BYD Seal vs Ford Mustang

What's the difference?

Those big auto executives have good reason to be worried, because the Seal is yet another impressive offering from China’s most formidable EV player.

It’s not perfect. In some ways it’s trying too hard to be a luxury car, and I think the software in particular could use a little work, but the Seal just does so much right I think it will be hard to be disappointed with one, particularly given its keen entry price.

In fact, if we had to pick one from the range, it would probably be this mid-spec Premium. The range and power on offer are stellar, and all for less money than an entry-level Model 3 or Polestar 2.

Having driven the latest example of the Mustang GT, I hope Bill Ford is true to his word and keeps the V8-powered Mustang for as long as possible. It isn’t the most razor-sharp sports car or the most powerful muscle car, but it offers the kind of driving thrills and enjoyment that have made the car an icon.

The price increase is steep but the new technology inside drags the Mustang into the modern era and will add more youth appeal to a car that is largely unchanged in concept for the past 60 years.

But now that I’ve driven it in the USA and France, I can’t wait for it to finally reach Australia.

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

The Seal looks great. It’s about as modern a take on the traditional three-box sedan as you can get. It’s low-slung with curvy lines and a sporty overall feel.

The design touches, like the headlight and DRL surrounds, side skirts, and wheels are maximalist compared to the minimalist vibes of the Model 3 and the Polestar 2. But I don’t necessarily think that's a bad thing as it offers buyers a genuine alternative.

I also like the way the brand has executed the LED lights and particularly the tail-light fittings. There’s also an admirable restraint when it comes to badging compared to a lot of this car’s Chinese rivals. It doesn’t give off the vibe of a cut-price product at all.

Inside there are elements which are appealing, and some things which fall short. First up, I do think the Seal wears its influences throughout the industry on its sleeve a bit.

The digital dash cluster theme, for example, seems to (poorly) emulate the Mercedes-Benz software, the little plastic crystal shifter piece on the inside seems to have been overtly influenced by a similar (actual crystal) piece available in Volvos, while the centre screen and dual wireless phone chargers are pretty obviously BYD’s take on the similar bits available in the Model 3.

Maybe in this sense, it’s trying a little too hard to be a luxury car and a tech-heavy electric vehicle, with items which aren’t quite up to the same quality (particularly the software). But then, it all works well enough, and can you complain at the price?

One thing I think BYD gets right though is the level of comfort on offer in the cabin and the clever little styling bits which remind you of its namesake.

The door handle pieces and integrated speaker bits are shaped like a Seal flipper. As are the dash-mounted air vents, and if you look closely even the plastic garnish on the steering wheel looks a bit like a top-down cross section of the animal.

I like it because its subtle rather than in-your-face as some of the Atto 3's design elements are.

The quality is also up to muster, big time. There wasn’t a creak, groan, or rattle from this car’s interior in my entire time with it, including on some of Sydney's worst roads. And the seats, which are designed like absolute thrones, are clad in lovely soft leather. You sink into them. Even the two-tone Alcantara finish through the doors and centre console is thoughtfully placed.

While this is considered a ‘new generation’ Mustang, the reality is this is more of a major overhaul than a complete, blank sheet redesign. As such, there’s a lot of carry over to the design, but that’s not to say there aren’t some significant changes.

For example, it’s still clearly a Mustang in its silhouette, sharing that with the sixth-generation model it replaces, as well as the now-iconic 1960s Fastback models, but the details are noticeably different.

To try and create more differentiation between the GT and EcoBoost models, Ford has designed unique front ends for each. Both are characterised by a strong horizontal line across the front of the more angular grille that meets the new ‘tri-bar’ daytime running lights.

The EcoBoost has an upper grille similar in size to the out-going model, the GT is a much larger upper section which incorporates a pair of ‘nostrils’ as well as a bonnet vent - both of which are functional for cooling and aerodynamics.

Down the sides Ford has lowered the beltline and created a more defined rear fender ‘shoulder’ that helps create the impression of a wider car. 

At the rear the famous ‘tri-bar’ lights remain and there are unique diffusers for each model, with the EcoBoost running two exhaust tips and the GT getting quad pipes.

But it’s inside where the biggest design changes have happened. The retro-inspired cabin of the sixth-generation - which features shiny silver plastic toggle-like switches and round air-con vents - has been overhauled.

The iconic ‘double brow’ design to the dashboard, which dates back to the original 1964 Mustang, has been dropped and replaced with a pair of digital screens. There’s a 12.3-inch display for the digital instrument cluster and a 13.2-inch multimedia touchscreen.

