Test Drive BYD Atto 2: Criticism Taken Seriously

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After the introduction of the electric compact SUV Atto 2 in the spring, there was criticism of the poor charging speed and low range. Now BYD has made improvements and is additionally offering a plug-in hybrid.

The handbrake is slowly being released. Chinese manufacturers are gradually gaining traction in Germany as the skepticism of car buyers gives way to a certain level of acceptance and curiosity. By October of this year, around 47,000 vehicles from Chinese manufacturers had been registered here. Counting brands that belong to Chinese corporations, such as Volvo, Polestar, Smart, or Lotus, the number is significantly higher.

Chinese number one in Germany remains MG. Behind it, BYD has been gaining significant momentum with over 16,000 units in the first ten months. In 2024, the total was only 2,900 units. The manufacturer is no longer viewed askance like an uninvited guest at the German auto buffet. This is not only due to the attractive prices and broadly appealing design but also to the steep learning curve. A clear example of this is the compact SUV Atto 2. Introduced only in March, the Chinese are already responding to initial criticism.

At market launch, range and charging performance were considered disappointing and hardly suitable for long-distance travel, while the drivetrain technology was deemed okay but not groundbreaking. This is exactly where BYD stepped in—presenting an electrified double flagship that recharges the SUV: the Atto 2 Comfort as the all-electric top version and the plug-in hybrid Atto 2 DM-i as the range king.

Significantly Larger Battery

First, to the electric model. While the existing E-versions Active and Boost remain in the lineup, BYD becomes significantly more competitive with the new Atto 2 Comfort (starting at US$ 48,700). Its Blade battery, integrated into the vehicle's structure to provide increased stability, still relies on LFP chemistry but now offers significantly higher performance. The spec sheet now lists nearly 65 kWh of usable capacity—an increase of almost 20 kWh compared to the previous versions. The enlarged battery is the key to the promised range increase to 267 miles (previously 194 miles), and in city driving, it is said to exceed 373 miles.

But range alone is just one note in the overall composition. Charging performance, in particular, is becoming an increasingly decisive purchasing factor. BYD has responded here as well with a remarkable leap: the Atto 2 Comfort now charges with up to 155 kW DC (previously 65 kW). This reduces the charging time from 30 to 80 percent to 19 minutes—a figure that suddenly propels the model into the top third of compact SUVs. Due to the new battery weighing around 331 pounds  more, the performance has also been adjusted. It now stands at 150 kW instead of 130 kW, with 230 lb-ft of torque instead of 215. This keeps the Atto 2 a zippy contender, accelerating from 0 to 62 mph in 7.9 seconds. During the first test drive, it also became apparent that BYD has likely improved the insulation of driving noise. The SUV rolls extremely quietly, which in turn highlights wind noise more prominently.

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Multi-Link Rear Axle Enables Space Gain

To make room for the new battery, the E-Platform 3.0 was also modified for the Comfort version. A complex multi-link rear suspension replaces the previous torsion beam axle—a costly transplant that has paid off. Driving precision and stability have improved, although the Atto 2 already comes from the sporty corner. Tuned more firmly than softly, you can certainly feel the condition of the road surface. Nevertheless, it offers a decent compromise between handling and comfort. Another advantage of the new suspension is the added space in the trunk. 119 gallons mean 13.2 gallons more than before.

Inside, the electric Atto 2 demonstrates that BYD has reached a level of material quality and craftsmanship in a short time that leaves little room for criticism—at least in its brand-new state. Added to this is a generous standard equipment package, which offers a few more extras compared to the other E-versions. These include faster USB ports, 50-watt charging pads for two phones, or an electric lumbar support for the driver. There is also a large panoramic roof, plenty of assistants, a 12.8-inch touchscreen, and a multimedia system that executes commands swiftly—and a strict female voice that sharply reprimands any little driver inattentiveness from the off: "Keep your eyes on the road!"

Atto 2 DM-i: Plug-in Hybrid

We switch the driver's seat and get into the Atto 2 DM-i. BYD has already presented this plug-in hybrid concept a few weeks ago in the Seal. It targets those who have so far been hesitant to fully trust pure electric drives and prioritize reliability on longer journeys. While many European manufacturers are scaling back or reorganizing their PHEV programs, BYD is placing significant emphasis on this hybrid technology, which is experiencing massive growth in China.

Visually, the Atto 2 DM-i shows hardly any differences compared to the E-versions. These are limited to the lettering and open instead of closed slats under the license plate. Technically, however, the DM-i takes a completely different path. It combines a 0.40 gallon gasoline engine with two electric motors and a battery. Two configurations are available. First, the Active version (starting at US$ 41,800) with a system output of 122 kW and a 7.8 kWh battery, which is said to achieve 25 miles purely electrically and promises a total range of 578 miles . Second, the DM-i Boost (starting at US$ 45,200) with 156 kW and a battery capacity of 18 kWh. It is said to achieve 56 miles purely electrically, with BYD claiming a total range of almost 621 miles.

Thermal Efficiency of 43 Percent Surprises

This is made possible, among other things, by the thermal efficiency of the combustion engine, which stands at an impressive 43 percent—similar to that of a modern diesel engine. Regular gasoline engines achieve an efficiency of about 20 percent in everyday operation. The goal was to drive the Atto 2 as much as possible like an electric car. In this setup, the gasoline engine essentially acts as a generator in the background, supplying the battery and electric motors with power via an inverter, while the drive remains electric. When additional power is needed, the drivetrain switches from serial to parallel operation, harnessing the potential of both the gasoline and electric motors.

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The functionality is clearly designed for efficiency. Although the "strong" version we drove with 156 kW accelerates ambitiously, it quickly becomes clear: this car isn’t about burning rubber but rather about completing journeys with minimal energy consumption. That should work. According to the onboard computer, fuel consumption well below five liters is no magic trick. In terms of feel, the DM-i drives like an electric car: very quiet and almost vibration-free. Even when the combustion engine kicks in—such as during overtaking—it remains smooth. Although the DM-i has to forgo the more responsive multi-link rear suspension and overall rides a bit firmer, it is likely the more attractive option for many. It drives like an electric vehicle, just without range anxiety. This might convince many skeptics.

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