BMW 530i vs BYD Sealion 8

What's the difference?

Not all superheroes wear capes, and we're proud to report the 530e does its bit for green motoring without feeling the need to shout about it. And with no price or specification penalty, it's easier being green than ever before, and the pricing of this BMW really puts the cat amongst the canaries.

There’s no denying the value the BYD Sealion 8 Premium offers as it packs a lot in for the price. Its efficiency and inoffensive looks add up to a good package and reflect what it does well. That said, the underwhelming driving experience and clunky media system are noticeable. Whether they're deal breakers is up to you.

Crucially, there's nothing weird about the way the 530e looks. While some green cars look like they've been designed by one of the kids from 3rd Rock from the Sun, the 530e looks much the same as the rest of the range, save a few tiny but telltale giveaways - like the e-drive badging outside, and what looks like a bonus fuel flap tucked in behind a front wheel that houses the whole plug-in bit.

And we really, really like it. It's elegant and statesman-like from every angle, and looked especially important in the deep-blue colour of our test vehicle. It's not over-designed, with body creases used sparingly, and the occasional glint of polished silver that rings the windows and the grille adds a final sense of shininess to an understated design. 

Inside, there's more going on than you might normally find in a BMW. The hugely complicated digital display screen now includes everything from battery charge, power usage to the usual assortment of speedometers and petrol readouts. 

It doesn't feel overdone or crazily festooned, but there's more at play here than in your usual BMW.

The dash is busy, too, with a wide screen emerging from a centre stack that also houses a CD player and a digital aircon setup, which in turn sits above a complex centre console from which you can alter driving settings, control the multimedia or cycle through electric modes. It doesn't feel overdone or crazily festooned, but there's more at play here than in your usual BMW.

Elsewhere inside, the seats are beautifully designed, with a quilted leather highlight through the middle, while the gloss-black strip that lines the dash hides a dual strip of ambient interior lights that also runs across all four doors.

The Sealion 8 is a big unit, and its design leans more towards soft and rounded than sharp. There’s a sense of restraint with its pillowy panels, smooth curves and flush door handles all contributing to a clean, almost clinical look.

The 21-inch wheels add a bit of presence, as does the full-width LED light bar with its braided design. But overall, it doesn’t try too hard to stand out. It’s inoffensive - clean and easy on the eye, but it stops short of having any sense of identity.

Inside, the cabin carries that same restrained approach. There’s black leather upholstery, some interesting geometric detailing through the panels and speaker grilles and a generous use of soft-touch materials throughout.

The large displays and panoramic sunroof help lift the space, giving it a premium feel, but more importantly, it’s just a comfortable, easy place to spend time. Which, for a family SUV, arguably matters more than anything else.

As the world's motoring tastes shrink faster than a lap-banded Clive Palmer, it's easy to forget the joys of the full-size sedan, but the space for passengers and luggage in the 5 Series will have you questioning your downsizing ways.

Upfront, there's plenty of room between front-seat riders, who will also share two smallish cup holders, along with room in each front door for bottles. There's also a dedicated wireless charge pad (which, because of its tight design, is crazy difficult to actually remove your phone from), but you'll also get two USB points and a power outlet that's hidden in the sizeable centre storage bin as standard fit.

Backseat riders get heaps of space, both in width and in leg room behind the front seats. And there's twin air-con temp controls and twin power outlets, too. But middle-seat passengers will be forced to sit with their legs on either side of the raised tunnel, which will definitely impact on comfort.

The boot's still sizeable, despite shrinking slightly to house the battery/fuel tank setup

Best to ditch the fifth passenger, then, and deploy the pull-down seat divider, which also houses two cup holders. Finally, there are three ISOFIX attachment points, one for each seat in the back.

The boot's still sizeable, despite shrinking slightly to house the battery/fuel tank setup (the tank has been moved further back to accomodate the batteries), and can be adjusted to be a flat load area if you'd like, offering up to 410 litres with the rear seats in place.

Up front, storage and general usability are well thought out. There’s a handy shelf tucked underneath the centre console with two USB-C ports, while a tray above houses the fast wireless charging pad. You also get a sunglasses holder, two cupholders and decent-sized bottle holders in the doors, so it’s easy to keep things organised.

Seat comfort is a highlight, and the overall layout is clean and easy to live with, but the same can’t be said for the multimedia system. While the graphics are sharp and the touchscreen is responsive, functionality isn’t always its strong suit. Wireless Apple CarPlay and Android Auto are included, but CarPlay required reconnecting on every drive during testing and the digital radio and phone calls experienced noticeable signal dropouts. It’s the kind of friction that chips away at the day-to-day experience and starts to feel out of step with how polished the rest of the cabin is.

There’s also a heavy reliance on the screen for core functions. Climate control is integrated, which is fairly standard, but so too are things like headlight controls. It might suit those who are used to navigating everything through a screen, but needing to dig through menus to adjust something like auto high beam on the move feels like a step too far. Bring back buttons.

