BYD Atto 1 vs Ssangyong Torres

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.

The KGM SsangYong Torres Adventure feels fresh-faced and offers competitive pricing and ongoing costs. Some of the technology could use a little tweaking but the cabin is practical and you get a fair amount of luxury features for its price tag. Value is assured and this is one to consider.

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.

Despite sharing similar underpinnings to the Korando, the Torres is its own model when it comes to design.

It seems to borrow from a few different sources and there are some Kia Sportage and Land Rover Defender elements that are easy to see once you start looking closely.

It's refreshing to see such a bold and personality-rich design in this segment but there is a tendency to favour form over function.

There are handles on the bonnet which serve no purpose, a fake ‘wheel cover’ design on the rear (which is annoyingly off-centre) and a bunch of fake vents scattered across the car.

It looks like an SUV you would take off road but if this was a movie, it would be the actor instead of the stunt double.

Head inside and you'll find a gorgeous cabin with copper accent panels, thick soft-touchpoints and black synthetic leather trims.

The dashboard features contrasting stitching in copper and is headlined by a massive display panel that houses the dual 12.3-inch technology panels that look awesome.

Despite still featuring a few notes of harder plastics, the cabin still feels high-end and well-built. Although it has the largest steering wheel I’ve seen in the segment.

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.

The cabin of the Torres almost defies its mid-size tag because there is oodles of space for taller occupants. Both rows feature excellent access with the 195mm ground clearance and wide door apertures. My eight-year-old son loved his view this week and didn’t have any issue climbing in and out.

Despite lacking lumbar support, seat comfort is best in the front and fatigue doesn't set in too quickly on longer journeys. The rear row offers plenty of under-bum padding but the backs are decidedly flat, expect a bit of movement from passengers in corners.

There are lots of storage options with a glovebox that can house a manual, mid-sized middle console, shelf underneath the centre console, six drink bottle holders, four cup holders and a phone tray.

The boot has a great luggage capacity of up to 703L when all seats are in use and the rear row has a 60/40 split to open up storage options if you need to.

The touchscreen multimedia system is a bit too simple in terms of its information and customisation. It's responsive but functionality isn't always the best. Music playing over Bluetooth hardly ever connects automatically, you have to select the Bluetooth function which is annoying while on the go. The radio is pretty crappy as it rarely picks up any stations and when it does there is a lot of static.

You do get wired Apple CarPlay and Android Auto, with the CarPlay easy enough to connect to.

Charging options are good with four USB-C ports and two 12-volt sockets, one of which is located in the boot. But you do miss out on a wireless charging pad in this grade.

The rear row features enough amenities to keep occupants happy, like the charging options, directional air vents, armrest and map pockets but my son said it was hard to position the air vents to blow air directly on to him.

There are three variants available for the Torres. All figures below are quoted as drive-away pricing, including its rivals.

The base grade ELX starts at a low $38,000, then you move up to the model on test for this review, which is the Adventure and it is priced from $43,000. The top-grade Ultimate model is only a little more expensive at $47,000.

Compared to its rivals, the Adventure is positioned towards the bottom end of the market with the closest rival, the Kia Sportage SX+ sitting at $46,476. Then comes the Hyundai Tucson Elite at $48,531 and the Toyota RAV4 XSE sits at the top at $54,337.

All Torres grades are well-specified but the Adventure gets solid standard equipment like synthetic leather upholstery, a heated steering wheel and front seats, dual 12.3-inch touchscreen multimedia system and instrument cluster, wired Apple CarPlay/ Android Auto, four USB-C ports, two 12-volt sockets, 18-inch alloys and a temporary spare tyre.

Practicality is ensured with the dual-zone climate control, auto start/stop, keyless entry and start, reversing camera, rain-sensing wipers, LED headlights, LED daytime running lights, extendable sun visors, and powered tailgate.

You miss out on electric front seats but honestly, in terms of value, the Torres Adventure nails it.

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.

All Torres models share the same 1.5-litre four-cylinder turbo-petrol engine but the Adventure model is a front-wheel drive, and the only grade that has an all-wheel drive is the Ultimate.

This is surprising as the Adventure moniker would suggest AWD capability ... so you could actually go adventuring.

The Torres offers up to 120kW of power and 280Nm of torque, and features a smooth six-speed auto transmission which is enough to ensure that it is is a pleasant open-roader.

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.

The official combined fuel cycle figure is 7.4L/100km and based on its 50L fuel tank, you should see a theoretical driving range of up to 676km. That’s not the best range we’ve seen in this segment but it’s still respectable for the odd longer road trip.

After doing a good mix of open-road and urban driving this week, I’ve managed a real world usage of  7.7L which is a great result overall.

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.

When it comes to power and its delivery, the Torres is willing but never spritely. It’s a bit sluggish off the mark and the auto-stop/start feature doesn't help but there is a decent well of power to dip into once you get going, making this a solid open-roader.

The steering can feel a bit wishy-washy on a winding road but there’s surprisingly not that much roll. Suspension is good without feeling floaty and you’re not bothered by the bigger bumps.

Visibility is good most of the time but occasionally the passenger side A-pillar can hinder, at least from my driving position. The back window is a smidge too small for my liking, especially on an SUV of this size.

The Torres doesn’t feel too big to park and the reversing camera is clear and features dynamic guidelines but all SUVs should have a 360-degree system, considering their bulk.

The Torres is so new that it hasn't been tested with ANCAP yet and is thus, unrated but it has eight airbags, including a front centre airbag.

Standard equipment includes blind-spot monitoring, driver attention alert, safe exit warning, tyre pressure monitoring, forward collision warning, front fog lights, LED DRLs, rear cross-traffic alert, lane keeping/departure aids, reversing camera, front/rear parking sensors and cruise control.

Note - it's not adaptive cruise control. Sometimes adaptive cruise control systems can be all over the place with when they 'slow' down and how they function in the real world. The system in the Torres is old-school but steady to use and operate.

Curiously, despite having both functions, you have to choose whether the lane keeping aid or lane departure warning is active.

The Torres has two ISOFIX child seat mounts and three top-tethers. The back seat is wide enough to accommodate three child seats if they're not too large.

The Torres has AEB but it's operational parameters haven't been assessed yet.

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.

The Torres comes with a seven-year/unlimited kilometre warranty which is great for the class and a seven-year capped-price servicing program for $2678, at an average of $383 per service, which is very reasonable.

Intervals are good at every 12 months or 15,000km, whichever occurs first.