BYD Dolphin G DM-i review

Upon its launch, not only did the BYD Dolphin G introduce an unfamiliar collective noun to the review-writer’s lexicon (it joined the electric BYD Dolphin and smaller, cheaper BYD Dolphin Surf to give the Chinese brand an entire school of dolphins), but it also earned itself a few small footnotes in the annals of motoring history.

For starters, it’s the first BYD model to be formulated specifically for the European market. Perhaps more significantly, though, it’s also the first ever plug-in hybrid (PHEV) in the small car class. It’s a similar size to an MG3, Peugeot 208, Renault Clio, Skoda Fabia or Volkswagen Polo, but while some of those rivals are available with hybrid power, only the Dolphin G offers the longer electric range or lower company car tax rating that plug-in hybrids bring. 

It could also win sales from would-be electric car buyers because of the flexibility it promises – on paper, anyway. You might commute daily on electric power, but then get away at the weekend using the longer range that a tankful of petrol promises. The MG4 Urban, Peugeot e-208 and Vauxhall Corsa Electric just got a new rival, then.

But does the Dolphin G deserve its fish supper? Is there a place for a plug-in hybrid in this crowded market? Here’s everything you need to know.

What’s new? 

- June 2026 - Dolphin G hybrid launched in Europe as a sister to the fully electric BYD Dolphin family car

How fast is it and which engine is best?

The BYD Dolphin G offers only one engine choice, but it’s an impressive one, because it’s the first plug-in hybrid (PHEV) set-up to be offered in a car of this size. At the centre of it is a 93bhp, 1.5-litre petrol engine, which works hand-in-hand with a pair of electric motors that total 160bhp, with power sent to the front wheels. The set-up is biased in favour of electric power, and the motors drive the wheels directly most of the time, powered either directly by the battery or by the engine via a generator. At certain speeds, though, the petrol engine can drive the wheels directly. At 7.4kWh (total capacity), the entry-level Active has a smaller battery than other trims, which get 18.3kWh, more than doubling the official electric range from 25 miles to 65 miles.

A total of 209bhp is available (or 173bhp in entry-level Active trim) when you put your foot down. That’s a lot of power for this size of car, and the result is pretty sprightly acceleration; 0-62mph officially takes 8.4sec (8.5sec in Active trim), making the Dolphin G quicker than the majority of small petrol-engined cars, and putting it pretty much level-pegging with the MG 4 Urban in a sprint. 

Where the Dolphin G’s power is really felt, though, is at motorway speeds. Not only can 70mph be reached fairly swiftly on electric power alone, but overtaking is also a lot more swift than in a petrol-engined Renault Clio, Vauxhall Corsa or Volkswagen Polo.

Is it agile and is the ride comfortable?

The Dolphin G’s handling is better described as neat and tidy than fun or exciting. Its compact size and tight turning circle make it nimble on narrow urban roads, and its steering is direct and fairly light. In that regard, it’s a good fit for the city, but there is a caveat – at least with the 18in alloy wheels of the Comfort version we’ve driven so far. On these, every urban pothole, cobblestone or crack is registered with a bump. The faster you go, the less fractious things get, but the jiggle never wholly settles down, even at motorway speeds. A Polo is more comfortable, even on its biggest wheels.

The pay-off for that firmness, though, is that the Dolphin G’s body is quite tightly controlled, with little of the swaying or pitching that has your head bobbing around. That also helps to keep body lean at bay when cornering, although the Seat Ibiza is more upright still. However tidy the handling is, though, the steering conspires against much fun being had. It’s accurate enough to make driving easy, but it doesn’t feel as weighty and satisfying as that of the Ibiza, nor does it provide as much information about what the front tyres are up to. There’s enough grip, though, to carry a fair degree of pace into a corner.

Is it quiet and how easy is it to drive smoothly?

At motorway speeds, the most prominent noise is from the wind as it passes the top of the windscreen, although this isn’t so loud that you have to raise your voice. In fact, in its electric driving mode, the Dolphin G is fairly hushed at all speeds, with tyre noise easily drowned out when the stereo is set to moderate volume.

Nor does it get too noisy, though, when the petrol engine comes into play in Hybrid Mode. You can hear it as a distant thrum at  moderate speeds, and its pitch and timbre becomes more prominent when you put your foot down hard; pushed to its limit, it maintains a constant high rate of revs in the same way that cars with CVT automatic gearboxes tend to. It’s not a particularly pleasant noise, but it’s not overbearing or boomy. There are no noticeable vibrations from the engine room, either.

More impressive, though, is how well-integrated the hybrid system feels. There’s no jolt when the petrol engine comes to the party, nor does the regenerative braking system (which produces electricity when you release the accelerator and uses it to top the battery up) do much to affect the feel through the brake pedal. The brakes always feel progressive and predictable, making it easy to pull up to a halt without any inelegant or uncomfortable lurching. 

