BYD Atto 2 review

How did the BYD Atto 2 we're reviewing here get its name? Well, the “2” helps identify it as a smaller alternative to the Atto 3 while the "Atto" takes inspiration from one of the smallest measurements of time – the attosecond.

It equates to a quadrillionth of a second – or roughly how long it will take to regret letting your passengers use the Atto 2’s built-in karaoke machine. Other BYDs offer the singalong function too (with an optional microphone accessory), and it's not the only trait the Atto 2 shares with them.

In common with most of the Chinese brand's line-up, the Atto 2 is fully electric, its price is likely to pitch it towards the lower end of its class, and it has a tech-filled interior with a swivelling infotainment screen.

BYD Atto 2 video review

This new electric SUV sits between the smaller BYD Dolphin and the bigger Atto 3 and will face competition from the likes of the Ford Puma Gen-E, Hyundai Kona Electric, Kia EV3, Renault 4, Smart #1 and Vauxhall Frontera Electric.

At launch, the BYD Atto 2 will kick off with the entry level Boost, equipped with a 174bhp electric motor driving the front wheels. While it’s not quite as fast as a Smart #1, it’s still a swift car by the standards of small electric SUVs, being similar to a Ford Puma Gen-E and more spritely than an equivalent Peugeot e-2008, Renault 4 or Vauxhall Frontera Electric. We achieved a 0-60mph time of 7.7sec, edging ahead of the R4’s 8.1sec time achieved on the same day.

It’s a breeze to drive around town, and not just because the electric motor helps you zip away from the lights. It has a tight turning circle, the well-weighted brake pedal response makes it easy to stop the car smoothly (unlike with some electric cars) and even though it doesn’t feature a strong one-pedal driving mode, the regenerative braking system activates smoothly (with two levels of braking strength to choose from).

Still, a jaunt out on a twisty country road will leave you rather uninspired. The Atto 2's steering is responsive enough at speed, but it’s very light and lifeless. Turn into a corner and the relatively soft suspension set-up results in a lot of lean, while a low sense of grip from the tyres further robs any confidence. Most rivals are tidier to drive, including the Renault 4 and the much more agile Puma Gen-E.

Around town, the Atto 2’s soft suspension soaks up bumps well. However, start building up speed and the suspension thwacks more aggressively over sharper ridges and bigger pot holes, before becoming quite choppy on country roads. Thankfully, this mostly settles down at motorway speeds, where road noise is relatively low. However, wind noise around the front pillars is prominent.

As for the battery range, the Boost is powered by a 51.1kWh battery to deliver an official range of 214 miles. True, an entry-level Vauxhall Frontera Electric has a 189-mile range, while the Puma Gen-E can only travel a little further beyond 230 miles, but both rivals are also cheaper than the Atto 2 - especially the Frontera. On our real-world test route, we achieved an efficiency rating of 3.4 miles/kWh, which equates to a less impressive 174 miles (compared with 187 miles by the R4 on the same test).

A Comfort trim level will join the Atto 2 line-up later this year, with a bigger battery and a more powerful 201bhp motor. The range will increase to around 265 miles, but that’s still short of a Hyundai Kona Electric (more than 300 miles) while even the cheapest version of the Kia EV3 can travel 270 miles.

“I like that there are a few drive modes offered by the Atto 2, including Snow. If you want the best straight-line performance, you’ll need it in Sport.” – Doug Revolta, Head of Video

While the interiors of other BYD car models have quirky features, such as flippers for door handles and a kettlebell-handle gear selector, the Atto 2 seems to take a more serious approach. There are no such unconventional elements to point out, which is not necessarily a bad thing.

Indeed, much more important than novelty design features is the fact that the driving position is good. The seats themselves are generously padded and supportive, with electric adjustment as standard for both front seats. That said, if you want adjustable lumbar support, you’ll have to wait for the range-topping Comfort model. The steering wheel could also provide more reach adjustment for long-legged drivers.

You sit higher up than you do in some small SUVs (such as the Renault 4), and that helps give you a terrific view out of the front of the Atto 2, all the way down to the nose of the bonnet. The slim front pillars don’t impede your view out at junctions, while the large side windows and rear screen help with all-round visibility. A 360-degree feeds an incredibly useful hi-res image for protecting your alloys and paintwork when squeezing into tight parking spaces. 

The interior layout is similar to other BYD car models. You get an 8.8in digital driver's display that offers a couple of layouts and a 12.8in touchscreen that can swivel between portrait and landscape layouts (although unfortunately it can’t run Apple CarPlay or Android Auto in portrait mode).

It uses BYD’s latest infotainment software (which will be delivered to all other models in an over-the-air update). The response time is snappy and the screen's graphics are crisp. Plus there's a helpful bar along the bottom of the touchscreen permanently displaying climate controls and configurable shortcut buttons. It’s just a shame the icons are small and can be tricky to hit while you're driving.

It’s also disappointing that there are no physical controls to adjust the temperature or fan speed – because poking at a touchscreen to get into a sub-menu is far more distracting than twiddling a dial or pushing an easy-to-find button.

If you prod three fingers together anywhere on the touchscreen then swipe them up or down, it increases or decreases the temperature, while a three-finger swipe side-to-side lets you change the fan speed. That's good as far as touchscreen-only climate controls go but physical buttons would still be far less distracting.

