BYD Atto 1 vs Alfa Romeo 4C

What's the difference?

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.

People might wonder if there’s a reason to buy an Alfa Romeo 4C. It has some great dollar-for-dollar competitors - the Alpine A110 does most of the things the Alfa does, but in a more polished way. And then there’s the Porsche 718 Cayman, which is a considerably more, well, considered option.

But there is no doubt the 4C stands alone, a sort-of cut-price alternative to a Maserati or Ferrari, and nearly as rare to spot on the road as those cars, too. And just like the rollercoaster at Luna Park, it’s the sort of car that’ll leave you wanting another go.

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.

Slap a Ferrari badge on it, and people would think it was the real deal - a pint-sized performance hustler, with all the right angles to get plenty of glances.

In fact, I had dozens of punters nod, wave, mount ‘nice car mate’ and even a few rubber-neck moments - you know, when you drive past and someone on the footpath can’t help but forget they’re walking, and they stare so hard they might well collide with the upcoming lamp-post. 

It really is a head-turner. So why does it only get an 8/10? Well, there are some elements of the design that make it less user-friendly than some of its rivals.

For instance, the step-in to the cabin is enormous, because the carbon-fibre tub sills are huge. And the cabin itself is pretty tight, especially for taller people. An Alpine A110 or Porsche Boxster are much more amenable for day-to-day driving… but hey, the 4C is markedly better than, say, a Lotus Elise for ingress and egress.

Also, as smart as it still looks, there are elements of Alfa Romeo design that have moved on since the 4C launched back in 2015. The headlights are the bit that I dislike most - I had a real thing for the spider-eyes lights of the launch edition model.

But even if it isn’t unmistakably Alfa Romeo, it’s unmistakably a 4C. 

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.

You can’t get into a car this small and expect a lot of space.

The dimensions of the 4C are tiny - it’s just 3989mm long, 1868mm wide and only 1185mm tall, and as you can see from the pictures, it’s a squat little thing. The Spider’s removable roof could be great for you if you’re tall.

I’m six-feet tall (182cm) and I found it to be cocoon-like in the cabin. You feel almost as though you’re tying yourself to the tub of the car when you get into the driver’s seat. And getting in and out? Just make sure you do some stretches beforehand. It’s not as bad as a Lotus for ingress and egress, but it’s still hard to look good clambering in and out of. 

The cabin is a cramped space. There’s limited head room and leg room, and while there is reach and rake adjustment for the steering wheel, the seat only has manual slide and backrest movement - no lumbar adjust, no height adjust… almost like a racing bucket. They’re hard like a race seat, too. 

The ergonomics aren’t terrific - the controls for the air-con are hard to see at a glance, the buttons for the gear select take some learning, and the two centrally-mounted cup holders (one for your double-shot mocha latte, the other for a hazelnut piccolo) are inconveniently positioned exactly where you might want to put your elbow. 

The media system is rubbish. It’d be the first thing to go, if I bought one of these, and in its place would be an aftermarket touchscreen which would: a) actually let you pair to Bluetooth; b) look like it was from sometime after 2004; and c) be more fitting for a car of this price tag. I’d upgrade the speakers, too, because they’re poor. But I can totally understand if those things don’t matter, because it’s the engine you want to hear.

The materials - aside from the red leather seats - aren’t great. The plastics used are similar in look and feel to what you find in second-hand Fiats, but the sheer volume of exposed carbon-fibre does help you forget those details. And the leather pull straps to close the doors are nice, too. 

The visibility from the driver’s seat is decent - for this type of car. It’s low, and the rear window is small, so you can’t expect to see everything around you at all times, but the mirrors are good and the forward vision is excellent.

Look, no-one considering an Italian sports car is likely to be wearing their common sense hat, but even so, the Alfa Romeo 4C Spider is an indulgent purchase.

With a list price of $99,000 plus on-road costs, it isn’t affordable. Not considering what you get for your money.

Standard inclusions consist of air conditioning, remote central locking, heated electric door mirrors, leather sports seats with manual adjustment, a leather-lined steering wheel, and a four-speaker stereo system with USB connectivity and Bluetooth phone and audio streaming. It’s not a touchscreen, so there’s no Apple CarPlay or Android Auto, and there’s no sat nav… but the thing about this car is going the fun way home, so forget maps and GPS. And there’s a digital instrument cluster with a digital speedometer - believe me, you’ll need it.

The standard wheels are a staggered set - 17-inch at the front and 18-inch at the rear. All 4C models have bi-xenon headlights, LED daytime running lights, LED tail-lights and dual exhaust tips. 

Of course, being the Spider model, you also get a removable soft top and you know what’s neat? You get a car cover included as standard, but you’d want to put it in the shed, as it takes up a bit of boot room!

Our car was even further up the pay scale, with an as-tested price of $118,000 before on-roads - it had a few option boxes ticked. 

First there’s that beautiful Basalt Grey metallic paint ($2000), and those contrasting red brake calipers ($1000).

