BMW 128TI vs BYD Atto 1

What's the difference?

It might not be rear-wheel drive, but the 128ti is a thoroughly enjoyable BMW to steer, proving the 'f' in front-wheel drive can stand for fun. It’s a very good hot hatch.

And given how expensive mainstream hot hatches have become, the 128ti is a bargain, giving would-be Golf GTI, Focus ST and i30 N buyers a thing or two to think about.

After all, the 128ti is a premium hot hatch by virtue of the BMW badges it wears and the higher quality of its parts, but not its price. And for that reason, it cannot be ignored.

The BYD Atto 1 has already earned its place in history as the cheapest new EV ever sold in Australia. And the good news is that, on the strength of bigger-battery Premium version, it rarely puts a foot wrong as a city car, exceeding performance, efficiency, refinement and comfort expectations. The Atto 1 really delivers around town.

But the baby BYD’s price is too close to larger EVs with better range, while extended exposure reveals issues with seat comfort, touchscreen access/distraction, ADAS interference and nervous steering feel at speed. Australian road tuning is required to rectify these.

Still, as a cheap urban EV runabout, the Atto 1 Premium still (just) stands alone. A glimpse into the future, someday, all city cars will likely follow in the bold BYD’s footsteps.

You can count me among those who aren't fans of the 1 Series' version of BMW’s 'kidney' grille. It’s not just out of proportion, but arguably, misplaced.

In fact, it just spoils the front end, although I'm also not a fan of the bumper's 'smiling' centre air intake.

But, thankfully, that’s where my unfavourable opinion ends, as the angular headlights and hexagonal DRLs look the part, while the 128ti's red-trimmed side air intakes bring a sense of occasion.

And you better be a big fan of red trim, as the 128ti liberally applies it around the side, where the brake calipers have some presence behind the attractive 18-inch Y-spoke alloy wheels. And don’t forget the side skirt insert and 'ti' decal!

At the rear, aside from the obligatory '128ti' badge and the relatively subtle red-trimmed side air intakes, there isn’t much to separate the 128ti from a garden variety 1 Series, but that’s no bad thing as it's its best angle.

The sporty rear spoiler, sleek tail-lights, stupendous diffuser insert and scintillating dual exhaust tailpipes are gorgeous. And the 128ti is attractive in profile, thanks to its appealing silhouette and smoothly sculpted lines.

Inside, the 128ti stands out from the 1 Series crowd with the red stitching applied to the steering wheel, seats, armrests and dashboard, while the floor mats have – you guessed it – red piping.

The most interesting design flourish, though, is the red-stitched ti logo on the centre armrest. That's one way to make a statement, and it all combines to make the 128ti feel special.

And being a 1 Series is a leg-up in the first place, as high-quality materials are used throughout, in concert with a simple but effective design.

Mercifully, the centre stack features physical climate and audio controls, while the centre console has an appropriately sized gear selector and a rotary dial to control the multimedia system.

That's right, the 128ti has multiple input methods aside from the 10.25-inch central touchscreen and voice control, making it a relative breeze to operate, especially with Apple CarPlay and Android Auto support of the wireless variety.

That said, there's plenty of room for improvement for the 128ti's 10.25-inch digital instrument cluster, which lacks the breadth of functionality of its competitors.

Fun fact. Designer Wolfgang Egger was responsible for the gorgeous Alfa Romeo 156 of 1997 among others, as well as some Audis and Lamborghinis later on. You can definitely see the latter’s influence in the Atto 1’s angular face.

Based on the Dolphin architecture and badged the Dolphin Surf elsewhere (as well as Seagull but that name wouldn’t fly here), the BYD’s boxy proportions are pure supermini and is about the size of the previous-generation Honda Jazz.

However, the designers have added some crossover cues to the styling, including plastic cladding around the wheel arches, to give it a pseudo SUV look.

Inside, though, the Atto 1 is unashamedly hatchback in layout and appearance, with a contemporary, minimalist dash, big central touchscreen with precious few buttons and loads of storage.

In other words, a typical modern small car from China.

Measuring 4319mm long (with a 2670mm wheelbase), 1799mm wide and 1434mm tall, the 128ti is a small hatchback in every sense of the term, but it makes the most of its size.

