2024 BYD Seal vs 2023 Tesla Model Y

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.

One thing is for sure, it’s definitely a performance car, but not as we know it.

This version of the Tesla Model Y is the ultimate tech gadget on four wheels. It’s incredibly fast, has unbelievable, unnerving handling, and importantly what seems to be the best software in the business. Coming in significantly cheaper than its European performance EV rivals, it doesn’t even seem like bad value.

But. Enthusiasts be warned. There is an element of drama missing here, the Model Y is almost too good at attacking the road, there’s no roaring feedback or imperfections for you to correct, and for this reason alone, even if it’s the future, I don’t think it’s going to be for everyone.

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.

If you’ve seen one Tesla, you’ve pretty much seen them all, with the Model Y Performance doing little to set itself apart from the rest of the range.

It’s all part of Tesla’s minimalist Silicon Valley aesthetic. Like various models of iPhone, the changes between models are meant to be felt and not seen.

The Uberturbine wheels are of course a highlight, really filling the arches compared to the standard hub cab-wearing ones which ship on the standard Model Y, but they are also the only option on the Performance, too bad if you’re not a fan of matt black.

On the inside there are no surprises, either. The same minimalist aesthetic applies, as usual to a fault.

I feel like I’m sitting in the Apple Store, with just a big floating tablet being the main decoration.

Our car had the wood-look trim option, which is the most preferable option of the two. I found the white plastic fill alternative a bit cheap-feeling during my test of the standard Model Y.

I think the minimalism of the Model Y’s cabin will help it age well, but as I usually complain about these Tesla cabins. There’s no dash cluster or even a head-up display which feels like a bit of a usability blunder. Who wants to look at a centre display for critical information on the car?

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 Model Y feels much bigger than the Model 3 so it will definitely hit the sweet spot for people who wanted a Tesla but found the Model 3 too cramped for a family.

Everywhere feels expanded, especially headroom, and the minimalist design leaves room for big door pockets and the flat floor leaves room for extra large stowage areas under the centre console.

I especially like the way the dual wireless chargers integrate with the design here.

There are a few hidden hard plastics, but Tesla has put soft-touch and padded surfaces in all the right areas.

The seats are reasonably comfortable, but I’m not sure how the synthetic leather trim will age in the Australian sun particularly as there’s no way to cover the big panoramic sunroof.

Not everyone has a garage. Interestingly though the car does have a cabin overheat protection function, which automatically starts the air conditioning should the cabin exceed a certain temperature.

Still, there are a lot of months in the year our brutal sun will be cooking the interior.

If you’ve read any of my Tesla reviews before, you’ll know I’m not a huge fan of the need to control pretty much all of the car's key functions through the central touchscreen.

It feels like a shame to complain about this, because the software is truly beautiful, and Tesla backs it with powerful computer hardware to keep the screen fast and responsive.

But having no dash cluster feels like a bit of a design-over-usability trait, especially when you go to adjust some of this car’s settings on the fly.

This is a far cry from an affordable EV. Forget your MG ZS EVs, BYD Atto 3s and even base Teslas, because the Model Y Performance is in a different league when it comes to price and ability.

To give you an idea, the entry-point Model Y tends to float around $70,000 once you add on-road costs, sometimes slightly more. This Performance version takes a massive hike to nearly $100,000, before on-road costs, and the example we drove for this test totalled $108,031.

The trouble with the Performance version is it’s so expensive it doesn’t qualify for electric car rebates, and in fact attracts luxury car tax instead, pushing the price ever higher.

To add insult to injury, there’s not even a whole lot on the outside of this car to tip you off it costs nearly $40,000 more than the entry-level version, with the main hint being the 21-inch 'Uberturbine' wheels.

If you look even more closely you might notice it rides a little lower than the standard car, has bigger brakes, and a little carbon-fibre lip spoiler attached to the tailgate.

Most of the changes are under the skin, including an alternate suspension tune, second motor on the front axle, and a lot of additional power.

Tesla, famously shy about sharing specifics, only gives a 0-100km/h sprint time, which improves from 6.9 to 3.7 seconds for the Performance.

The battery is larger, too, boosting range from 455km on the base Model Y to 514km.

On the inside expect the standard Tesla stuff, like synthetic leather interior trim, the huge 15-inch centre tablet screen with integrated nav and always online connectivity, dual wireless chargers, and a panoramic sunroof.

The whole look and feel is super slick, as always, but is notably missing Apple CarPlay or Android Auto. Tesla is hoping you’ll use built-in versions of all your favourite apps. Too bad if you use one which isn’t offered.

LED headlights, performance tyres, and a power tailgate add to the gear list, but interestingly there’s no V2L - one key feature still missing from the Tesla brand, and something which adds a slight advantage to its rivals from Kia and Hyundai.

Of course, the software is the biggest sell. As though to prove Tesla is a software company first and a car brand second, the software in this car is by far the best on the market.

It’s super slick, and offers the most feature packed and functional app. It’s stuff like this which is hard to go back from, and is still keeping Teslas feeling more futuristic than most electric rivals.

It’s worth noting: even at this inflated price, the Model Y Performance still seems like decent value given how quick it is.

The only comparisons, cars like the Porsche Taycan, Audi e-tron GT, and BMW iX cost more, with the exception of the Kia EV6 GT which is similarly priced and offers similar specs and features.

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.

Tesla, always mysterious when it comes to hard specs, does not offer official power and torque figures for any of its models. Just the ever-impressive 0-100km/h sprint times.

