BYD Atto 2 vs Citroen C3 Aircross

What's the difference?

The BYD Atto 2 isn't just the cheapest electric SUV in Australia, it's also one that doesn't feel all that cheap, which is a hell of a magic trick. If it's easy, comfortable city motoring you're after, the Atto 2 delivers in spades. But if your blood type is high octane, there are better driving EVs out there.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

It's a good car, no question. Individuality is key to Citroen's brand appeal and you get that, too. A comfortable cabin, plush ride and hot damn, it's way too expensive, which is a crying shame. You could argue - as Citroen's product planners probably have - that it doesn't help to offer one in the mid-$20K mark because it won't make much money because so few people will buy it. Drop it at a premium, only lose a few opportunistic buyers but make more money per unit with committed fans? Why not, I guess?

Like most French cars, I'm glad it exists for weird French car fans like me to consider.

I think it’s a sharp-looking thing, this Atto 2. Kudos to BYD for not making the design look like it’s trying too hard, or like the Atto 2 is something it isn’t. It’s just smooth, sensible small SUV with styling that looks like it will age gracefully.

I like the chunky black moulding which makes it look a bit tougher than it is, plus the LED DRLs and swept back (and spoiler-equipped) roofline add a bit of visual drama.

Inside, BYD has made two pretty good choices. The first is that the cabin feels toned down from the one in the Atto 3 (which is all chunky wheel-style controls and vents). 

This one feels far more sedate and conventional in its design, which I think is a win.

The other good decision is to equip the Atto 2 with soft plastics, rather than hard scratchy ones, in places like the door panels. In some cheaper cars, you feel your elbows constantly rubbing against cheap-feeling plastics, but that’s not the case here.

Too much stuff is still controlled through that central screen, and BYD has an awkward way of shortcutting functions. They call it a three-finger swipe, meaning that if you run three fingers across the screen horizontally you can adjust the climate-control’s fan speed, while swiping horizontally adjusts temp, but it feels like a weird movement.

As you might imagine, it's an individual design. Lots of Cactus cues, like the roof rails, bluff front end and stacked headlights Hyundai, uh, appropriated for the Kona. Curiously, no 'airbumps' along the side despite the C3 hatch having them...

The 17-inch wheels somehow look tiddly given the airspace over the wheels and I can report that black is not really this car's colour, even with the contrasting white roof and weird Mazda 121 Shades special edition venetian blind treatment on the quarter window. Bit of an '80s throwback there for you.

Lots more Cactus inside though, starting with the brilliant front seats, squared-off steering wheel and funky air vents. The little tray on top of the glove box is good, but it isn't rubber-lined, so that's annoying.

The Top Gun handbrake is hilarious but apart from the texturing of the fabric on the seats, it's a tad dark below the windowline. 

The Atto 2 measures 4310mm in length, 1830mm in width and 1675mm in height and it rides on a 2620mm wheelbase. It also sits on BYD’s fully-flat EV platform, which helps to maximise space in the back seat.

I’m 175cm tall and could get comfortable behind my own driving position, with enough knee and headroom to ensure I didn’t feel cramped.

There are two ISOFIX attachment points, one in each window seat in the back as well as USB-A and -C connection points.

Boot space is a not cavernous, but also not tiny, 380L with the rear seats in place, growing to 1320L with the rear pews folded flat. Both models also offer a V2L (Vehicle to Load) connection, too, so you can power up household devices.

Even for a little car, the Aircross could do better. The lack of a proper cupholder provision for the car - a solitary spot at the rear of the centre console - is mildly baffling until you remember that this car is from France. The French hate a cupholder but, obviously, you can fit wine bottles in the doors.

It's worth repeating just how comfortable and supportive the front seats are on any given journey. Broad but supportive and somehow perfectly sprung, I would cheerfully rip out most other front seats and replace them with these.

The rear seats are less of these things and anyone who forces anyone to use the middle seat should be ashamed of themselves. The headroom is good back there, though.

The boot is a big one for the size of the car, swallowing 410 litres and expanding to 1289 litres with both rear seat sections folded.

A perennial Citroen problem is the price - at $32,990, the tiny SUV is doing battle with cars that are really a size up, coming in closer in size to the Venue than, say, the ASX.

That Yaris Hybrid price (we're all still reeling from that number) scores you a 17-inch alloys, a six-speaker stereo, climate control, front camera, reversing camera, keyless entry and start, front and rear parking sensors, cruise control, sat nav, halogen headlights (yep, you read that right), head-up display, leather wheel and shifter, auto parking, auto wipers and headlights, wireless charging pad and a space-saver spare.

The central touchscreen is annoying in that there are almost no hardware switches for functions like climate control. The software is a bit on the slow side, too, but you do get Android Auto and Apple CarPlay. The stereo is fine.