The boot's cargo capacity is competitive, at 380L, although it can be increased to a more accommodating 1200L by stowing the 60/40 split-fold rear bench.

Either way, there's a decent load lip to contend with, but four tie-down points, two bag hooks and a side storage net are on hand for securing loose items.

In the second row, there's a welcome four centimetres of legroom behind my 184cm driving position as well as a centimetre or two of headroom, even with our test car’s optional panoramic sunroof.

Three adults can sit on the rear seats on short journeys, but they will have next-to-no shoulder-room, plus a large central tunnel (necessary for AWD 1 Series variants) to deal with.

Young children are accommodated, though, with two ISOFIX and three top-tether anchorage points available for fitting child seats.

Amenities-wise, those in the back have access to the storage nets on the front seat backrests, clothes hooks, the centre console's directional air vents and two USB-C ports.

The door bins can take a regular bottle each, but there isn't a fold-down armrest with cupholders.

Up front, the glove box is surprisingly large, while the driver-side cubby is not only decently sized, but two-tiered. The central storage bin is also solid, and has a USB-C port hidden inside.

Ahead of that are a 12V power outlet, a pair of cupholders, a USB-A port and a narrow, open cubby that should house a wireless smartphone charger (but doesn't). And yes, the door bins are ready to swallow a regular bottle apiece. So, pretty damn good overall.

The BYD’s boxiness sure pays dividends accessing the Atto 1's interior, aided by tall doors, a high roof and lofty seating.

Initial impressions are very positive.

Lots of space, a decent driving position (in the Premium at least; the Essential has rake-only steering adjustment), grippy little wheel and a solid look and feel impart a sense of quality. This does not seem built down to a price.

The elevated centre console/fixed armrest provides ample storage below and easy reach of USB ports, sturdy cupholders above and a raised smartphone rest that doubles as a charger (again, only on Premium), allowing for quick downward glances without having to touch the device. Helpful.

Further points are won due to the very clean and minimalist dash presentation, with an electronic instrument display ahead of the driver (not a given nowadays thanks to Tesla’s minimalism-gone-mad influence), offering all the information you need in a concise and notably colourful manner.

That 10.1-inch central touchscreen, meanwhile, is probably one of the better examples from China, possessing superficially logical operation, clear markings and a row of fast-access icons for climate, audio, vehicle function, home screen and other controls.

However, the more time you spend in the Atto 1, the more the cabin doesn’t stand up that well under scrutiny.

The shapely tombstone-style front seats, which look a million dollars, are comfortable on short journeys but disappoint during longer drives, revealing a lack of sufficient back and thigh support.

There are no regenerative braking paddle shifters for single-pedal driving, just an on/off tile requiring a distracting and time-consuming touchscreen-menu deep-dive.

In fact, most functions demand at least one or two eyes-off-the-road-ahead prods of the screen, which is annoying and potentially hazardous.

Using the climate control is a good (bad) example.

Infernally fiddly screen slide controllers that are hard to pin-point with a hovering finger while the car is moving, let alone modulate, leads to temperature-selection fury. And those vinyl seats are clammy regardless of humidity levels and their perforations don’t help. Setting the desired climate environment is an utter faff.

And why must BYD’s synthetic leather smell so pungent? The off-gas odour can be nauseating for some on warmer days.

Worse still, even a glance towards the touchscreen sets off the distraction nannies. Frustrating. So is the intrusive lane-keep assist tech, unless you keep the car perfectly centred, with its constant nudging of the wheel while it nags away. More like Aggro 1.

Inevitably, turning these and other ADAS warnings off requires several menu deep-dives, leading to more driver-distraction paranoia. It’s a circle of stupidity for tech that’s meant to protect. And every new drive defaults to ‘on’. It's an infuriating mess.

Meanwhile, the Atto 1’s (two-person-only, remember) rear seat area also starts off promisingly, with easy entry/egress, adequate space (even for long legs and big feet) and a backrest and cushion combo offering sufficient comfort and support.

Amenities include useful door storage, overhead grab handles and map pockets, while the back of the centre console provides a cubby area just wide enough hold a bottle or larger keep-cup. That’s necessary because there is no folding armrest or subsequent cupholders back there, nor reading lights or USB ports.

And while the upward sweep of the window line means the rear can seem dark, the shape of the front seats allows some vision around and even through them for rear occupants.