The second row is where the Sealion 8 really leans into its family-friendly brief. Space is generous, with enough width to comfortably accommodate three adults and the flat floor helps here too. There are three top tether points and two ISOFIX mounts, while charging is covered by a USB-A and USB-C port.

Amenities are a standout. The outboard seats mirror the front with heating, ventilation and massage functions, which quickly become a favourite, alongside dedicated climate controls, roof-mounted air vents and multiple cupholders. A set of sunshades would round things out nicely, but it’s otherwise a very accommodating space.

Access to the third row is less impressive. The manual slide and tilt mechanism feels a little heavy and fiddly to operate and the space itself is best reserved for kids. In practice, that means younger passengers will likely take the path of least resistance, as mine did and simply climb over the second row instead.

Amenities are fairly basic, with directional air vents and cupholders, but there’s no charging provision back there. You do, however, get two top tether points and ISOFIX mounts, which will be a plus for larger families.

Around the back, the boot is a practical, usable space with a wide opening and flat loading floor. With all three rows in place, there’s 270L on offer, which is enough for a few school bags or a grocery run, expanding to 960L with the third row folded. There’s no spare tyre, just a repair kit, which may be a consideration for regional drivers. A 12-volt socket and powered tailgate round things out in this grade.

The BYD Sealion 8 range is relatively straightforward, with two grades on offer and the base variant available with a choice of two drivetrains. For this review, we’re in the flagship Premium AWD, which is priced from $70,990 before on-road costs.

It lines up against the Chery Tiggo 9 Super Hybrid at $65,430 driveaway, the Kia Sorento GT-Line PHEV from $71,130 before on-roads, and the Mazda CX-80 P50e Azami, which stretches up to $87,950 before on-road costs.

On paper, the Sealion 8 Premium doesn’t quite undercut the Chery on price or match its claimed 170km (NEDC) electric-only range, but it’s not far off, with a still-impressive 152km (NEDC). And when you look at the broader package, it starts to make a fairly strong value argument, particularly against its other key rivals.

The 'Premium' badge isn’t just for show, either. Equipment is generous, with highlights including a fixed panoramic sunroof with an electric sunshade, leather-appointed upholstery, a heated steering wheel, and heated, ventilated and massaging seats not just in the front, but for the outboard seats in the second row as well - a feature that hasn’t gone unnoticed by my nine-year old.

Technology is a clear focus. There’s a 10.25-inch digital instrument cluster, a large 15.6-inch touchscreen multimedia system and a 26-inch augmented reality head-up display, alongside wireless Apple CarPlay and Android Auto, a 50W wireless charging pad and a 21-speaker DiSound audio system. BYD also includes 2GB of data per month for the first two years to support its 4G connectivity and over-the-air updates.

Practical touches round things out, with keyless entry and start, NFC card access and a digital key via the BYD app, a powered tailgate, vehicle-to-load (V2L) capability, rain-sensing wipers, sound insulation for the front doors and windscreen and three-zone climate control.

Drift around in pure EV mode and you'll be relying on the 530e's 83kW and 250Nm electric motor, which will provide what BMW refers to as "between 28 and 32 real-world kilometres".

Run out of range, or simply use too much throttle, and the 2.0-litre petrol engine comes into play, adding 135kW and 320Nm to the mix. All up, that's 185kW and 420Nm - respectable numbers by any measure, and enough to match the petrol-powered 530i's zero to 100km/h sprint of 6.2 seconds.

That power is fed through an eight-speed automatic transmission before being sent exclusively to the rear wheels, where it belongs.

The BYD Sealion 8 Premium is all-wheel drive and pairs a 1.5-litre, four-cylinder, turbo-petrol engine with two electric motors, one on each axle. Combined outputs sit at a hefty 359kW and 675Nm, which comfortably out-muscles its key rivals.

Those figures do drop back to a more modest 110kW and 220Nm when running on the petrol engine alone.

Performance is strong for a large family SUV, with a claimed 0-100km/h sprint time of 4.9 seconds. You can toggle between pure EV and hybrid modes depending on the drive, which adds a layer of flexibility that suits short daily trips and longer highway runs.

Like a Facebook relationship status, it's complicated. The 530e will sip a claimed combined 2.3 litres per hundred kilometres on the claimed/combined cycle, which is amazing for a car this size. Better still, it seems genuinely achievable - at the vehicle's launch, our own Richard Berry recorded a stunning 2.0 litres per hundred kilometres on a short test route.

But that's with a full load of battery charge on board. For our week with the 530e we were unable to actually plug it in (living in Sydney, I can't afford a garage), so once the initial battery charge had been used we were back to mostly petrol power. Unlike some other plug-in hybrids we've driven, we found it very difficult to recharge the battery to any meaningful level using regenerative braking, so once we were flat we stayed flat. If we had plugged it in, it would have been a two-hour recharge using a specialised wall unit, or about four hours using a normal plug.

As a result, though, our fuel use was closer to 7.0 litres per hundred kilometres after some considerable real-world testing.

Charging is handled via a Type 2 CCS port, with support for up to 11kW on AC and up to 74kW on a DC fast charger. BYD claims a 30 to 80 per cent recharge can be done in as little as 20 minutes under ideal conditions.

The 35.6kWh lithium iron phosphate (LFP) battery is a standout, delivering a claimed electric-only driving range of 152km on the NEDC cycle. That figure is on the optimistic side compared to WLTP testing, but even with that in mind, it remains an impressive number for a plug-in hybrid of this size.

With a full battery, the combined fuel consumption is rated at just 1.0L/100km, translating to a theoretical driving range of over 1000km. Real-world results will vary depending on how often you’re able to charge and the type of driving you’re doing, but after a week that included a fair stretch of highway driving, my trip computer was showing 6.3L/100km. Overall, it’s a solid result, particularly for something with this level of performance.

There's so much to like about the way the 530e sets about saving the world, and that's mostly because it doesn't shout about it, either to the driver or the outside world.

It's very much an underpants inside its pants superhero, which makes us like it even more. Set off in EV mode, and the 530e will drift silently away from the curb, burning battery power over fuel for as many as 30(ish) kilometres. But equally important, the shift from green to gas is largely imperceptible, with the petrol engine joining in willingly when you ask it to - usual via a prod of your right foot.

It is so effortlessly smooth that you need to really pay attention to notice the eight-speed 'box changing gears at city speeds, and it's commendably quiet, whichever drive mode you're in.

Downsides? Well, it doesn't feel quite as sharp as it's conventional-engined siblings. The batteries add around 230kg in weight, which never helps, and it all feels a little softer and a little less dynamic, even with Sport mode engaged. BMW assures us the adaptive suspension setup and tune is identical, but the 530e feels noticeably softer when you tackle a twisting back road. And that encourages you to use your right foot a little more, which in turn negates the whole electric thing in the first place.

One of the great joys of BMWs has always been their ability to transform from cosseting comfort to rear-drive rocket when you want them to, and you can't help but notice the 530e isn't quite up to that challenge. But if your intentions are mostly city- and freeway-based, then this plug-in BMW is almost indiscernible from its petrol-powered sibling.

On-road performance is where things become a bit of a mixed bag. There’s no denying the Sealion 8 Premium is quick and it leans more heavily into its EV character than many large plug-in hybrids. It’s quiet in hybrid mode and responsive off the mark, which makes it easy to keep pace in traffic and overtake when needed. For something of its size, it also does a good job of masking its weight on the move.

Regenerative braking is offered in two levels, but even the stronger setting feels fairly mild. The upside is smoother low-speed driving, with none of the abruptness you sometimes get in hybrids, and it does still recover a decent amount of energy, particularly on longer descents.

Where it falls short is in its overall dynamics. The steering and suspension are tuned for comfort, which results in a soft, slightly floaty feel on the road. It’s not unpleasant and around town it actually suits the car’s brief, but there’s a noticeable lack of feedback and control if you’re expecting something more composed.

Visibility and driver positioning also take some getting used to. The forward view is decent, but the pillars are quite thick and it can be difficult to find a driving position that doesn’t feel a little enclosed.

Judging the edges of the car isn’t always intuitive, and while the 360-degree camera is clear, its perspective can feel slightly off. Objects tend to appear much farther away than they are, which isn’t the most reassuring combination when you’re trying to manoeuvre in tighter spaces.

The BYD Sealion 8 is yet to be tested by ANCAP and therefore remains unrated at this stage. That said, it comes equipped with a comprehensive suite of safety features, along with nine airbags including side chest airbags for the front and second rows.

Standard equipment includes seatbelt reminders for all seating positions, front and rear parking sensors, driver attention monitoring and alert, tyre pressure monitoring, traffic sign recognition and autonomous emergency braking. It also features front and rear collision warning, blind-spot monitoring, rear and front cross-traffic alert and side exit assist.

On the road, however, some of the active safety systems are less polished in execution. The adaptive cruise control can feel abrupt when slowing down and slow to regain speed, while the steering assist can be overly reactive through corners. Lane keeping also lacks consistency, with the system not always engaging as expected.

For families, child seat provision is strong, with four ISOFIX anchor points and five top tether mounts across the cabin, along with child presence detection.

Like the rest of the 5 Series range, the 530e falls under BMW's three-year, unlimited-kilometre warranty. There are no set service intervals, either, with BMW using what it calls 'condition-based' servicing. In other words, the car will tell you when it requires a trip to the service centre.

The batteries are covered by a separate warranty covering six years or 100,000km.

BYD offers the Sealion 8 with a six-year/150,000km warranty and an eight-year or up to 160,000km battery warranty. Both terms are competitive for its class.

Service is recommended every 12 months/20,000km with each workshop visit averaging a solid $596 for the first five years (year four is $1360). Accessing a BYD service centre is fairly easy as there are around 70 centres nationwide now.

BYD recommends premium unleaded petrol (95RON) to be used for the Sealion 8.