Both Atto 2 models share the same powertrain - a front-mounted electric motor producing 130kW/290Nm which is sent to the front tyres. It feels fairly sedate, even under flat-footed acceleration, though BYD reckons you can knock off the sprint to 100km/h in 7.9 seconds.

One of the great engines in mass-produced road cars today has found its way under the bonnet of the Aircross. Peugeot-Citroen's 1.2-litre three-cylinder turbo is a cracking engine, serving up 81kW/205Nm through a six-speed Aisin-sourced auto to the front wheels.

While the 11.8-second dash to 100km/h is, uh, leisurely, the torque figure means that on the move it's not as sluggish as that number or its 1200kg kerb weight would suggest.

Both models also share the same battery, a 51.1kWh LFP unit, which should unlock a WLTP driving range of 345km. AC charging is pegged at 7.0kW, so a good match for a standard home wallbox, while DC fast charging is 82kW. Using the latter, BYD says you should go from 10 to 80 per cent charged in 38 minutes.

Citroen claims a handy 6.6L/100km on the combined cycle and my week with the fizzy Frenchie included a trip over the hills and far away as well as a lot of suburban running. 

The digital display on the dashboard read 7.3L/100km, which isn't bad going without stop-start. It does require 95 RON premium fuel, though.

Your drive experience in the Atto 2 very much depends on what you ask of it.

Or to put it another way, the first half of my drive route was a breezy run through the city and suburbs, then onto the freeway, before arriving at our destination. 

It was probably 60 kays or so, and across it all the Atto 2 felt quiet and comfortable, with enough power at its disposal to easily get up to speed and stay there. 

In the second half, though, I hunted down some twisting roads and cracks started to appear. The ride is pretty solid and there isn't huge amounts of body roll during more enthusiastic cornering. 

But the steering is vague and there's plenty of slack – you can turn the wheel a fair bit without eliciting much response from the tyres.

Interestingly, turning the wheel with a bit of aggression also produced a weird sound up front, like you could hear the mechanicals shifting the tyres.

The tyres make a difference, too, with the Premium's more expensive Hankook rubber far happier to hang on without squealing than the Dynamic's Westlake tyres. 

But context is key here. The Atto 2 is an accessible, affordable city-focused EV, and it performs those duties admirably. But if you're sold on a car-driver connection, there isn't much of that on offer here.

French cars have a very specific audience in this country, which includes weirdos like me. I've owned Peugeots and Renaults and loved every second of it.

Top of my list after my darling baby boy wrote off our family car (which was bought for him to drive), the Cactus was close to the top of the list. This fandom isn't blind, though - I know what I'm getting myself into having to dispassionately assess their faults and foibles as well as their triumphs and tangible benefits.

If I'm being honest - and it's just you and I here - I didn't think I'd like the C3 Aircross, there was just something about its SUV pretensions. I can't say the looks grabbed me and the inexplicable exclusion of the airbumps made me irrationally cross.

But once you slip behind that square-ish wheel into the comfortable embrace of those excellent seats, you forget the aesthetics (which did grow on me, even in black). 

The 1.2 turbo is, as ever, eager to please and well-matched to the six-speed auto. The two work well together to get you moving, although the engine is the noisiest installation I can remember. In the Peugeot 308, it's virtually silent.

On the move, the lovely ride also impresses, soaking up the bumps (except those aggressive rubber speed humps in shopping centre car parks) while keeping body roll to an acceptable minimum.

It's perfectly fine in the suburbs, even with its limited power. Breaking into traffic can be a bit of a moment, but there are slower cars about.

Where the Aircross is really good is out on the freeway. It's quiet for such a small car and that torque figure makes joining the M4 freeway (west out of Sydney) fine, and it cheerfully kept up on the climb up the Blue Mountains and the brakes and transmission were great down the other side.

Citroen is unashamedly about comfort over handling, but the trade-off for the comfort is pretty good in that it still handles despite a plush ride and being up on stilts.

Along with six airbags, ABS, stability and traction controls, the Aircross has low-speed AEB (up to 30km/h), blind-spot monitoring, lane departure warning, driver attention monitoring and speed sign recognition.

Three top tether anchors and two ISOFIX points complete the picture with a five-star Euro NCAP rating dating back to 2017. There is no corresponding ANCAP score, despite the agreement between the two agencies.

BYD’s warranty is an okay six years but just 150,000km, which is underwhelming compared to the best in the business. The battery is covered for eight years or 160,000km.

BYD vehicles typically have 12 month, 20,000km service intervals with capped price servicing, but the details are yet to be confirmed for the Atto 2.

Citroen offers a class-competitive five-year/unlimited kilometre warranty with a five year service plan if you want to pre-pay.

That plan costs a stiff $2727 for your five visits (or every 12 months/15,000km). That's nearly three times what you'll pay for a C-HR or about $400 more than a Mazda CX-3.