Further back, the boot area is larger than the BYD’s diminutive size suggests, at 308 litres with backrests erect and 1037L with them folded forward.

The deep floor hides an even deeper cavity that’s large enough for charger cables, laptops and other paraphernalia that should be out of sight. That almost negates the need for the AWOL luggage cover.

But there's also a tyre repair kit instead of a spare wheel in there, and regular readers will know how incorrect that is. Every vehicle sold in Australia should come with one. Even city cars.

Loading/unloading is easy and there are hooks to secure things to, but clearing the high lip may be an effort for some.

And, though an EV, the is no extra storage to be found under the bonnet. The Atto 1 has no front boot, or froot.

And… what a perfect time to release Australia's cheapest new EV!

Sat alongside the base Essential from $23,990 (all prices are before on-road costs unless otherwise stated) is the Premium as tested here, starting from $27,990 and representing a $4000 difference.

But oh, what a difference.

The cheaper Essential comes with a 30kWh battery, providing a WLTP range of just 220km. Usefully, the Premium’s battery is 44 per cent larger at 43.2kWh, boosting range to a more-comfortable 310km, while power jumps by 77 per cent.

Every Atto 1 includes synthetic leather-trimmed seats, a 10.1-inch central touchscreen, rear camera with sensors, adaptive cruise control as part of some Advanced Driver Assist Systems (ADAS) tech (more on safety later on), wireless Apple CarPlay and Android Auto and even Vehicle to Load (V2L) functionality, so you can use your hairdryer on the fly. Handy!

However, the Premium ups the ante with a surround-view monitor, powered and heated front seats, reach as well as rake adjustment for the steering wheel, a wireless charger, LEDs rather than halogen headlights and 16-inch alloy wheels instead of 15-inch steelies with hubcaps.

But… both are four-seaters only. And neither offers an exterior temperature gauge, remote keyless entry from the passenger side (you’ll always need to press a fob), a luggage cover or a spare wheel – just the totally-unsatisfactory tyre repair kit.

Plus, there’s no heat pump so, in winter, turning the temperature up will drag range down noticeably, while a lack of liquid cooling for the battery will do the same during a hot Aussie summer, since the AC has to work overtime doing that job instead.

And we’re not convinced the Atto 1 represents such great value.

Yes, that small-battery Essential undercuts every hybrid bar Suzuki’s (mild-hybrid) Swift, including the MG3 Hybrid+ and Toyota Yaris HEV, and even the ageing Mazda 2 petrol costs more, but its limited range means it’s better as an inner-urban, small-distance-only commuter proposition. Best as a second or even third car.

Meanwhile, the bigger-battery Premium is priced perilously close to significantly larger EVs with greater range, including BYD’s own Dolphin from $29,990, the MG4 Urban from $31,990 drive-away, GAC Aion UT from $32,990 drive-away and the coming Geely EX2.

And, alongside cheaper-still petrol-powered alternatives such as the Kia Picanto, MG3 and MG5 sedan, there are also smaller SUVs that slip beneath the bijou BYD, like the Chery Tiggo 4, Haval Jolion, Hyundai Venue, Mahindra XUV 3X0 and MG ZS.

What we’re saying is, unless the Atto 1’s sub-four-metre length and narrowness are paramount, it’s behind the eight-ball for value against an array of more-substantial alternatives costing not much more.

Still, we get this is that rare thing today, a truly-new city car and we’re here for that.

The 128ti is motivated by a familiar 2.0-litre turbo-petrol four-cylinder engine, with its version producing a promising 180kW of power at 6500rpm and 380Nm of torque from 1500-4400rpm.

Disappointingly, Australian examples are detuned relative to their European counterparts, which are 15kW/20Nm more potent due to their market-specific set-up.

Either way, drive is sent to the front wheels via a dependable ZF eight-speed torque-converter automatic transmission (with paddle-shifters) and a determined Torsen limited-slip differential.

This combination helps the 128ti sprint from a standstill to 100km/h in a brisk 6.3 seconds while on the way to a not-in-Australia top speed of 243km/h.

For reference, competitor outputs are: M135i xDrive (225kW/450Nm), Golf GTI (180kW/370Nm), i30 N Premium (206kW/392Nm), and Focus ST X (206kW/420Nm).