This change is designed to appeal to a younger audience but also allows for greater customisation and variety of displays, with Ford developing six different instrument panel options depending on the setting the driver chooses.

The primary three are the 'Normal', 'Sport' and 'Track' modes, which have been inspired by the GT supercar and the Mustang Mach-E electric SUV, while there’s also a 'Calm' setting, providing only the necessary data, such as speed, in a simplified format.

The final two have been created to tailor to fans of the brand’s 1980s ‘Fox Body’ Mustang, with digital versions of its round analogue dials in both a ‘Day’ and ‘Night’ mode, with the former using white graphics and the latter getting retro green dials.

The Seal has a huge cabin, and in a lot of ways it feels like the large sedans of old. You can sit nice and low in the cabin, and there’s heaps of knee and headroom thanks to its width.

Soft-clad materials for resting your knees and elbows on go a long way towards keeping this car comfortable on longer journeys, and the presence of a digital dash and a holographic head-up display is nice to have compared to the bare-bones dash of the Tesla Model 3.

The wacky rotating central touchscreen feature makes an appearance from other BYDs, but again, it’s a bit silly and I’m not sure how much use you’ll get out of it. Even Apple CarPlay only works in landscape mode, so I didn’t find it useful.

Practicality features are abundant, with a large bottle holder in the doors, and two more in the centre console. One even has a floating floor, so you can push it down to accommodate large bottles if need be.

Dual wireless chargers are always a nice touch, and the bridge-style console has a large pass-through storage area underneath, which also hides the USB-C, USB-A, and 12V outlets. The armrest console box is nice and deep, too.

The back seat is enormous. Possibly one of the largest spaces in this segment. It comes at a cost to boot capacity, but your rear passengers won’t want for space no matter how tall they are.

At 182cm tall I had leagues of airspace behind my own driving position, and the wide cabin, accommodating seats, and flat floor mean the centre position is even useful for a full-sized adult.

Storage comes in the form of three pockets on the back of each front seat, a large bottle holder in the doors, two cupholders in the drop-down armrests, a small tray on the back of the centre console, and a small flip-out cover which reveals a USB-C and USB-A charging port for rear passengers. The rear seat even gets dual adjustable air vents, but no third climate zone.

The massive fixed glass roof looks the business and keeps the cabin airy, just like in the Model 3 and Polestar 2, but I find these big glass fittings tend to cook interiors in the Australian sun.

BYD tells us the tint is so heavy it has a ‘solar transmittance’ of just 16 per cent, but 16 per cent is still a lot in Australian summer. Thankfully, unlike its two rivals, BYD ships the Seal with a fold-out cover screen as standard.

Remember how I said the massive rear seat comes at a cost to boot space? At 400 litres the Seal’s boot is a bit compact, made worse by the fact it’s a sedan and not a liftback, so the access area is a bit narrow.

It could only fit the largest CarsGuide luggage case alongside the smallest one, but not all three including the medium case. This could be a blow to family buyers who need to fit a pram alongside other things.

Under the floor there’s an extra space great for the storage of your V2L adapter and AC charging cable, but there’s also only a tyre repair kit and no spare.

The sixth-generation Mustang copped a lot of criticism for its interior look and feel, and while it certainly wasn’t at European levels of quality it was more affordable than any European V8-powered coupe.

The introduction of the new digital displays certainly adds a more premium impression to the cabin when you get inside, but you can still see a lot of the previous generation in this model, in particular the doors and centre console.

It’s pretty practical, for a sports car, with a pair of cupholders and a lidded centre console box for small item storage. 

One noticeable issue with the screens is the control virtually everything to do with the multimedia, including the air-conditioning, so trying to make small temperature adjustments is more complicated than just pressing a physical button. 

Not surprisingly space feels very similar to the outgoing Mustang with supportive and comfortable seating up front that made long stretches behind the wheel feel easy, which is nice for a sports car.

As for the rear seats, they remain incredibly tight for space and are better for soft item storage rather than squeezing people into.

Despite the largely carried over body and interior, the boot is slightly smaller than the previous model, with the coupe measuring 376 litres compared to the 408 litres offered previously. 

Ford Australia hasn’t confirmed the complete list of specifications for the seventh-generation Mustang range, but pricing has been locked in and we do know all three initial models - Dark Horse, GT and EcoBoost - will be offered here.

Having previously driven the Dark Horse in the USA in 2023, this time we sampled the GT and that’s the model we’ll focus on in this review.

We already know it will be priced from $77,002 for the six-speed manual and $80,902 for the 10-speed automatic coupe (both prices exclude on-road costs). The GT will be the only convertible option for Australians (and will only be available with the auto), priced from $86,102.

