BYD Sealion 6 vs Toyota Prius

What's the difference?

So, should Toyota, Tesla, Hyundai and others be worried about the arrival of the Sealion 6 and BYD’s new DMi powertrains? Yes, but not because it represents any major breakthrough in technology or dynamic prowess. 

Instead, the strength of the Sealion 6 is how average it is. It may not be the obvious class-leader in any particular area, but it does a good job in almost every measurable aspect and doesn’t possess any major flaws.

Yes, there are still questions about the long-term dependability of BYDs but that’s a risk any new owner will need to accept. But the very sharp pricing should tempt plenty of buyers to take that chance and continue BYD’s steady upwards trajectory in the Australian market.

The Prius can rest its weary head. The Age of the Hybrid has begun. Even though this iconic eco car might have lost its ultimate purpose to more mainstream models in the last few years, it’s still the best execution of Toyota’s hybrid tech on the market and if you can look past its divisive-as-ever looks, it’s comfortable and practical, too.

The brand’s Australian division promises the Prius will stick around in one form or another, so we’re keen to see what its next iteration will look like. Plug-in? Fully electric? Time will tell.

This is one area where BYD has a mixed record. Not to be unkind or create an international incident, but the Chinese car industry has a history of not being totally original with all of its automotive designs.

However, things are improving and the Sealion 6 is a good example of the Chinese industry learning to develop its own style. While there are some subtle hints from European models, overall it’s a smart-looking mid-size SUV with some character to it - rather than being a bland imitation of something else.

One area where the Sealion is a cut above its competition is its size, being longer than and wider than the RAV4, Mitsubishi Outlander and Nissan X-Trail.

The Prius is the very visage of economic motoring. Derided by big-engine lovers, and adored by the eco-crowd, the fact that the Prius’s wedge-shaped frame is more about function than form tells you everything you need to know about this car.

It blends with Toyota’s latest design language, the face and bodywork containing some subtle nods to other models that would launch after it, like the Corolla, Camry, and C-HR.

What always surprises me about even this top-spec Prius is its dorky ride height. For a car with such a low drag coefficient, it sits so far off the ground! The 17-inch wheels look almost out of alignment with the body in those wheelarches.

Round the back, the Prius’s integrated spoiler and glasshouse bodywork are as divisive as ever, with more extreme pointed light fittings leaning into the effect created by its boxy, rear three-quarter view and mirroring the shape of the LED headlights at the front.

Of course, this car is less about being looked at as it is about its drag coefficient of 0.24 Cd, which is one of the lowest on any production car.

Inside, things again prove divisive, with a minimalist dash, a swoopy gloss highlight piece that frames the central vents and multimedia screen, and an odd, centrally mounted dash cluster, which is a usability faux pas.

In the case of the I-Tech at least there’s a holographic display which can put up useful information to help prevent your eyes from drifting too far from the road. Still, I can’t help but feel like this whole interior ethos is futuristic for the sake of being futuristic, with a little less thought given to how practical it is, compared to the brand’s other models.

The leather-appointed trim across the wheel and soft plastics in the door and dash-topper are appreciated, and there’s attention to detail in the little ‘Prius’ logos on the vents. However, I found the dull multimedia screen to be susceptible to glare during the day, and the big integrated panel in which it sits is made from a tinny gloss plastic, which will easily to get covered in fingerprints and scratches.

That external size translates to a roomy cabin, which also has some flair to the design but thankfully a bit more restrained than the smaller Atto 3 - which is a bit over-the-top in this reviewer’s opinion. 

The element that sticks out immediately is the large central touchscreen which, like other models in the range, can rotate either vertical or horizontal, depending on your preference.

I don’t understand the point of this, because when rotated vertically it impacts your forward vision and can interfere with the air conditioning vents; and I can’t even see it with my polarised sunglasses.

It simply makes more sense horizontally, but I guess all carmakers are looking for catchy gimmicks these days. But while it may seem like a cool party trick it remains somewhat confusing to me, like one more thing to go wrong. But maybe I’m just getting old and grumpy.

What I do like and think is a great idea is double smartphone charging pads in the centre console. And overall the design of the cabin feels well thought out and has plenty of useful storage areas.

The seats are fine, a little flat and the fixed headrests are irritating, but overall they’re soft and supportive enough.

The key in the second row seating is the amount of space, with the extra length of the Sealion 6 compared to its rivals showing up with more knee room in the back for families with growing teenagers or those who need to carry their adult friends.

There’s also a pair of USB ports in the back too, so everyone can keep their electronics charged.

The boot is a good size, measuring 425 litres on paper, and has a nice long and wide floor. But some of that space is thanks to the lack of a spare - so that counts against it in my book.

If nothing else, all of the Prius’s edgy design gives it plentiful interior space. Toyota granted this generation of Prius a low seating position and tall roof, which combine with the distant dash elements to make for a spacious cockpit for the front two occupants.

The seat design in the top-spec I-Tech is also cushy, reminiscent of the seats in high-spec Camrys, and I had absolutely no trouble finding a comfortable driving position. If there’s one thing to be said for the annoying, centrally mounted instruments, it’s that you don’t need to consider the position of the wheel interfering with their visibility.

The Prius’s total glasshouse grants superb visibility out the front and sides, with large wing-mirrors, too. The only downside is that integrated spoiler at the back, which makes for a distracting view out the rear mirror that I’m sure any owner will quickly become accustomed to.

Soft trims across the doors and centre console, even in the back seat, make the Prius cabin a comfortable place to be, too.