Plus there’s the Carbon & Leather package - with carbon-fibre mirror caps, interior bezels, and a stitched leather instrument cover panel. It’s a $4000 option.

And finally, the Racing Package ($12,000), which includes a staggered set of 18-inch and 19-inch wheels with a dark paint finish, and those wheels are fitted with model specific Pirelli P Zero tyres (205/40/18 up front, 235/35/19 at the rear). Plus theres the sports racing exhaust system, which is awesome, and a racing suspension setup. 

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 Alfa Romeo 4C is powered by a 1.7-litre turbocharged petrol four-cylinder engine, which produces 177kW of power at 6000rpm and 350Nm of torque from 2200-4250rpm. 

The motor is mounted amidships, and it is rear-wheel drive. It uses a six-speed dual-clutch (TCT) automatic with launch control. 

Alfa Romeo claims a 0-100km/h time of 4.5 seconds, which makes it one of the quickest cars at this price point. 

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.

Claimed fuel consumption for the Alfa Romeo 4C Spider is rated at 6.9 litres per 100 kilometres, so it’s no miser.

But, impressively, I saw real-world fuel economy of 8.1L/100km, over a loop that included urban, highway and ‘spirited’ driving on twisty roads.

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.

I said that it’s like a rollercoaster, and it really, truly is. The air doesn’t quite rush through your hair as much, sure - but with the roof off, the windows down and the speedometer constantly edging towards licence suspension, it’s a real hoot of an experience.

It just feels so tight - the carbon-fibre monocoque chassis is rigid and super stiff. You hit a cats-eye and its all so sensitive, you could mistake it for having hit an actual cat. 

Alfa Romeo’s DNA drive modes - the letters stand for Dynamic, Natural, All Weather - is one of those proper examples of this type of system done well. There’s a marked difference between how these different settings operate, where some other drive modes out there are more sedate in their adjustments. There’s a fourth mode - Alfa Race - which I didn’t dare sample on public roads. Dynamic was enough to test my mettle. 

The steering in Natural mode is lovely - there’s great weighting and feedback, super direct and incredibly in touch with the surface below you, and the engine isn’t quite as zesty, but still offers tremendous response on the move. 

It’ll be a difficult choice between this and Alpine A110 and a Porsche Cayman

The ride is firm but composed and compliant in any of the drive modes, and it doesn’t have adaptive suspension. It is a stiffer suspension setup, and though the damping doesn’t change in Dynamic mode, if the surface is anything but perfect you will tram-track and twitch all over the place, because the steering feels even more dialled in. 

In Dynamic mode the engine offers amazing response when you’re at pace, building speed incredibly and before you know it, you’re in licence loss zone.

The brake pedal requires some firm footwork - just like in a race car - but it pulls up strongly when you need it to. You’ve just gotta get used to the pedal feel. 

The transmission is a good thing at speed in manual mode. It won’t overrule you if you want to find the redline, and it sounds tremendous. The exhaust is exhilarating!

With roof on and windows up there’s very noticeable noise intrusion - lots of tyre roar and engine noise. But remove the roof and drop the windows and you get the full effect of the drive experience - you’ll even get some "sut-tu-tu” wastegate flutter. It doesn’t even matter that much that the stereo system is so rubbish.

At normal speeds in normal driving you do need to be considerate of the powertrain because it is finnicky and slow to react at times. There’s notable lag if you’re gentle on the throttle, both from engine and transmission, and the fact peak torque doesn’t come on song until 2200rpm means there’s lag to contend with. 

It’ll be a difficult choice between this and Alpine A110 and a Porsche Cayman – each of these vehicles has a very different character. But for me, this is the most go-kart like and it is, undeniably incredibly involving to drive.

You’re in the wrong spot if you want the latest in safety technology. Sure, it’s at the cutting edge because it has an ultra strong carbon-fibre design, but there’s not much else happening here.

The 4C has dual front airbags, rear parking sensors and an alarm with tow-away protection, plus - of course - electronic stability control. 

But there are no side airbags or curtain airbags, there’s no reversing camera, there’s no auto emergency braking (AEB) or lane keep assist, no lane departure warning or blind spot detection. Admittedly - there are a few other sports cars in the segment which lack safety smarts, too, but 

The 4C has never been crash tested, so there’s no ANCAP or Euro NCAP safety score available.

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.

If you’re hoping that a ‘simple’ car like the 4C will mean low ownership costs, you might be disappointed in this section.

The Alfa Romeo website service calculator suggests that over 60 months or 75,000km (with service intervals set every 12 months/15,000km), you will have to fork out $6625 total. For a breakdown, the services cost $895, $1445, $895, $2495, $895.

I mean, that’s what you get when you buy an Italian sports car, I suppose. But consider you can get a Jaguar F-Type with five years of free servicing, and the Alfa looks like a rip-off. 

The Alfa does, however, come with a three-year/150,000km warranty plan, which includes the same cover for roadside assist.