It’s a rare day at DriveLife when we find a car with little competition, or sometimes with no competition at all.
Cars that spring to mind that have a market segment all to themselves include the Mazda MX-5 and the Suzuki Jimny. Does this mean we are claiming that the BYD Seal has no competition? Well, not quite, now that Telsa has reintroduced the Model 3 Performance – while we were reviewing the Seal Performance.
But is this car any good? It’s all very well to chuck in a huge battery and a couple of large electric motors to make it AWD and call it done – but that doesn’t mean it’s worth buying. Three DriveLife reviewers drove the 2024 BYD Seal Performance for a total of 1,500km and what follows is our verdict.
What We Like and Dislike About The 2024 BYD Seal Performance
| What we like | What we don’t like |
| Performance Luxury Design Interior space Equipment levels Price Overall driving experience Fit and finish So very easy to live with Comfort levels Low wind and road noise Air vent system | Lane Departure Prevention Adaptive cruise glitches Boot opening narrow No range shown while charging Car alarm issues with our test car Sharp drop-off in hyper-charging rate Traffic sign recognition flaky Poor audio quality |
What’s In The 2024 BYD Seal Range?
In New Zealand, we get to pick from three cars in the Seal range:
- Dynamic $62,990
- Premium $72,990
- Performance $83,990 (tested)
The Dynamic model has a single 150kW/310Nm electric motor that drives the rear wheels. Its range is WLTP-listed at 460km and it gets to 100km/h in 7.5 seconds. It has a 61kWh battery pack.
Moving up to the Seal Premium, it’s still rear-wheel drive but this model has a 230kW electric motor that manages 360Nm of torque. Its WLTP range is listed at a chunky 650km, enough to drive from Wellington to Auckland on a single charge – in ideal conditions. That extra range comes from a battery upgrade in capacity to 82.5kWh.
At the top of the range is the Seal Performance, that we are testing. It’s all-wheel drive via the same rear motor as the Premium but with a 160kW/310Nm front electric motor as well for a combined total of 390kW of power, and 670Nm of torque. The Performance model’s range is up to 520km.
2024 BYD Seal Standard Equipment Highlights
While it may be considered the ‘base’ model, the Dynamic is still pretty well equipped. For example, I don’t know if I’ve even seen a base model that comes with heated and ventilated front seats. Impressive.
- 360-degree camera
- Front & rear parking sensors
- Hill start assist
- Brake auto-hold
- Adaptive cruise control
- Lane Departure Warning
- Lane Departure Prevention
- Traffic Sign Recognition
- Front and Rear Cross Traffic Alert
- Front and Rear Cross Traffic Brake
- Blind-spot monitoring
- Automatic high beams
- Electronic hidden door handles
- Heated exterior mirrors with electric folding
- Double-glazed windscreen and front door glass
- 10.25” instrument cluster
- Eight-way power driver’s seat
- Six-way power front passenger’s seat
- Heated and ventilated front seats
- Automatic wipers
- Wireless Apple CarPlay and Android Auto
- 15.6” central rotating touchscreen
- 12-speaker audio
- Satnav
- LED headlights, taillights and DRLs
- Sequential rear indicators
- Keyless entry and start
- NFC card function
- Two Qi wireless phone chargers
- Negative-ion air purifier
The Premium model adds:
- A heads-up display (HUD)
- Door mirror auto-tilt
- Door mirror position memory
- Leather steering wheel
- Leather upholstery
- Four-way electric lumbar adjustment for driver’s seat
Other than the extra power, over the Premium model the Performance model adds:
- Electronic child locks
- Intelligence Torque Adaption Control
- Heated steering wheel
2024 BYD Seal Colour Range
- Aurora white – no charge
- Atlantis Grey – $1,595
- Cosmos Black – $1,595
- Artic Blue – $1,595
- Shark Grey – $3,000
Including the Shark Grey paint option on our test car, the as-tested price is $86,990.
For a full list of specs and options available for the 2024 BYD Seal Performance head on over to BYD New Zealand’s website.
How Does The 2024 BYD Seal Performance Compare To Its Competition?
A quick note, the newly updated Telsa Model 3 Performance is not available until June, 2024 and as mentioned, only appeared for order while we were reviewing the Seal Performance. I’ve included the Polestar, although it is a hatchback.
If you were after a high-performance EV in any shape, the MG4 XPower SUV seems a bargain. We’ll be reviewing the MG4 XPower shortly.
| Make/ Model | Battery Capacity kW-hr | Power/ Torque kW/Nm | 0-100km/h seconds | Range (WLTP), km | Boot Space, litres | Price |
| Hyundai Ioniq 6 Limited AWD | 77.4 | 239/605 | 5.1 | 519 | 423 | $124,990 |
| Polestar 2 Performance | 82 | 350/740 | 4.2 | 591 | 405 | $119,990 |
| Tesla Model 3 Performance AWD | 85 | 380/741 | 3.1 | 528 | 594 | $84,900 |
| BYD Seal Performance AWD | 83 | 390/670 | 3.8 | 520 | 400 | $83,990 |
| MG4 XPower AWD | 64 | 320/600 | 3.8 | 400 | 363 | $69,990 |
First Impressions Of The 2024 BYD Seal Performance
There are some out there that struggle to like the Hyundai Ioniq 6. Admittedly, that’s a 4-door EV sedan that’s on the funky side of design, so there was a danger here that BYD could get it all wrong with the Seal and lose buyers simply because of its shape.
Well, that sure hasn’t happened. The Seal looks fantastic from any angle, and it’s certainly a car that turned heads as I drove through the supermarket car park.
While the front of the Ioniq 6 is polarising, and even the Model 3 isn’t the most handsome kid on the block, the Seal shows how it’s done. I’m very much anti-grey, but the Shark Grey colour of our test car looked so good front-on. The paint actually has a hint of lilac in it from certain angles and light; while that gave it a little edge, this isn’t a colour I’d choose for my Seal, especially not at $3,000 extra.
But the front is not the only place where the action is. Side-on, it looks so much like the Model 3 but better. That low roofline, sexy wheels and stylish sculpturing of the flanks equals something that you look forward to seeing when you return to your Seal.
At the rear, the full-width LED light sets off the back, as do those sea-themed wavy LED taillights. The rear diffuser feels a bit try-hard, but I’m happy to report that BYD has resisted badging the Seal with ‘Build Your Dreams’ right across the boot, as they have done with the Atto3 and Dolphin. Phew! Instead, there is simply a ‘BYD’ badge.
The last highlight that has to be mentioned is the ‘3.8s’ badge on the boot. Why? That’s how many seconds it takes for Seal Performance to get to 100km/h. BYD decided to hell with it and shoved it in everyone’s face. Well, those behind you anyway, and behind you they will be with this much acceleration.
What’s The Interior Like In The 2024 BYD Seal Performance?
While that low roofline looks very sexy, you’ll need to watch your head as you enter the Seal – if you are taller, it’s easy to donk yourself on the door frame. That aside, you are rewarded with a stunning interior that has an awesome mix of soft materials and quilted leather seats. There is blue contrasting stitching on the doors, dash, console and steering wheel, all adding to that executive feel and look. The result is an interior that looks more plush than the Seal Performance’s $83K price tag. We know – that’s still a whack of cash for lots of people, but this interior would be acceptable on a $100K car.
Take the doors, for example. There is a huge padded finish on the armrest and this extends up the door, to be joined by some Alcantara, and then to the top of the door – again, soft finish. It’s difficult to find hard plastic touch-points in the Seal, and your passengers will ooh and ahh over it. The dashpad is made from soft fabrics too, and begs you to touch it when getting in for the first time.
BYD has even taken that soft approach to the headrests. You can lean your head back and rest it on something that feels like a pillow. They are called headrests, after all.
In front of the driver is a chunky, flat-bottom steering wheel that feels nice to hold. Being a BYD, it has that familiar screen-flip button that will make the centre entertainment screen rotate through 90 degrees.
Even with that low roofline, the car doesn’t feel too cramped inside, helped along by the huge panoramic clear roof that extends the entire length of the roof, like the Model 3. It was good to see that BYD supplies a sun cover for this in the boot of the Seal; in the Model 3, it’s an optional cost extra. That does mean fiddling about a bit to fit the panel but hey, at least it has one. Since it’s not an opening sunroof, that means plenty of headroom for all passengers.
Typical of current design trends, under the centre console there is a huge storage area, and the rear of the console has a very deep cubby, easily big enough to fit an SLR camera, maybe two. There’s another small flip-down cubby to the right-hand side of the steering wheel. I was a bit disappointed that this model doesn’t have the built-in window smasher/seatbelt cutter like I saw in the Dolphin, but hopefully this will be included in some other update.
In front of the console are dual Qi wireless phone chargers. Unlike nearly every other brand that looks like it has two chargers but there is only one, BYD just makes them both Qi. It was great to see an obvious phone-charging icon at the top of the centre display, so you absolutely know that it’s working.
Those in the back seat have a huge amount of legroom and with all that headroom, are well looked after. They also get access to both USB-A and USB-C charging ports. Front seat passengers got both ports too, along with a 12-volt socket.
Because the Seal is not some petrol car converted to an EV, that equals a completely flat floor in the rear. We’ve seen some EVs that are built as an EV from the ground up with a hump in the floor, so this was a breath of fresh air. It sounds like a little thing but it adds to that sense of space.
The Seal has one-piece front seats, and this is an area where it can make those in the back feel a little closed in. We realise that one-piece seats are all the rage right now, but that is a drawback. They look cool, though. Each seat in the Seal has ‘BYD’ embossed on it in a funky, square BYD font, that reads as ‘CYE’ when the driver is looking in the rear-view mirror. Perhaps that’s some coded BYD message for the future?
The boot is a very usable 400 litres in size, although the boot opening is very narrow, potentially restricting some large items from going in there. Under the floor, there is a storage area for your charging cables and space left over for other stuff. The load height of the boot is nicely low to the ground, so that’s a bonus of the body shape. Up front, you’ll find a 50-litre frunk – big enough for some wet towels from your beach day, or the charging cables if you prefer to keep them there.
What’s The 2024 BYD Seal Performance Like To Drive?
The door handles on the Seal are flush units, but they pop out from the body electrically and are designed so much like the Mercedes-Benz S Class that it’s embarrassingly close. But they also look pretty cool and will certainly wow your passengers.
Inside the car, I wonder if some, uh, ‘older’ drivers might struggle with the Seal’s gear selector toggle, it’s a doddle to use and they will get used to it very quickly. Fear not! I have spoken to some people who see a gear selector instead of a gear shift lever and they freak out. Honestly, they are so easy to use that they become second nature quickly; The gear selector toggle in the Seal works faultlessly.
Rather than going on about all the little aspects of the Seal first, let’s jump straight into driving it. Our testing included a 600km round trip to Hawera to work on our project car so that, along with daily commuting duties, we gave the Seal a thorough 1,500km workout. Driving the 2024 BYD Seal Performance reveals a car that feels sorted, and this was only reinforced during our long test period with the car. It’s hard to believe that this isn’t a model that’s been refined over many years of sales and is instead the very first model of its kind from a car company that’s only been building cars since 2005. The Seal was launched in 2022.
Everything about the car feels tight and well-made, with excellent shut lines inside and out. But it’s still driving the car that impresses the most; it feels good. Keep in mind this is a model with 390kW (550hp) available under your right foot, but you can tootle about in city traffic with the car in Sport mode, and it doesn’t feel nervous or twitchy. The same could be said about some other high-performance EVs, but the Seal does it brilliantly well. It handles the Daily Drive far too easily; this is a car that is something you can live with day to day, and not regret buying a sedan instead of an SUV.
I guess we should talk about its performance since that’s in its name. Yes, it goes like hell. Thankfully it’s all-wheel drive otherwise you’d be in trouble. It gets the power down to the road easily, and I found even in the pouring rain in Sport mode, you get a clean launch with zero wheelspin every time, as electronics do all the work for you. The car does have a special gauge cluster to show you your 0-100km/h time (you have to be in Sport mode to be able to select this) and while in the dry you can repeatedly get a 0-100 time of 3.8 seconds on average, in the wet that goes to 3.9 seconds. Big deal – and an impressive display of technology to allow that tiny time difference.
On the EV side of the Seal, things are mostly good. The WLTP range of 520km should be more than enough for most people. I did charge the car to 100% for an indicated 570km range before driving to Hawera – and it rained heavily all the way. That meant my actual range was just over 400km, well short of the WLTP figure. Still, rain sucks range, we’ve experienced that many times. On charging the Seal in Bulls on my return two days later, I plugged into the 300kW hypercharger. The Seal will take a maximum of 150kW and it did to start with, but I was extremely surprised to see this drop to 42kW at only 28% charged. That’s a rapid drop-off in charge – I didn’t expect it to drop to anywhere near 42% until around 70% charged. One thing that was a minor irk is that the Seal is the first EV I have tested that has no arrow to show which side of the car the charging port is located. Only a small thing and I am sure in time an owner would remember, but painful for a Seal newbie.
