BYD Atto 3 vs Skoda Kamiq

What's the difference?

So, would I recommend this new Atto 3 Evo to my friend, or indeed anyone in the market for a mid-size electric SUV?

While it may look largely the same as it did back in 2022, the Atto 3 is now a far more compelling proposition than it was then. Certainly BYD has established itself in the market and that means there is more certainty for buyers.

But this new Atto 3 Premium is a big leap forward when it comes to the driving experience. And while that’s not likely to be a huge factor for most mid-size electric SUV buyers, given the price has only crept up marginally (by modern standards) it remains competitively positioned.

For context, the Leapmotor C10 is another mid-size, rear-wheel drive electric SUV from China and it is even more expensive than the Atto 3 and is, to be blunt, nowhere near as good.

If BYD continues to produce cars this good there’s no reason to believe it won’t be a major player for years to come.

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

The Skoda Kamiq continues to be an overlooked gem. It’s cleverly designed and well equipped, even in base form, and what sets it apart from many other dull options in this segment is how fun it can be to drive.

Despite all of this and keen ownership terms it continues to account for a tiny number of sales in the segment, and I don’t think it’s destined to change as, value or not, its positioning remains the same in a small SUV space where it’s increasingly hard to stand out.

Still, for those who dare to choose something different, there’s a great little car to be found.

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

Despite the major changes underneath, BYD hasn’t really changed much from a design point-of-view. Which is a trend for the brand, with the 2024 update also focusing primarily on improving technology rather than the looks. 

Externally there is a new lower bumper, which has some subtle changes to its air-intakes, extended daytime running lights, slightly slimmer side skirts and a reshaped rear spoiler. 

Inside there are a few minor differences, with the gear selector moving to the steering column to create more storage space in the centre console, and the steering wheel is a new design. 

The other notable change is the driver instrument display, which has grown from five- to 8.8-inch.

There’s also a new grey interior colour trim, which looks more premium to this reviewer’s eyes than the blue/white cabin of the older model.

And, for better or worse, the Atto 3’s most memorable feature, the ‘guitar strings’ on the door, remain. While they may not be to everyone’s taste, there is an argument to be made that BYD should be acknowledged for not making the simplest/cheapest cabin possible.  

The Kamiq's design is distinctly European for better or worse, but it stands out from its crossover rivals by looking (and feeling) more hatchback than SUV.

If you’re wondering what’s changed for this update, I don’t blame you, the changes are very subtle. Looking closely will reveal a tweaked front bumper and a new rear diffuser, as well as progressive LED indicators.

The style of the two variants has also been subtly altered with new wheel choices and the increase in the use of gloss black on the Monte Carlo, but there are more distinct changes on the inside.

Each grade gets its own theme for the highlight trim across the dash reflected in the seats, and honestly I don’t miss the leather, cloth seats are back in in a big way, and in both grades here they’re pretty rad.

Other new features include a tweaked set of multimedia screens, with the base car maintaining a set of dials, and the larger unit re-working its touch-based shortcut buttons.

As usual, the digital dash treatment (courtesy of Volkswagen Group) is well above par in terms of customisation and information.

Ultimately then, it’s not too different from how it looked and felt before, but there’s certainly an argument to be made that it didn’t need to change. The Kamiq has always been a distinctive and well-appointed choice in this segment.

The new driver instrument display is a big improvement. Frankly, the old screen was quite small and provided limited information compared to this newer, larger display.

The 15.8-inch multimedia touchscreen came with the last update and remains a relatively straightforward system to use. However, the need to take your eyes off the road to adjust controls for the air-conditioning is unnecessary and could be fixed by the simple addition of physical controls. 

The decision to move the gear selector to the steering column liberates a good amount of space between the front seats. 

There is now room for two smartphones to sit side-by-side (although only one wireless charging pad), as well as two cupholders and a lidded console box.

Space inside the cabin obviously remains the same, with good room for what is a small (or at least a smaller mid-size) SUV.

Cargo space, on the other hand, is changed. The Dynamic measures 434-litres, which is almost identical to the previous model. Things are different for the Premium with the shift to the rear-mounted motor, with the rear boot measuring 490L plus there is now a 101L under bonnet storage space.

Practicality is one of Skoda’s big selling points. The deal is this. Skoda models sit between entries in the Volkswagen range to provide strategic alternatives to its parent company's hero brand.

The Kamiq, for example, sits size-wise between the T-Cross and T-Roc, although once you’re in the cabin it feels bigger than both.