The Atto 1's electric motor is offered in two output choices. Either way, it can be found under the bonnet and driving the front wheels via a single-speed transmission.

The Essential scores a low-power version making 65kW and 175Nm of torque, which is enough for a 0-100km/h sprint time of a still-decent 11.1 seconds, while the Premium’s high-power unit ups those to 115kW and 220Nm respectively, shaving two seconds off in the process. Top speed is said to be 135km/h.

Note that, while the latter grade’s 43.2kWh battery adds 96kg overall compared to the smaller 30kWh model, it still enjoys a way-superior power-to-weight ratio of 82.7kW/tonne versus just 50.2kW/tonne.

The 128ti's fuel consumption on the combined cycle test (ADR 81/02) is a promising 6.8L/100km, while its carbon dioxide (CO2) emissions are 156g/km.

However, in real-world testing, I averaged a reasonable 8.4L/100km over an even combination of urban and highway driving. Without my heavy right foot, an even better return could be had.

For reference, the 128ti's 50L fuel tank takes more expensive 98 RON premium petrol at minimum. Its claimed driving range is 735km, but in my experience, I got 595km.

The official consumption average for the Essential is 15.5kWh/100km and its 30kWh 'Blade' LFP (Lithium Iron Phosphate) battery offers a WLTP range of 220km.

The 43.2kW Premium bumps the energy use figure up to 16kWh/100km but offers 310km WLTP.

We came close to latter claim, with 263km of mixed driving and still showing about 10 per cent of range left, while the car’s consumption readout averaged 13.7kWh/100km overall. That rose to 16.5kWh/100km during a stint of harder, highway-heavy driving.

Charging times vary. With an 11kW AC capability on both grades, the Essential needs up to 16 hours and the Premium 22 hours plugged into a regular socket, and five and seven hours respectively using an optional 7.0kW Wallbox.

Meanwhile, switching to DC fast charging, the Essential’s 65kW capability means a 10-80 per cent top-up can be achieved in under 40 minutes, against the 85kW Premium’s 30 to 50-minute requirement.

So, can a FWD BMW be fun to drive? As far as the 128ti is concerned, the answer is a resounding yes.

Yes, you get the feeling you’re being pulled rather than pushed, but the 128ti attacks corners with entertaining vigour.

Of course, the 2.0-litre turbo-petrol four-cylinder engine’s 180kW/380Nm outputs can easily overwhelm the front wheels off the line, and torque steer is a threat, particularly when pushing hard around bends, but they’re welcome characteristics.

After all, corner exits are improved by the 128ti’s Torsen limited-slip differential, which works hard to optimise grip when you need it most.

When going for the jugular, understeer still rears its ugly head, but wrestling the 128ti into shape is half the fun.

That said, body control isn't quite as strong as hoped. Turn in sharply and the 1445kg 128ti generates a surprising amount of roll.

It’s worth noting the lowered sports suspension goes without adaptive dampers, its fixed-rate set-up attempting to find the delicate balance between comfort and dynamic response.

All in all, the 128ti's ride is firm but well judged, with short, sharp imperfections the only real bother. Needless to say, it’s capable of being a daily driver, and so it should be.

As mentioned, the electric power steering has a unique calibration, and it's nice and direct, with a good amount of feel. But if you prefer more heft, simply engage 'Sport' mode.

Speaking of which, the Sport drive mode also releases the full potential of the engine and the eight-speed auto, sharpening up the throttle and raising the shift points.

The 128ti engine is a gem, offering up plenty of punch, especially throughout the mid-range, where torque is at its fattest and power is about to peak. The accompanying soundtrack also has some presence, even if it is artificially 'enhanced.'

But the smooth yet relatively quick shifting automatic transmission can take plenty of credit for the brisk performance on offer.

That said, the 128ti's first and second ratios are surprisingly short, so pay attention if you take matters into your own hands via the steering wheel’s paddle shifters.

Sadly, we cannot comment on how the 65kW/175Nm Essential drives, but with 77 per cent more power and 25 per cent more torque, the 115kW/220Nm Premium’s performance is one of its calling cards.

Lively off the mark, even in Eco, it thrives in inner urban environments, with instant throttle response for effortlessly zippy and smooth acceleration, as you’d expect of an EV.