“There plenty of power, and it’s delivered smoothly, thanks to how well the petrol engine and electric motors work together.” – Chris Haining, Sub-editor

What does the interior look like and is it well made?

The BYD Dolphin G looks thoroughly modern inside, with a layout that looks more akin to something you'd see in an electric car than a typical petrol-engined one. 

It's well put together, too; the dashboard is free of creaks when you prod and poke it, and there are no unsightly gaps where the components fit together. 

None of the materials feel cheap or scratchy to the touch, but there's not much wow factor. The Peugeot 208 (and the electric Peugeot e-208) place plusher materials in the most prominent touch points, as well as arguably looking more striking.

Is the driving position comfortable and is it easy to see out?

 The Dolphin G gives you a relatively upright driving position that feels more like that of a small SUV than the more relaxed posture a Renault Clio places you in. You also feel relatively high up, and the seat, pedals and steering wheel are lined up well enough. 

Comfort and Sport trim brings electric adjustment for the driver’s seat (fore-aft, height and backrest tilt, plus lumbar support), and there's a decent range of tilt and reach adjustment for the steering wheel.

The high-ish driving position helps with visibility, as do the relatively deep side windows and relatively slim windscreen pillars. Over-the-shoulder visibility is better than in the 208, too, thanks to the level roof line and deeper side windows. Front and rear parking sensors are standard across the range; Active and Boost models give you a rear-view camera, and Comfort and Sport upgrade this to a 360-degree camera. Bright, automatic LED headlights are standard across the range.

Is the dashboard and infotainment system easy to use?

The downside of the Dolphin G’s modern-looking dashboard is that its minimalist layout is achieved at the cost of physical controls for frequently used functions. The air-conditioning, for example; while the temperature settings (individual for driver and front-seat passenger) are permanently displayed at the bottom of the large (10.1in with Active trim, 12.8in on all other models) central touchscreen, adjusting the fan speed requires a visit to a menu page. The Skoda Fabia and several other small car rivals, meanwhile, offer dedicated physical controls for this.

The infotainment screen itself is bright and clear, and its graphics look up to date. What’s more, there aren’t so many icons shown at once that it’s a challenge to find what you’re looking for. Moving between various functions, though, can mean multiple screen taps, and it would be nice if there were physical short-cut buttons to flick directly to key menus. On the other hand, the voice control system is intelligent enough that you can ask for surprisingly specific things; for example, the command “reduce fan by two” brought the desired result. Wireless Android Auto and Apple CarPlay connectivity are standard, too, and Boost models and above get a full-bodied eight-speaker sound system (we’ve not yet tried the four-speaker set-up of the Active).

We’re glad there’s a digital driver’s display (8.8in) in front of the driver, and its graphics are pretty crisp, but it’s not very configurable; it can’t show navigation mapping, for example. Unusually for a small car, top Comfort and Sport trim levels give you a head-up display for speed, range and navigation arrows. 

“We’re impressed by the Dolphin G’s voice control; it doesn’t take many attempts before you figure out what you need to say to get the result you’re after” – Oliver Young, Reviewer

How much space does it have for people?

 The Dolphin G is one of the better small car choices for tall drivers. The seat offers a lot of fore-and-aft travel, and the footwell isn’t cramped for those with big feet. It’s noticeably more accommodating than a Renault Clio or Vauxhall Corsa. And even a pair of broad-shouldered rugby prop-forwards will be spared from clashing shoulders.

Those in the back aren’t quite so lavishly treated, but there aren’t many small cars that are more generous on rear-seat room. The Skoda Fabia is a touch more spacious for four tall folk on a car-share, but those folk would need to be at least six-foot tall before they begin to feel cramped. Folk who are long in the leg have a harder time than the long bodied; even with the panoramic glass sunroof that comes standard with Comfort and Sport trim, most people will find their heads well clear of the ceiling

While the car’s compact overall dimensions mean the middle rear-seat passenger gets the rawest deal, they’ll still be better off than they would be in a Clio. They’re also treated to a set of air conditioning outlets and – with all-but entry-level Active trim –  a pair of USB-C charging ports.

How much room does it have for luggage?

If the Dolphin G’s interior is spacious for the class, its boot is palatial. Its 425-litre capacity trumps every small car rival, including the Peugeot 208 Hybrid (387 litres), Skoda Fabia (380 litres) and Vauxhall Corsa (309 litres). It’s deep enough between floor and parcel shelf that a folded up pushchair should fit on its side, and we’d be surprised if it won’t hold a carry-on suitcase each for four passengers, along with a soft bag for the fifth. 

