation for technical excellence and efficiency but European manufacturers can take some solace from the fact the ATTO 3’s battery prowess doesn’t extend to long-distance fast-lane cruising where it’s firmly in the mediocre camp.

The media have neglected this aspect of electric cars. Most range claims are based on an average of 55 mph, an area where battery electric vehicles (BEVs) are very efficient. Europe’s motorways mainly have an 80-mph speed limit. The jump from 55 mph to 80 mph has a devastating impact on a BEVs range.

Peter Wells, Professor of Business and Sustainability at Cardiff Business School, put it this way to me in an interview earlier this year.

“Range falls off a cliff at high speed. For an electric car, the extra energy required getting from 60 mph to 75 mph is astonishing and virtually doubles energy consumption to move all that air out of the way,” Wells said.

At steady, legal motorway cruising speeds the ATTO 3 shed battery capacity at a 61.1% rate, giving it a fast lane range of just under 159 miles. That puts it in the top third of my table, just above the Skoda Enyaq’s 158 miles, just below the Mercedes EQA’s 162 miles, but not even close to the Tesla Model 3’s leading 239 miles. The ATTO battery is rated at 260 miles overall capacity.

BYD makes its own “Blade” batteries, and it claims many advantages, like safety, compact size and durability, but it hasn’t yet solved the motorway fast-lane problem. And they won’t catch fire easily.

“It provides new levels of safety, durability, and performance as well as increased battery space utilization. The Blade Battery uses Lithium Iron-Phosphate (LFP) which offers a much higher level of safety than conventional lithium-ion batteries. LFP has inherently excellent thermal stability and significantly, is cobalt-free. LFP is also a very durable material,” BYD said.

“It is a battery that is ultra-safe with an ultra-strong structure for durability, while also offering ultra-long range and ultra-long lifespan,” according to BYD.

But don’t expect anything revolutionary in the fast lane where its battery performance was mediocre mainstream compared with most electric cars and SUVs I’ve driven. This fast lane incompetence is the truth that dares not speak its name in the world of battery electric vehicles (BEVs) and is common to all manufacturers, even Tesla, according to my data.

The ATTO 3 Design is a very competent, attractive and well-priced competitor. This top-of-the-range version is priced at £38,990 ($50,000) after tax in Britain. The quality, performance and nifty interior suggests it’s about £10,000 ($12,800) cheaper than its opposition. As well as this compact SUV, BYD is about to launch the smaller Dolphin hatchback and later this year the Seal, a Tesla Model 3 rival. It has also launched the Han, a sporty sedan, and the big, 7-seater SUV Tang. The Han and Tang will attempt to shake up Europe’s premium sector electric carmakers like BMW, Audi, Mercedes and Porsche, although it’s a big ask in a sector where brand power is all.

The biggest surprise may come next year when BYD and other Chinese carmakers are expected to take aim at a sector that doesn’t yet exist; entry-level, cheap-as-chips little electric runabouts. For the first time this will concentrate on maximizing electric cars’ best capabilities; the urban/rural role, and establish the mass market for the first time.

If this European mass market for electric vehicles is to succeed it needs small, cheap (£10,000 to £15,000- $12,800 to $19,200 after tax) 2+2 vehicles for the school run, shopping, and local commuting. These little cars with perhaps 75 miles of range and 60 mph top speed will find no competition from Europeans, at least in the short-term. European Union (EU) regulations, which force its manufacturers to reduce carbon dioxide (CO2) emissions until the sale of new combustion vehicles are banned by 2035, make it profitable to make expensive electric vehicles with huge batteries, but penalize cheap cars. If the European industry is not to be overwhelmed by the Chinese, these rules need to be changed, and fast.

Most of the electric vehicles on the European market cost at least €30,000 ($32,900) and are really very expensive urban runabouts. They are unaffordable to the average wage-earner. In China, the Wuling Bingo and BYD Seagull are prominent players in this sector for cheap, practical, limited vehicles. Prices there start at around $5,000. If exported to Europe, the increase in safety standards would probably double that price.

Other Chinese manufacturers are joining in the European party. SAIC’s MG has already established a solid foothold, while Zhejiang Geely Holding Group owns Polestar and Lynck & Co, and has a half share in Mercedes’ new Smart #1. Geely owns Zeekr, a luxury contender already in the process of launching vehicles in Europe. Other Chinese incomers include Xpeng, NIO, and Great Wall. Schmidt Automotive Research predicts by 2030 Chinese electric vehicle sales will reach 1.2 million or 9% of the Western European BEV market.

This threat aimed at the heart of one of Europe’s most important industries has alarmed the EU. Its officials have already discussed launching an anti-dumping enquiry, which might curb Chinese BEV sales. This has alarmed Germany, which has exports to China and does much manufacturing inside the country. France wants action, but it has limited business in China to lose.

In an attempt to avoid EU action, BYD and others are talking about setting up factories in Europe.

At least BEV-driving Europeans won’t be outdistanced on the fast autoroutes to the summer sun in Italy, France and Spain by this Chinese newcomer. They’ll be lining up alongside European BEVs as they all queue to recharge, and wonder why they decided to forgo their diesels, zipping on by in 400-mile non-stop tranches, rather than 150-mile ones, if they’re lucky.

BYD ATTO 3 Design

Electric motor – permanent magnet synchronous

Power – 201 hp @ 5,000-8,000

Torque – 310 Nm @ 0-4,620

Gearbox – automatic

Battery – 60.48 kWh BYD Blade Lithium Iron-Phosphate (LFP)

Claimed range/battery capacity – 260 miles, 351 city (WLTP)

WintonsWorld tests –

Highway cruising range estimate – 158.6 miles

Highway cruising penalty – 61.1%

Charging – 7 kW 10 hrs, DC 10-80% 29 minutes

Drive – front-wheels

Acceleration – 0-60 mph 7.1 seconds

Top speed – 99 mph

Battery guarantee – 8 years/120,000 miles

Overall guarantee – 4 years/70,000 miles

Euro NCAP – 5 stars