A nice low seating position makes the roof feel distant, while massive windows grant excellent visibility. It's easy for me (at 182cm) to find a nice seating position thanks to plenty of adjustability, although some might find it feels a bit more hatch-like than other SUVs in this class which have taller seating positions.

The overall spacious feeling in the front is boosted by ample storage, including pockets and bottle holders in the doors, a triple cupholder in the centre console, a large storage bay under the climate unit and a small armrest console box.

Unlike rivals in this space which are quick to offer synthetic leathers as you work your way up the range, even the top-spec Monte Carlo has seats clad in cloth trims.

While this might not be great if you have kids prone to spilling liquids, I think design-wise the car is better for it and certainly no less comfortable.

Also notable is the commitment to dials for the climate unit, and a change for this model year is the introduction of fan speed buttons so this function no longer needs to be controlled through the touchscreen.

Interestingly, dials only appear on the smaller of the two touchscreens available on the base Select, while the Monte Carlo’s larger screen only has touch-based volume controls.

The back seat is enormous, offering me leagues of knee room behind my own driving position and the roof remains almost as distant as it is in the front seats.

It also feels wide enough and has decent amenities, like dual USB-C sockets, adjustable rear air vents and dual-tiered pockets on the backs of the front seats. 

You also get a decent-sized bottle holder in the door and a drop-down centre armrest and the soft trims continue into the rear unlike some segment rivals which switch to hard plastic door cards.

The biggest downside for back seat passengers is the raised floor in the centre position (a platform restriction) which unfortunately makes it a bit squeezy for adults. Best leave this centre position for kids.

At 400 litres the boot punches well above its weight for this crossover segment, expanding to 1395L with the second row folded.

There’s a space-saver spare wheel under the floor and the Kamiq is also rated to tow, albeit at a limited 610kg or 630kg for an unbraked trailer and 1200kg or 1250kg (braked) for the Select and Monte Carlo, respectively.

In a quest to make its range more straightforward for buyers Skoda has simplified the Kamiq range down to two variants for 2025. 

The bad news is it’s no cheaper. Actually, it continues its march up the price-scale, now starting from $32,890, before on-road costs, or $33,990 drive-away for the new entry-point Select.

The good news is, for the money Skoda has packed in even more standard equipment.

The Select is only available with the smaller 1.0-litre 85TSI engine and offers a pretty comprehensive list of stuff, including LED headlights, 17-inch alloys, an 8.0-inch digital dash with an 8.25-inch multimedia touchscreen, wireless Apple CarPlay and Android Auto connectivity, dual-zone climate and keyless entry with push-button start.

There's also a leatherbound steering wheel with cloth seat trim and manual adjust front seats, four USB-C outlets, heated and power folding wing mirrors with an auto-dimming rear view mirror. It also scores some upgraded kit for the active safety suite, as well as drive modes and paddle shifters.

You can also option this grade with the 'Signature Pack', which adds adaptive cruise control and ‘Park Assist’, an electric tailgate, 18-inch alloy wheels, the larger 10.25-inch multimedia touchscreen, tinted windows, carpet floor mats, interior ambient lighting, chrome exterior highlights, an alternate interior trim with suede highlights, and rear privacy glass.

At the top of the range is the new Monte Carlo which starts from $42,690, before on-roads, or $44,990 drive-away.

It scores a larger 1.5-litre four-cylinder 110TSI engine, and adds adaptive cruise control, lane keep assist with lane guidance and park assist to the safety suite.

Standard equipment also includes 18-inch alloys, upgraded ‘Matrix’ LED headlights, ‘Sport Chassis Control’ suspension, the larger 10.25-inch digital dash and 9.2-inch multimedia touchscreen, a panoramic sunroof, 10-speaker premium audio, heated front seats with a heated steering wheel, sports front seats with power adjust for the driver, as well as black highlights on the exterior trim and soft-touch carbon-look highlight trims on the inside.

Both grades get some of Skoda’s ‘simply clever’ features like an umbrella integrated into the driver’s door, a ticket holder on the windscreen, a washer funnel integrated into the reservoir and phone pockets on the backs of the front seats.

According to Skoda, the slightly higher prices for both grades this time around are offset by several thousand dollars of increased value in equipment.

On the flip side, though, some gear has been removed from the Kamiq range entirely, including leather seats, wireless phone charging, heated rear seats, and voice control for the multimedia system.

Does it represent value compared to its rivals? It’s relative. Yes, even the base version is more affordable than any Subaru Crosstrek, but you can’t get all-wheel drive, while a Mazda CX-3 can be had for just $26,950, before on-roads, but doesn’t offer the same level of base equipment.

The HR-V is more expensive and offers less gear for the money. It seems ever-increasing prices are a segment-wide problem.

The biggest challenge is new Chinese rivals. Haval’s Jolion is physically bigger and can be had in hybrid form for less money ($32,990 drive-away), while the Chery Omoda 5 ($27,990) and MG ZST (from $26,490) are cheaper and a size-up. It’s easy to see the temptation for mainstream buyers.

The Dynamic retains the same front-mounted, front-wheel drive electric motor as the Essential, which provides 150kW/310Nm of performance.

The Premium, on the other hand, gets an entirely new underpinning, with BYD’s new ‘e-Platform 3.0’ chassis, which introduces 800V electrical architecture (compared to 400V for the Dynamic). This includes a larger battery but also a switch to a rear-mounted, rear-wheel drive motor that makes 230kW/380Nm, which is a sizeable bump from the Dynamic.

Two grades, two engine choices, doesn’t really get simpler.

The base Select is offered only with the smaller 1.0-litre three-cylinder turbocharged 85TSI engine (85kW/200Nm) paired with a seven-speed dual-clutch automatic transmission, driving the front wheels.

Meanwhile, the top-spec Monte Carlo is only offered with the larger 1.5-litre four-cylinder turbocharged 110TSI engine (110kW/250Nm). It is also paired with a seven-speed dual-clutch auto and also only drives the front wheels.

These engine options are notable in the segment as they are both lean turbo units in a sea of older naturally-aspirated engines, and while some will rightfully have reservations around dual-clutch automatics, they’re certainly snappier and more efficient than torque converters or dull CVTs.

Naturally, the changes to the motors and platform also mean some major changes to the batteries and driving range.

The Premium now features a 74.8kWh lithium iron phosphate (LFP) battery, which allows for a claimed range of 510km, up from the 420km previously offered by the pre-updated model.

The Dynamic, however, has the 420km range, as it now uses the same 60.4kWh LFP battery as the old Essential Extended Range. 

The previously available 49.9kWh battery, that had 325km of range, is now dropped. So, while the Dynamic technically costs more than the previous Essential, it comes with a bigger battery so you’re getting a higher specification vehicle.

BYD claims the charging speed has been increased thanks to the new 800V architecture. The Premium is now capable of taking up to 220kW of DC charging, which means it can get to 80 per cent capacity in as little as 25 minutes.

The Atto 3 Evo also features vehicle-to-load (V2L) functionality, which means you can draw power from the car’s battery to power small electronic devices if needed.

You’ll note Skoda doesn’t offer a hybrid option in its range, although one of the benefits of its more complicated engine and transmission is a fuel consumption which falls between what a plug-less hybrid or naturally aspirated rival might score.

The official/combined consumption of the 85TSI engine is just 5.5L/100km and for the 110TSI engine it is 5.6L/100km.

On our lengthy drive program at the launch both variants seemed to be landing a little over 6.0L/100km, which is more impressive than many rivals, which score in excess of 7.5L/100km in our testing.

Perhaps to even things out a little, the Kamiq’s turbocharged engines require mid-shelf 95 RON unleaded.

BYD didn’t have any examples of the Dynamic for us to drive, which makes sense given the significance of the changes to the Premium. 

Previous experience with the front-wheel drive version of the Atto 3 didn’t leave much of an impression. It’s a perfectly acceptable mid-size SUV in terms of how it drives and rides, but it didn’t do anything special that made it stand out in a very competitive field.

This new Premium model, however, is a different story. The switch to the rear-wheel drive layout unsurprisingly has a dramatic impact on the way it drives. 

Around town, at urban speed, it feels good but where it shines is on the open road. It’s not wildly fast when you put your foot down, like some other EVs, but it has excellent composure and feels responsive. 

It’s not what you’d call a sporty or ‘hot SUV’ but it certainly leaves a good impression, one that will last longer than the front-wheel drive version.

Certainly the steering could be tuned better, it doesn’t offer much feeling, particularly just off-centre. And the ride can be noticeably firm at times, hitting bumps with a sharpness that you can feel in the cabin. It’s another example of where the Chinese brands could benefit from local suspension and chassis tuning to help it better suit Australia’s unique conditions.

What immediately sets the Kamiq apart the moment you hop in the driver’s seat is how hatch-like it feels. While a lot of small SUVs and crossovers in this price-bracket grant a really high seating position to make them feel bigger than they are, the Kamiq lets you sit closer to the floor.

This has the effect of making it feel even smaller than it is, but also lends it a sporty feel from behind the wheel. This is reinforced as soon as you start driving by its lightweight, agile feel.

Keen steering in both grades is backed by firm suspension, making the Kamiq responsive and agile, and because both engines are turbocharged they offer something quite different in this space normally dominated by dull naturally-aspirated 2.0L engines.

First, the catch. The dual clutch transmission can be a bit fiddly, particularly in the 85TSI which comes with a fair dollop of turbo-lag.

This means you’ll have to factor in a moment of delay before acceleration arrives at T-junctions or green lights. It can be frustrating at times, but the trade-off is the small capacity turbo engine pairs with efficient ratios to make for lean fuel consumption.

The fun factor is also boosted. Once you overcome the initial laggy moment, the little turbo engines surge to life with an agreeable gruff tone, and the dual-clutch transforms from fiddly to snappy once you’re at speed.

This means when you’ve got a nice road to carve up, the Skoda is a hell of a lot more entertaining to drive than almost any rival in this space.

It doesn’t have the clumsy handling of Chinese rivals, nor does it have the lifeless drone of a bigger, less efficient engine paired to a continuously variable automatic. It’s a rare slice of excitement in a small SUV category dominated by average drive experiences.

The cabin manages to feel upmarket in most ways, and is relatively easy-to-use on the go thanks to a commitment to the dials and switchgear. It is a comfortable companion on a long journey.

While the suspension is keen and keeps the car agile though, keep in mind the ride can be quite hard. This Skoda doesn’t quite have the poise or breadth of ability of its VW relations. Large wheels in both grades don't help this equation.

There is also a notable amount of tyre roar entering the cabin, particularly on coarse chip or at freeway speeds which, to be fair, is a common trait in this part of the market.

To summarise, the Kamiq is a uniquely European drive experience in an otherwise dull segment, and despite some drawbacks, it’s a real stand-out as a result.

Safety equipment is mostly impressive, although there is a small catch.

While active safety gear on both grades includes auto emergency braking (to freeway speeds, with rear manoeuvre braking), lane keep assist, and blind-spot monitoring, only the top-spec Monte Carlo gets adaptive cruise control, the more proactive adaptive lane guidance and park assist features.

Both cars get front and rear parking sensors, however, and a rear view camera but there’s no 360-degree parking suite.

I was also impressed to find none of the active safety items were invasive to the drive experience, which certainly can’t be said for every small SUV.

The standard array of six airbags is present, and there are dual ISOFIX points and three top tether mounts across the rear seats.

The Kamiq range was awarded a maximum five-star ANCAP safety rating in 2020.

One of my ‘dislikes’ when I drove the Atto 3 in 2024 was “long-term BYD prospects still unclear” - driven by the fact it was still a relatively small brand with a limited line-up (the Shark 6 wouldn’t launch until two months later). Well, as I write this in September of 2026 it’s safe to say BYD’s long-term prospects look as good as any brand.

It is sitting in second spot on the year-to-date sales charts, behind only Toyota but surpassing the likes of Kia, Ford and Mazda. There can be no question BYD has cemented its place in the Australian market.

It already has more than 100 dealer and service locations, with plans to grow that to 150 by the end of 2026.

As for the Atto 3’s specific ownership credentials, it’s covered by the brand’s standard six-year/150,000km warranty. The battery has a separate eight-year/160,000km warranty and the Drive Unit (the motor) is covered for eight years and 150,000km.

Service intervals are every 12 months or 20,000km, and with capped price servicing the Dynamic should cost you $1410 and the Premium $1670 for the first five years.

Skoda is going to great lengths to try and challenge the idea that a European car can’t be as easy to own as a Japanese or Korean rival.

As a result, it is the first European brand to offer a seven-year, unlimited kilometre warranty, which is backed by a seven-year prepaid service pack.

This pack is reasonable. At $2650 it works out to $379 a year, which is not quite as affordable as Toyota or some Chinese rivals, but it’s also not expensive when you consider the service pricing of brands like Subaru or Kia.

It also offers a guaranteed future value program and the brand’s keen finance terms, on paper at least, make a Kamiq cheaper to own over five years than many of its competitors.