And it just keeps on keeping on at speed, giving the Premium a terrific breadth of performance flexibility. We’re now very curious to see how the Essential goes.

Armed with light and alert steering, the Atto 1 can weave in and out of traffic gaps with confidence and precision, and is backed up by a super-tight turning circle to boot, so parking manoeuvres around town is a doddle.

BYD’s decision to set up the chassis for a soft, long-travel suspension is appreciated, since the Premium takes most bumps and humps in its stride, making this one of the comfier city cars around.

Road and tyre noises are omnipresent, but aren’t not too bad overall by supermini standards, while the Hankook 185/55R16 tyres deliver sufficient grip, even over some rain-soaked roads we endured.

Most of these Atto 1 attributes also translate well at freeway speeds, with the Premium offering ample muscle for overtaking, slick steering responses and a planted chassis feel.

But, once you hit some faster corners, the BYD’s reactive steering, lofty seating and cushy suspension conspire to create considerable body movement, especially through tighter bends, scrubbing the front wheels as it turns wide (understeer).

Yet, press on a bit harder, the Atto 1 can instantly change its attitude to oversteer, feeling darty as weight shifts from the rear, making the steering suddenly too sharp and the car too nervous, Even experienced drivers might hesitate to carry on. And this happened on dry roads.

Of course, the BYD is a city car so not designed for sports-car handling, but it does lack the confidence and control of a hard-driven Mazda 2 or Suzuki Swift. Strangely, it seems more SUV-like than supermini, dynamically.

Most owners won't care, but they will have to live with the infuriating ADAS tune, with inexplicably sudden braking when the adaptive cruise control is on, and lane-support systems that all-too-often tug and bleat endlessly like an agitated goat, becoming too distracting, and requiring far-too-fiddly touchscreen menu diving to silence, especially as they default back on with every restart.

The driver-attention warning is also in a semi-permanent state of nerves, squawking all-too-regularly unless the driver is sat perfectly still, and will easily escalate the danger level to “take-a-break” should you dare move about in your seat. Which would be regularly, due to the latter’s lack of enduring support. A literal and metaphorical pain.

Clearly, then, the Atto 1 can really do with some Australian road tuning and on a number of fronts at that. Until this happens, these are the dark clouds blighting the blue skies that this car’s otherwise sunny disposition delivers with every urban drive on a daily basis.

Or, in other words, stick to the urban jungle.

The Atto 1 debuted in China back in 2023, but this is a facelifted, international-market version evolved mainly for European consumers, so crash-tested by Euro NCAP only last year, and scoring a maximum five-star ANCAP rating.

Note, though, that while the baby BYD includes Autonomous Emergency Braking (AEB) with forward collision warning, lane-departure assist and adaptive cruise control as standard, there is no blind-spot monitor or rear cross-traffic alert. Odd for a city slicker.

Six airbags are fitted, including curtain protection for all outboard occupants, while there are two rear-seat sited ISOFIX anchorage points and child-seat tether points behind each backrest.

Like all BMW models, the 128ti comes with a three-year/unlimited-kilometre warranty, which is two years off the five years/unlimited km premium benchmark set by Audi, Genesis, Jaguar/Land Rover, Lexus, Mercedes-Benz, and Volvo.

The 128ti also comes with three years of roadside assistance, while its service intervals are average, at every 12 months or 15,000km, whichever comes first.

Capped-price servicing packages are available, with three years/40,000km starting from $1350, while five years/80,000km kicks off at $1700. The latter, in particular, offers great value.

Here’s where the BYD slips up a bit.

Yes, it comes with a better-than-industry-standard six-year warranty, but many rivals offer between seven and 10-year coverages, while the Atto 1’s mileage warranty is capped at 150,000km when most others include unlimited mileage. And roadside assistance is only for one year, as well.

Service intervals are every 12 months or 20,000km. Capped-price servicing is available, but no precise figures were available at the time of publishing.

Estimates are from under $200 for the first and third annual services, and from $500 and $650 for the second and fourth yearly visits, respectively. Please check with BYD for updated figures.

Currently there are about 105 BYD service outlets throughout Australia, with 30 more expected by the middle of 2026. This should address one of this brand's biggest concerns – sufficient after-sales care.