It’s a useful void, then, but it’s not the most convenient. The first issue is that the floor is a long way from the boot entrance, so you’ll have to reach down and lift items over the entrance lip rather than simply sliding them out.

And while folding the rear seats down gives you a total boot volume of 1225 litres from floor to ceiling (enough to start a photocopier removals company), making the most of that capacity isn’t easy.

Firstly, the floor formed by the folded seatbacks is slightly inclined; secondly, there’s as big a step up to it from the regular boot floor as there is from the latter to the entrance lip. An adjustable boot floor would make a huge difference, but the Dolphin G offers no such thing. Meanwhile, the 60/40 split of the rear seat is no more versatile than is offered by most rivals.

If more thought was put into the boot, it could have come close to rivalling the Honda Jazz for usefulness; alas it isn’t in the same league. On the plus side, though, there are four handy load tie-down points. 

Interior storage is more generous than in a Clio or a Fabia, particularly for those in the front. As well as door pockets that will hold a good-sized water bottle, there’s a two-tier centre console with three big cupholders and an inclined cubby (which, with Boost trim and above,  incorporates a wireless mobile phone charging pad), with a further storage tray below.

“You’re unlikely to have much trouble fitting bulky items in the back of the Dolphin G, but the high loading lip means you might have a job getting them out again.” – Chris Haining, Sub-editor

How much does it cost and what equipment do you get?

UK pricing has for the BYD Dolphin G has yet to be confirmed, but on the face of it, the European prices look pretty aggressive. This is a plug-in hybrid (PHEV) small car – indeed the only plug-in hybrid small car – with a start price similar to that of a mid-spec Skoda Fabia, yet even the entry-level model is fairly heavily weighed down with standard equipment. As well as the infotainment features mentioned earlier, every model has automatic air conditioning, 16in alloy wheels, automatic windscreen wipers and an air filtration system with quality display. Every model also has a Vehicle-to-Load (V2L) capability that can be used to power electrical equipment from home.

Based on European pricing, though, the leap to Boost trim takes the Dolphin G out of Fabia territory and into contention with high-spec versions of the Volkswagen Polo – as well as with pure-electric cars such as the Hyundai Inster. The price leap does give you a much more impressive car, though, starting with its longer list of features. It enlarges the wheels to 18in, plus it gives you heated front seats and a heated steering wheel, privacy glass for the rear windows, multi-coloured ambient lighting, electric folding exterior mirrors. On top of all that, Comfort and Sport trims add a panoramic glass roof with electric sunshade, and integrates puddle lights into the exterior mirrors. Sport trim also exchanges Comfort’s vegan leather seat upholstery for an Alcantara finish.

Most importantly, though, avoiding the entry-level version also enlarges the plug-in hybrid battery from 7.4kWh to 18.3kWh, taking the official electric range from 25 miles to a much more useful 65 miles. 

Company car users will find that the higher price tag is more than offset by the smaller monthly benefit-in-kind tax payments brought by its longer official range, and private buyers who can charge at home could find that their reliance on expensive petrol goes right down; official fuel consumption is almost halved, falling from 108 to 201mpg. 

When UK pricing is confirmed, we’ll know once and for all how it stacks up as a value proposition.

Is it reliable, and how long is the warranty?

BYD has yet to feature in any of our annual What Car? Reliability Surveys, so we’ve no insight yet as to how dependable they are. We’ve not had any concerns with any BYD models we’ve run thus far as long-term test cars, though.

There’s also the reassurance of a long factory warranty; the Dolphin G is covered for six years or 93,200 miles, with the power battery separately covered for eight years or 155,000 miles and other electrical components – including the electric motors – covered for eight years and 93,200 miles.

How safe is it, and is it easy to steal?

The BYD Dolphin G has yet to be tested for safety by Euro NCAP, but the brand has a very strong precedent; every model launched in the UK so far has been awarded the top five-star rating. 

And the Dolphin G certainly has a long list of safety and driver assistance features. As well as the usual automatic emergency braking (AEB) and forward collision warning, every trim level brings front and rear cross-traffic warning and braking; rearward collision warning, blind spot detection, door opening warning, lane-departure assistance and lane-keeping assist, plus traffic sign recognition and adaptive cruise control.

"While the entry-level model is aggressively priced, the Dolphin G doesn’t really show its full potential unless you pay for the priciest versions." – Chris Haining, Sub-editor

Buy it if…

- If you can make the most of the electric-only range that a plug-in hybrid brings 

- You need more interior and luggage space than other small cars offer

- You want a quick small car but you don’t want a hot hatch

Don’t buy if…

- You want sharp, fun handling

- You struggle when loading and unloading cars’ boots

- You’re working to a very tight budget

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter here