Failing to put the boot in may deter many from BYD’s SEAL

Great looks, lots of comfort and safety spec and excellent cabin, but storage is a little skimpy

We don’t get too many new four-door mid-market saloons these days. The preferred body style tends to be hatchback or crossovers/SUVs. And we certainly don’t get a lot of electric saloons.

So I’m wondering why this week’s review car, the latest BYD model to arrive from China, doesn’t have a much bigger boot.

Because despite its salubrious cabin and sensational looks, the SEAL saloon needs a bigger luggage area to compete with more versatile vehicles from rivals.

A small boot can lose out on the likes of executive buyers, families and golfplaying couples, while a big boot can win out.

Put the incredible luggage space allotted by the Skoda Octavia/Superb into the mix and you suddenly have a major asset.

Maybe I’m wrong, but I asked myself if it would compromise the car if you didn’t have room for things you need to stow away. I’m not saying the provision of space is that bad. It’s moderate at 400 litres, but the aperture is narrow and there’s a 53-litre frunk (boot in the front), so that helps overall capacity.

When I first drove the car, I remember beginning to think this SEAL would blow away all and sundry with its looks, drive and tech – until I opened the bootlid and there was the small aperture and cavity.

I slipped into the rear seats and didn’t feel it altogether that roomy there either. But that’s enough of that for now.

I have to say the car stops just short of sensational design. It’s quite low-slung and comes across as looking more like a four-door coupe with its concealed handles flush with the doors.

And the front doors have double-layered laminated glass for sound and heat insulation. They have blended a front, side and rear into one of the best-looking saloons on the road.

The broad bonnet and light combination remind me of the Porsche Panamera. High praise indeed.

Then there’s the interior, which has extensive executive upholstery and fitments. They have carved up the dash and laid out the display of interactive infotainment and key technical info to great effect – nothing too flashy, more tasteful.

There are two powertrain versions. Design is rear-wheel-drive and Excellence has all-wheel-drive, and there are two trim levels. Whichever you choose, there’s bordering on hair-raising power.

The Design version can whizz to 100kmh in 5.9 seconds while the Excellence gets to 100kmh in 3.8 seconds.

I’m not trying to glamorise speeding – far from it. I’m only using the figures to convey the might of this car and how the likes of the Excellence, in particular, can deliver on quick acceleration with the best of them.

I expected handling and ride to be OK in an average sort of way, but this was better. While the steering felt a bit too light, there was no denying how well the car held the road on bends and rough stretches.

And it braked powerfully. There was a dynamism and a balance that was most pleasing to drive.

There are four driving modes: Eco, Normal, Sport and Snow. I used Normal or Sport and enjoyed the journeys a lot: good response, tight, taut handling, no nervous fish-tailing on short corners.

I didn’t expect it would put it up as much to the likes of the Tesla Model 3 (Performance), the Hyundai Ioniq 6 or Kia EV6.

It’s typical of the Chinese impact on the market here – lots of spec for reasonable money. And BYD has more to come, including a larger SUV and goodness knows how many others.

Maybe the SEAL didn’t feel as solid a drive as the Kia or Ioniq 6, though it is 300kgs heavier than Tesla, would you believe.

But I was careful not to dismiss its overall solid performance because of that. Its independent suspension helped handling and ride.

It’s the sort of car that could frighten opponents with its variety of looks, performance and price. That’s good news for anyone currently checking out electric executive saloons for registration in July.

From €44,036, it’s pitched headlong into fierce competition, with BYD claiming it beats most on price. It says the Excellence betters the Tesla Model 3 Performance by €800. Even if it doesn’t, it’s highly competitive.

Its range projection of up to 570km is dependent on conditions and how it’s driven, but it wasn’t too far off the mark. The same goes for the Excellence’s 520km official range. It’s estimated that charging time (from 30pc to 80pc) with a 150 kW DC point can take just 26 minutes.

There’s a six-year warranty and eight years for battery and electric motor. Would I buy it? I’d be tempted, even with the poor boot space.