That’s a significant price rise from the out-going model, jumping up nearly $12,000 ($11,712 to be precise), which means it will be more expensive than the Nissan Z ($75,800) and closer to the BMW-based Toyota Supra (starting at $87,380).

On the plus side, this price increase is expected to come with a ramp up in standard equipment, including a new digital dashboard which features a pair of large screens, as well as the introduction of the line lock feature we missed on the previous model and the all-new 'Drift Brake'.

Each Seal variant gets its own drivetrain outputs, and the mid-spec Premium drives the rear wheels with a 230kW/360Nm electric motor via a reduction gear.

On paper, it’s slightly more powerful than the Model 3 RWD, with more power and less torque than the Polestar 2 Standard Range.

During the top secret development of this seventh-generation model there were plenty of rumours that Ford was considering a hybrid system for this Mustang. Fortunately for lovers of old-school V8 engines that proved not to be the case.

Instead it’s powered by a 5.0-litre V8 that's an evolution of the ‘Coyote’ unit from the previous ‘Stang but now featuring some technical changes, including dual throttle-bodies and separate airboxes to help improve performance. In the GT it’s tuned to make 345kW and 550Nm.

It can be paired with either a six-speed manual gearbox or 10-speed automatic transmission, both sending all the power to the road via the rear wheels.

Providing power is a sizable 82.56kWh lithium-ion battery pack, using BYD’s signature weight and space-saving ‘Blade’ form-factor, and the more affordable LFP (lithium iron ferrophosphate) chemistry.

On the charging front, the Seal Premium can top up at 150kW on a DC unit (using a Type 2 CCS connector) for a 10-80 per cent charge in roughly 40 minutes, while on AC its a disappointing 7.0kW.

The 7.0kW inverter means it’s hardly worth plugging the Seal in at a slow public charger when you visit the shops, as you’ll only get about 50km of range an hour. It’s for this reason most cars with batteries this size have 11kW inverters.

Unlike the Model 3 or Polestar 2, though, the Seal features a V2L system, allowing you to power household appliances from its Type 2 charging port.

Claimed energy consumption for the Seal is 14.6kWh/100km which is low, and about what we were seeing on test. It’s a little hard to tell because the trip computer only offers total consumption over the entire life of the vehicle, or for the last 50km, but not for a set trip interval. Weird.

While it hasn’t been confirmed by Ford, the Federal Government's Green Vehicle Guide has the Mustang GT rated at 12.8L/100km. And while that’s quite a thirst for unleaded petrol, it shouldn’t come as a surprise given it’s a 345kW 5.0-litre V8 engine.

If you value efficiency in your American muscle car, the four-cylinder turbocharged EcoBoost is rated at 9.4L/100km. But based on previous evidence, Mustang buyers are likely to opt for power over saving petrol.

The claimed consumption figure translates to a driving range between fills of around 650km.

I wasn’t expecting the Seal to impress me particularly. After all, it’s in this segment against tough competition, amongst recently updated versions of the Model 3 and Polestar 2, and while the previous BYDs I’ve driven have been a cut above their Chinese contemporaries, they also haven’t done a lot to stand out from the crowd.

Clearly, though, BYD has something to prove with its sporting sedan and the Seal is immediately impressive. The cabin is quiet and refined, the seating position is great it's smooth from take-off.

The steering has an artificial tinge to it removing a bit of feedback from the road, but proves at least quick and accurate at speed, and the handling is superb.

I kept pushing the Seal in my test drive, expecting gnarly characteristics to surface but they didn’t. This sedan grabs onto the road with excellent control and traction at the rear, spurred along by its long wheelbase, and improved tyre choice (Continental rather than the sub-par Chinese rubber worn by the Atto 3 and Dolphin).

While on paper it appears to have at least comparable motor output figures to the Polestar 2 and Model 3 - the Seal Premium doesn’t quite feel as rapid, its electric motor having a more relaxed vibe and responsiveness when you stomp on the go pedal.

This can be tweaked a little by dialling it up to Sport mode, and while it still doesn’t feel quite as breakneck fast as the Model 3, in particular, it’s plenty to be going on with.

The most impressive part of the Seal drive experience, though, is its ride. Ride is a constant problem for EVs as manufacturers go to lengths to tame the additional weight of batteries, but the Seal is the most impressive in its cohort, and by quite a margin.

It’s firm enough to be controlled, but has a lovely soft edge to it, so larger bumps, frequent corrugations, or sharper road imperfections don’t ruin your day.

The Model 3 and Polestar 2, even in their improved forms, are not this good. In a lot of ways the Seal’s suspension tune reminds me of the Mustang Mach-e. It has a soft edge, offset by a bit of secondary jiggle as the car settles, which is its only real blemish.

The Seal has no right being this good. It’s now not just matching its far more established rivals but doing some things significantly better.

As promised earlier, here’s how the Mustang GT felt powering through the French countryside…

But first, it’s worth acknowledging that, in truth, it wasn't hard work getting through the traffic even in the manual Mustang. While the clutch is on the heavier side, it’s got a smooth action and the engine's torque and flexibility make darting in and out of gaps in the traffic a breeze.

However,  once out on the open roads the Mustang really could run free. The V8 engine sounded fantastic bellowing out across the fields and through the quaint little villages we passed through.

As you'd expect, the V8 provides plenty of grunt, it's an incredibly flexible engine pulling hard right across the rev range and makes us appreciate even more that this now remains the last of its kind since the demise of the V8-powered Chevrolet Camaro and Dodge Challenger.

Driving the Mustang in conditions like this makes you understand why it has been such a popular sports car not only in Australia but around the world for decades.

While the manual transmission has fallen out of favour with Aussie buyers, the truth is it's the pick for this GT. The fact it has less ratios to choose from than the 10-speed automatic means it feels more urgent and (again) the flexibility of the engine allows it to shine.

Not that the auto is bad, it does a fine job, it just lacks the buzz and engagement the manual ‘box provides.

What arguably impresses even more than the engine is the handling. Having driven the Dark Horse last year and being so impressed by its handling, particularly with the 'Performance Package', there was some concern prior to driving the GT that it would feel less impressive and, dare I say, duller.

But that's far from the case. Instead, the GT feels responsive and well sorted across a variety of road conditions. While it may lack the precise handling characteristics of a European sports car, it’s clear Ford has made this latest Mustang better suited for the rest of the world, not just America.

Not that Ford has made the Mustang too serious, as the introduction of the Drift Brake demonstrates. This rally-style electronic handbrake allows you to, as the name suggests, snap the car into a slide - when the circumstances allow.

Ford finally gave us our first (official) use of the Drift Brake when it paid us up with stunt driving expert, Paul Swift, who taught us how to slide the Mustang into a parallel park.

Obviously this is not designed for road use but for those who want to take their Mustang to the track it will no doubt lead to a lot of fun and some shredded tyres.

Full safety specifications haven’t been announced, but in the US, where it’s already on sale, all models are equipped with at least a reversing camera, rear parking sensors, auto high-beam headlights as well as front, side and driver’s knee airbags.

There’s also a decent level of active safety gear with pre-collision assist with autonomous emergency braking and lane departure warning all standard. But adaptive cruise control, lane centring assist and intelligent speed assist are all optional.

Frankly, after my French experience I’d be hoping the lane centring assist is an optional locally because the overly sensitive system drove us crazy on our French test drive.

Repeated warnings to ‘put our hands on the wheel’ when our hands were firmly affixed to the tiller moved from just frustrating to borderline dangerous as the only way to trigger the system to stop making its request was to quite violently tug on the wheel and jerk the car in the lane. 

It’s another case of poorly calibrated safety systems that make you question the value of the technology in the first place, especially when you find yourself turning it off because it’s safer to just pay attention as a responsible driver.

It will be interesting to see if ANCAP crash tests this new generation Mustang, especially considering how closely related it is to the previous model.

ANCAP famously (or infamously, depending on your point-of-view) crash-tested the previous Mustang and awarded it two from a possible five-star rating.

Despite the public criticism it didn’t seem to impact Ford’s sales of the pony car, which remained a best-seller. 

Since the Mustang, ANCAP has not tested any of its rivals, with sports cars including the Toyota Supra, Nissan Z and Subaru BRZ all unrated by the safety authority.

The long-term ownership aspect for a BYD product is still a bit of a mystery as the current crop of cars have only just landed in Australia in the last year or two, but if it offers you any peace of mind, the Seal is covered by a six-year/150,000km warranty with a separate eight-year/160,000km warranty for the battery pack.

In order to avoid having to have a traditional dealer network, BYD has partnered with MyCar to fulfil servicing. Visits to one of these locations is required once every 12 months or 20,000km whichever comes first, and pricing is fixed for the first eight years, working out to an annual average of $299.

There are no details confirmed at this stage but there’s no reason to believe the Mustang won’t be covered by Ford Australia’s usual five-year/unlimited kilometre warranty.

Similarly, service intervals are likely to be 12 months/15,000km.

For reference, capped price servicing on the out-going Mustang GT came in at $299 for each of the first four services, up to four years/60,000km. Not bad.