When it comes to build quality, and fit and finish, the Atto 2’s interior – which is available in black or white colour schemes – is decent by electric SUV standards. Much of the dashboard is covered in soft-touch materials, and while it doesn’t feel amazingly plush to the touch, it’s a step up in quality from the rock hard, cheap-feeling interior of the Ford Puma Gen-E and Vauxhall Frontera Electric.

“Would I spend more than £100 for the optional microphone accessory required to use the infotainment’s karaoke function? No. YouTube and Spotify are available through the infotainment system for free to help kill time while waiting for a charge.” – Doug Revolta, Head of Video

The Atto 2 is very spacious for a small electric SUV, with plenty of leg room up front for a pair of six-footers. The high ceiling provides a generous amount of head room while the standard-fit panoramic roof makes it feel airy. There’s also more shoulder room between occupants than inside a Ford Puma Gen-E, Mini Aceman, or Renault 4.

There’s lots of storage space, with a two-tier centre console that includes two cup holders, a wireless phone-charging tray, a large compartment under the padded central armrest and a lower storage tray. The glovebox is also big enough to store a stack of A4-sized magazines.

The rear seats are equally impressive in terms of space. Six-foot adults will sit there very comfortably, with lots of leg and head room available, as well as space for feet under the front seats. It’s far more accommodating than both the Puma and Renault 4. The big rear doors make access easy.

A flat floor means there’s a good amount of foot space for a third rear passenger, and still enough clearance above their head, despite sitting on a slightly raised cushion. There’s also more shoulder room than in an R4.

You can’t slide the rear bench like you can in the Smart #1, or recline the backrest like you can in the Hyundai Kona Electric, although these features are quite rare in this class.

Boost models come with a 400-litre boot, which is not among the biggest in the class but still pretty impressive. With room for six carry-on suitcases, that’s the same number we managed to squeeze into the R4, but less than the Ford Puma Gen-E (nine cases). The Comfort version has a slightly bigger 450-litre capacity meaning both give you more than the Smart #1 (273 litres) and Jeep Avenger Electric (355 litres) but the Hyundai Kona Electric, Kia EV3 and Vauxhall Frontera Electric are slightly better (around 460 litres).

The boot also features a few handy features. For example, a height-adjustable boot floor comes as standard. In its highest setting it leaves you with a generous amount of space under the boot floor (a good spot for the charging cable) and means there’s virtually no loading lip. The rear seats split and fold down in a 60/40 split, with no step up in the extended boot floor.

With the boot floor in its lowest position it opens up the full 400 litres in one area. There are also a couple of hooks in the back for shopping bags, and some storage compartments either side of the entrance.

“I think it’s a shame when electric cars don’t have a front boot. When you open up the front of the Atto 2 you can see some electrical gubbins and what looks like plenty of space for an extra compartment, but no storage area.” – Doug Revolta, Head of Video

The BYD Atto 2’s list price of less than £31,000 makes it competitive against many small electric SUVs, being slightly pricier than any Ford Puma Gen-E and Renault 4 (helped by the Electric Car Grant), but less than a Kia EV3 and Peugeot e-2008. 

It’s also very well equipped. At launch, the Atto 2 will only be available in Boost trim, which comes with 17in alloy wheels, automatic windscreen wipers, ambient lighting, keyless entry, heated front seats and a heated steering wheel.

A higher trim level, Comfort, will join the line-up at the end of the 2025, but it will cost a lot more, meaning it’s a bit pricier than an entry-level Kia EV3 Air. You don’t get much more in terms of kit, so you’re really paying for the performance.

The Atto 2's charging speeds and times are not particularly impressive. The Boost’s maximum charging rate of 82kW means a 10-80% top up takes nearly 40 minutes - most rivals accept a rate of 100kW so will top up much quicker. The Comfort model has a higher rate of 155kW and its 10-80% charge time of 25 minutes is more on a par with rivals.

Like some other electric SUVs, the Atto 2 offers Vehicle-to-Load (V2L) functionality which essentially lets you use the charging port as a three-pin plug to power things such as a laptop charger or a kettle. You’ll need to pay extra to get the adapter for it.

It’s worth noting that the Atto 2 gets an EV heat pump as standard to help heat the interior more efficiently in cold conditions. That's not available on the Puma Gen-E at all and a costly extra on lots of rivals.

The Atto 2 hasn’t been tested by crash safety experts Euro NCAP yet, but it comes with lots of safety equipment as standard, which includes blind-spot monitoring, speed limit recognition and lane-keep assistance. Comfort trim adds another Isofix mount on the front passenger seat (in addition to the rear outer seats) and a front centre airbag. At times , the driver attention monitor is very sensitive and easily triggered, frequently becoming intrusive on journeys. 

We’ll have to wait a while before the Atto 2 appears in the What Car? Reliability Survey. However, most components are covered by a six-year (93,750 miles) warranty, with the battery guaranteed to retain at least 70% of its original capacity for eight years or 125,000 miles.

“I think it’s great that a relatively new brand to the UK offers such a long warranty as standard.” – Doug Revolta, Head of Video

Buy it if…

- You’re looking for a small SUV with plenty of space

- You need something easy to manoeuvre around town

- You want a smarter interior than some budget-feeling rivals

Don’t buy it if…

- You regularly cover long journeys

- You do most of your driving on country roads

- You’re not keen on using touchscreens on the move

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