However, looking at documentation the brand has officially filed in China (where the Model Y for our market is built) reveals specs of 220kW/440Nm for the rear motor, and 137kW/219Nm for the front motor, placing it pretty far up there in the EV performance charts.

It’s not just raw power, either. The Model Y performance also scores a lowered ride, bigger brakes, impressive torque vectoring software to keep everything under control, and interestingly, what Tesla tells us is a new suspension tune (even newer than the set-up we tested when the Model Y first arrived in Australia in late 2022.)

It’s all very impressive-sounding, but does it work? Read on to find out.

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.

The Model Y Performance has an official, WLTP-rated consumption number of 15.4kWh/100km, which grants the car a 514km driving range.

Few EVs manage to get over the 500km range mark, so this fact alone is pretty impressive.

In our testing the car returned a higher figure of 18.7kWh/100km, reducing range to the mid-400s on a full charge.

We only had the car for three days, so I expect, like the standard Model Y, it would be possible to get close to the official number with a longer-term test.

When it comes to charging, the Model Y can hit an impressive 250kW on a fast DC charger, allowing a charge time of around half an hour on a compatible unit. Expect more like an hour and a half on a more common 50kW unit.

Meanwhile the slow AC charger will hit a peak of 11kW, allowing the Model Y to charge from 10 per cent in more like seven hours. Still, adding roughly 75km of range an hour is worth it for longer stays at shopping centres or the like.

Interestingly, the Model Y doesn’t offer V2L, that is - the ability to power devices from its charging port. It seems to be one key piece of EV equipment missing from its spec list.

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.

I’ll just cut to the chase here: Sorry Musk haters, the Model Y Performance is truly, deeply impressive.

I didn’t stopwatch test its 0-100km/h sprint time, but 3.7 seconds certainly feels possible, and totally visceral.

Yes, the Model Y Performance will turn your groceries into a fine paste on the back of the boot if you stick your foot in, but the sprint time is far from the most impressive part of the drive experience.

I’d hand this honour over to the handling. The Model Y is simply incredible at holding onto the road.

Try as I might on one of Sydney’s best and curviest roads, the Model Y simply wouldn’t misbehave.

It’s almost surreal feeling the computers work their magic in the corners, taming the physics of a 2.0-tonne SUV, constantly fighting understeer or oversteer on the fly to keep it all tidy.

It does all of this in silence, with just the tyre roar to indicate your velocity. I must admit. I didn’t expect such ferocious ability from this car.

I certainly expected speed, but not this level of tidiness for something heavier and taller than a Model 3.

The trouble for a traditional car enthusiast, then, is the fact the Model Y is almost too good. It’s clinical in the way it attacks the road, and feels almost unfair, artificial, as though a computer is doing the work for you (it might as well be).

It feels risk-free, drama-free, feedback-free. While the experience of driving such a machine is nothing short of incredible, I somehow think it’s not the kind of thrills combustion enthusiasts are looking for.

Even the steering is artificial, with three heavily computer-assisted modes. I must say, 'Sport' and 'Standard' are a bit too heavy, with my preferred steering mode being the 'Chill' setting, which is the lightest and makes the car feel a bit easier to wrangle in the corners.

The three regen modes will actually appeal to a variety of tastes, allowing the car to behave either like a single-pedal EV (my preferred mode) or more like a combustion car, with a creep mode and a roll mode which will be more familiar to those who haven’t experienced an EV before, or are not fans of regenerative braking.

The new suspension has improved the ride significantly, with the Model Y Performance lacking the brittle edge which I experienced when the Model Y first arrived a few months ago.

It feels like it deals with sudden jolts a bit better, but make no mistake, this is still a firm ride, and the Y still has a firm frame.

While the ride has improved, it is still susceptible to significant amounts of jiggle, with the ride being notably busy over poor road surfaces. Still, it’s good to see this common issue with Teslas starting to move in the right direction.

Teslas are very impressive when it comes to safety, with an almost unprecedented number of sensors, and, importantly, great software to process what the car sees.

This is best seen through the radar screen which the car displays alongside the map, which is constantly collecting data on what the car sees around it.

It gives you confidence the car has seen and categorised a potential threat, usually before you have, and if ANCAP’s testing is anything to go by, it works, too.

The Model Y, including this Performance variant, wears a maximum five ANCAP stars, performing extremely well across all categories, with a particularly high score in ‘adult occupant protection’, and ‘Safety Assist’ which considers the abilities of its automatic safety systems.

While the Model Y’s suite is broader than individual standard active safety items offered by other brands, equivalents of most systems like auto emergency braking, blind-spot monitoring, lane keep assist, and things like traffic sign recognition are on-board.

Even the adaptive cruise control is one of the best on the market, remarkably good at lane keeping and steering assist, but I’d question whether it’s worth splashing for the controversial 'Full Self Driving' option.

Coming in at more than $10,000, it’s questionable if any of the included software features are even legal to use.

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.

It’s a good question: What’s it like to own a Tesla. Some of the numbers aren’t promising, like, for example, the four-year and 80,000km warranty promise which is one of the shortest new car warranties on the market right now.

However, Tesla does cover the high voltage battery and drive components for a much longer eight years and 192,000km, guaranteeing 70 per cent of the car’s original battery capacity at that time.

Teslas have condition-based servicing (because, of course they do), meaning the car will tell you when it wants to visit a Tesla workshop based on various inputs. Seems logical, but not very transparent.