While in Bulls, I decided to hop in the back seat to take some notes and check out legroom etc. With the car unlocked, every few minutes the alarm would go off, freaking out other EV users who were also charging. It freaked me out too. This happened three times in a row, and I moved back to the front seat at that point. I have no idea why this happened.
One slight anomaly that I also can’t explain is the lack of range shown while charging. Nowhere in the menus or on the dash could I find anything to say how many kms of range was left, while it was charging. This is essential stuff, so you can get just enough charge in (and perhaps a buffer) to get you home/to your next charging destination.
If there was one change to the Seal I’d like to make, it would be around brake regeneration (regen). While I appreciate the “get in and just drive” approach, only two levels of regen are available – Standard and High. Standard is almost coasting, while High is almost one-pedal driving – but not quite. But you can only access these level changes through the infotainment system – there are no steering wheel paddles to allow for adjusting regen on the move, safely and quickly. Again, a minor thing, but being able to adjust your regen easily means you use it more efficiently. I’d like to have 3 or 4 levels of regen ideally, and this is where paddles help that happen.
While there are only two regen settings, you do get three drive modes to choose from; Eco, Normal, and Sport. Eco mode is quite pleasant to use as it subdues the car’s performance somewhat and makes it that much more driveable. As mentioned earlier, you can drive this car in Sport mode all the time if you like, but Eco mode does calm it down a little, and I often left the car in this mode for days. Normal is likely going to be the standard mode for most owners, and they’ll flick it into Sport to impress their friends. In a weird bonus-but-not-really scenario, I was happy to see the Seal remembers its drive mode, so you can stick it in Eco and leave it there for days on end. But this wasn’t reliable, and sometimes the car would revert back to Normal drive mode.
I’m happy to say that the car’s drive mode is selected directly from a thumbwheel on the centre console, and not through the infotainment menus. But it has to be said, in the infotainment system there is a HUGE range of options for changing the car’s settings. It feels almost endless with options for everything, and I love that. Some of them seem to make no difference at all, like the settings for Brake Assist of Comfort or Sport. I couldn’t feel any difference in these two at all. One of the biggest changes in feel was around Steering Assist, with settings for Comfort or Sport. Comfort is far too light for safe use, so I left the car in Sport for this setting the entire time.
While there’s an actual thumbwheel for changing the drive mode, there’s also one for volume control – no sliders here, or having the use the infotainment to change the volume. For me, it shows BYD has put some thought into this, so it’s a little surprising that there are other areas where it feels like they haven’t put much thought into how the car is used. That thumbwheel for audio volume is replicated on the steering wheel, and that’s a huge bonus in my book. All the steering wheel controls work just fine, and many times I did not need to look down to see what control I was using.
The BYD Dolphin was a car I really enjoyed testing; fantastic value, great range, and drove well – except for its Lane Departure Prevention. For some reason in the Dolphin, this doesn’t turn off with the indicator and instead tries to force the driver back into the lane – but you are turning. Unfortunately, the Seal also suffers from this, but it’s not as violent as it is in the Dolphin – but I am sure it will give some drivers a fright, initially at least. It’s hard to understand BYD’s thinking here; if the indicator is on, Lane Departure Prevention should be off. I’m desperately hoping they will sort this out on all their models, very soon.
There is also steering assist, that will, well, assist the driver in staying in the lane. It does tend to favour the centre line, as many of these steering assist systems across many brands do. I ended up fighting it to keep to the left of my lane, or centre of the lane on a multi-lane highway – so I turned it off.
To use steering assist, you need to be using adaptive cruise control. The adaptive cruise in the Seal is very smooth and it’s simple to adjust your speed or distance to the car in front from the steering wheel controls. It’s a true stop/go system so will automatically accelerate when the car in front has moved off from a stop. Great! I had a few small glitches with the adaptive cruise on our test car; sometimes it would not turn off with the switch, so I had to touch the brake pedal. One of the infotainment options for adaptive cruise in the seal is the ‘Intelligent Speed Limit’ option. When set, you can tap up or down on the cruise speed adjust button to set the new speed limit as the cruise control speed. Sounds great and other brands also do this, but it only worked intermittently on our test car.
I like that BYD has included a 360-degree camera button right there on the steering wheel, for quick access. Too many cars have this hidden away somewhere. That camera system is right up there with the best, with many different view options, as well as transparent options so you can see under the car if that’s your thing. While the Seal Performance seems to have every option under the sun, one thing that is missing is automatic parking. Still, the car is very well-equipped otherwise.
Getting back to the infotainment system, the resolution is high and the same can be said for that 360-degree camera – great resolution there too. The home screen on the infotainment system has three tiles, and you can drag and drop whatever you want to be these three tiles; I stuck to Navigation, Phone, and Spotify. I mentioned there is a huge range of settings to choose from so you can customise things like ambient lighting, but also the car’s driving habits. Some of those options are a little unclear and there is sometimes a little ‘i’ for more information you can click on to find out what an option does. Unfortunately, this isn’t for every setting and of course, the ones I wanted to know more about didn’t have that little ‘i’ by them. Murphy’s Law, I guess.
The Performance model of the Seal includes a heads-up display (HUD), and it’s a good one. Like the Haval H6 we recently tested, the Seal’s HUD has a ‘Snow Mode’ that changes the speedo reading from white to blue. It’s easier to see – for me at least – and is less affected by polarised sunglasses than the white text. Interestingly, you can see the centre screen on the Seal with polarised sunglasses on, as long as it’s set to landscape mode. Move it to portrait mode and the display goes black.
That HUD will give you info like your current speed, audio selections, and the current speed limit. I had some issues with the Traffic Sign Recognition (TSR) on the Seal, as it was a bit flaky. At one point, the HUD told me the speed limit was 120km/h in suburban Hawera, and I’m pretty sure it’s not. I saw the TSR system show an incorrect limit a number of times and came to not rely on it too much.
Weirdly, one thing you won’t see on the HUD is any SatNav directions – and they aren’t displayed on the dashboard either. They are only shown on the central display and you can enable voice prompts for SatNav, but the HUD is the best place for these to appear for safe driving. Hopefully, this will be sorted out in an update.
I left Hawera in the pouring rain, and again the Seal Performance showed just how planted it is in all weather conditions. Even at 2,185kg, it feels good and other than pushing too hard through a corner, the car feels stuck to the road. If you do decide to push a bit harder through the bends, the Seal Performance will give you massive amounts of grip, although the steering will load up in tighter bends and eventually, physics kick in through the corners and over 2 tons of weight will make itself known. It’s never scary or dangerous, but keep in mind it’s not a Mazda MX-5. On the motorway, the car is smooth with very little wind or road noise – this is an area where the Seal excels and no doubt that double-glazed front windscreen and front doors helps this. If the road has some undulations, the car can feel a little floaty at times but overall for such a heavy car, the suspension is reasonably well sorted.
The air conditioning system in the Seal is worth mentioning, mainly for the motorised air vents. We have seen customisable air vents before, like in the Tesla Model 3 where you can drag your finger on a screen to direct the airflow where you like it best. The Seal has options for its air vents, like Focus, Avoid, Closed, Free, Swing, and Smart. Focus will direct the air vents to the diver (or passenger for the other side of the car), whereas Avoid will make sure the air vents point away from being directly on the person. I used this one often as I want the air flowing around me, but not on me. The Free setting allows you to position each air vent individually, while Swing makes them swing left and right. It may feel like overkill, but it works very well and it’s a nice party trick for your friends.
There are other things that the Model 3 has that the Seal has, too. You have the option to do some Karaoke on a long trip; duets, singles – just pick your genre. But if you want to listen to your own music, be prepared for some poor music quality. It’s completely flat, and adjusting the bass, midrange or treble doesn’t improve it much. It may have 12 speakers, but it sounds bland. Also, for some reason, you can’t browse for songs on your phone using Bluetooth – you need to pull over to change playlists or use your phone’s voice commands.
Regarding energy economy, over our 1,500km of driving the BYD Seal Performance, it used 19.0kWh/100km. Is that good? For the performance and weight of the car, yes. I fully expected this to be over 20kWh and with the rain we encountered plus the car going to three DriveLife reviewers, it should have been, so 19.0kWh is reasonable and very close to the BYD figure of 18.2kWh/100km.
Peter’s Point of View
I was fortunate to sample the BYD Seal Performance for a few days while it was with the Drivelife team for a full review. Wow, what a car, and what a car for the price. It’s a serious piece of kit packing front and rear motors for all-wheel drive, which combine to achieve 390kW and 670 Nm, it is properly quick. I liked the design balance between subtle and overt, and the low-key way it identifies its ability with the 3.8s badge on the boot. That’s the time in seconds to reach 100km/h. To look at, it has a very coherent design that in a restrained way says “purposeful and sleek”. It does have elements that hint at other more mainstream performance EVs, but these are sufficiently integrated not to distract from its attractiveness.
On unlocking the car, the flush-mounted door handles extend like some other upmarket cars. The car’s interior is brilliantly detailed in keeping with the restrained exterior, a mix of leather on the seats and steering wheel, Alcantara and chrome highlights on the dash, and Tesla-like air vents are directed via the touch screen. Driving the car is as good as it looks. The suspension is firm but compliant and the steering is confidently informative. For the entire time I drove the car I left it in Sport mode. While this gave me its ultimate performance whenever I wanted, it was so brilliantly manageable that without changing the settings, it was equally able to idle along in stop-start traffic with ease. It was impressive for its performance and for not being in any way intimidating.
Playing with its performance, a dash screen enables you to record your acceleration times. And it would have been so wrong not to test it out! Over a couple of runs 0 to 100 km/h, I recorded 3.9s and 3.7s – spot on that boot badge. A day trip over the Remutaka Hill road was the icing on the cake; idling with traffic was a breeze and overtaking an immense pleasure. To achieve all this, it does have a large 83kW battery pack, giving it a WLTP range of 520km. Spirited driving does dent this, but with so much range it is more than enough for a great day’s outing of easily 400km, and then some.
John’s Point of View
Over the years I have driven my fair share of cars and this has evolved with the industry to a majority of the EV vehicles also available within New Zealand. There has always been a clear divide between lower-cost everyday functional cars and the higher-cost luxury market. But after a recent visit to China and a drive in the 2024 BYD Seal, I feel BYD has found the middle ground. They have combined everyday functionality and the luxury market in one.
The Chinese have created a car that symbolises what they do best: efficient technology. The car is very well thought out, with lots of ways to configure the car’s setup, main display and passenger comfort. The most impressive among these is the automatic air vents – I feel this is what automatic air vents should always be, automatic. You don’t touch the vents to push the air, you select several options, Swing, Focus, Avoid, Automatic, all of which make perfect sense. I like to have the air on me, while my partner likes to have it avoid her. Both are happy with a simple press of a button.
The car itself drives very well, smooth and easy to drive. It doesn’t feel heavy like other EVs but I did find the brake had a bit of a bite, maybe not fully broken in yet. Over a few days, I got used to it. I would have liked a bit more brake regen from the car’s standard driving mode, but I also liked how simple the setup was. No paddles to overcomplicate things. The Performance model does not disappoint; It’s fast, as shown off by the badge on the boot. The badge is not wrong, this car is fast, and even at speed during a floor-stomping launch, the Seal Performance always feels controllable and planted.
I didn’t know what to expect from the BYD Seal, the name still has to grow on me, but from the perspective of the product they delivered, it’s top shelf.
2024 BYD Seal Performance – Specifications
| Vehicle Type | 4-door all-wheel drive full EV |
| Starting Price | $83,990 |
| Price as Tested | $86,990 |
| Engine | Front motor: 160kW Rear motor: 310kW |
| Power, Torque kW/Nm | 390/670 |
| Transmission | – |
| Spare Wheel | Repair kit only |
| Kerb Weight, Kg | 2,185 |
| Length x Width x Height mm | 4800x1875x1460 |
| Boot Space / Cargo Capacity, Litres (seats up/seats down) | Front: 50 Rear 400 |
| Energy Economy, kWh/100km | Advertised Spec – Combined – 18.2 Real-World Test – Combined – 19.0 Low Usage: 6-10 / Medium Usage 11-19 / High Usage 19+ |
| Towing Capacity Kg, unbraked/braked | 750/1,500 |
| Turning circle metres | 10.4 Small: 6-10m / Medium 10-12m / Large 12m+ |
| Warranty | 6-year new vehicle warranty 6 years of Roadside Assistance 8 year/160,000km blade battery warranty |
| Safety information | ANCAP Rating – 5 stars – Link Rightcar.govt.nz – 5 Stars – QHU70 |
Have you enjoyed this review? Be sure to join our monthly email newsletter list so you don’t miss a single car review!