Ergonomics have not been forgotten, with the multimedia screen and climate unit having useful and easy-to-reach physical dials and toggles for all the key functions. Even changing gear is a breeze in the Prius, with its odd little rosebud-shaped shifter simply a flick of the wrist from where your arm sits.

I do wish Toyota had made better use of the large area under the climate unit, however. The front part of the centre console is exclusively for the wireless-charging bay alone, and the rest of the space is constructed from a smoothly contoured gloss-finish plastic panel. It has looks to match the Prius aesthetic, but it’s no good for storing anything other than a single phone. It would have been better to make a large bay here with a rubberised finish.

Thanks to the lack of a physical handbrake in the centre or any other buttons or functions, there are two large bottle holders with variable edges.

A huge centre-console box and large door bins round out the Prius’s front-seat storage options.

Room in the rear seat is excellent, my 182cm tall frame had stellar amounts of space for my legs and head, as the roofline continues through to that raised rear spoiler. The comfy seat trim continues, although the padding in the base is notably not as good as it is in the front.

There are some useful pockets on the backs of the front seats and a drop-down armrest with cupholders for rear passengers, too.

Finally, the awkward rear of the Prius makes for a fantastic boot capacity, one advantage this car still holds over its hybrid Toyota stablemates. Capacity for the I-Tech is a mid-size-SUV rivalling 502-litres (VDA), which easily consumed our CarsGuide test luggage set and is even bigger than the base Prius, at the cost of the space-saver spare wheel. The I-Tech only has a repair kit to go with its larger alloys.

This Toyota Prius in top-spec I-Tech form costs a whopping $45,825 before on-road costs, which is a tall order, especially given the fact that the technical advantage this car once had to help justify its price-tag has been lost to the rest of Toyota’s range.

An equivalent Corolla hybrid, even in top ZR trim, can be had from just $34,695, and even the much larger Camry in its highest hybrid SL trim is more affordable, at a suddenly cheap-looking $42,790. All three Toyotas are sourced from Japan.

Not a good start in the value battle, then, especially since those other Toyotas are not just hybrids, but great cars in their respective segments.

The Prius I-Tech’s most direct rival is the similarly shaped and sized Hyundai Ioniq Premium, which can be yours from $40,390 with competitive equipment. Hyundai is not only hunting Toyota with this car, but flexing its deep pockets by selling the Ioniq in Australia as not just a hybrid, but a PHEV and a full EV, too.

Thankfully, the I-Tech comes with some decent gear, sporting 17-inch alloy wheels, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, digital radio, a 4.2-inch digital information display, a holographic head-up display, full LED lighting with auto-levelling, leather-appointed seat trim, auto dimming rear vision mirror, wireless phone charging, 10-speaker audio, and improved interior trims over the base car.

The I-Tech also scores a larger boot capacity and an improved safety suite compared to the base Prius. More on that in later sections of this review.

Is the Prius “good value” then? It's still a no, as all of this equipment can be had in bigger, more mainstream Toyota models, and far more affordable rivals. It’s a shame Toyota hasn’t brought the Prius’s cost down in the five years since this generation launched, because in today’s market it makes less sense than ever.

That said, there is a certain niche audience for this car. One that will always love its little innovations, like the fact that it has one of the lowest drag coefficients on the market, its stellar fuel-consumption number, and its claimed 40 per cent thermal efficiency.

While BYD has made its name in Australia as an all-electric brand it has always referred to itself as a 'new energy' company, and the Sealion 6 (and upcoming Shark ute) are why.

That’s because these feature BYD’s new 'Dual-Mode Intelligence' (DMi) powetrain - a hybrid system to you and me.

As mentioned above, the biggest difference between the Dynamic and Premium models is the powertrain, with two reasonably different systems.

The Dynamic is powered by a 78kW/135Nm 1.5-litre four-cylinder petrol engine, paired with a 145kW/300Nm electric motor - making for a combined system output of 160kW/300Nm. Notably, this powertrain only drives the front wheels.

In contrast, the Premium has an all-wheel drive set-up, combining a turbocharged version of the petrol engine (good for 96kW/220Nm) with a pair of electric motors, one on the front axle and one on the rear to produce a combined output of 238kW and 550Nm.

Both models get the same 18.3kWh ‘Blade’ battery, which is BYD’s proprietary technology underpinning all of its models and is attracting attention from other brands.

For reference, the Outlander PHEV has a 20kWh battery, Nissan’s X-Trail e-Power has a 2.1kWh battery, while the more conventional RAV4 Hybrid has just a 6.5Ah battery.

It wouldn’t be a Prius without Toyota’s signature hybrid synergy drive technology. In this most original case it consists of a 1.8-litre four-cylinder petrol engine, which uses the more thermally efficient but less powerful Atkinson combustion cycle, producing 72kW/142Nm, paired to a set of electric motors on the front axle, which can produce up to 53kW/163Nm.

Combined system output is rated by Toyota at 90kW, driving the front wheels only via a continuously variable automatic transmission (CVT). This system is the same one now also employed in the C-HR and Corolla hybrid grades.

The Prius’s electric motors source their power from an older design nickel-metal hydride battery (instead of the more modern lithium-ion setup) located under the boot floor.

There are multiple modes to drive it in, including electric only, with the Dynamic able to go up to 92km on a single charge, while the Premium manages a claimed 81km.

However, it's important to note these are the NEDC standards and not the more real-world like WLTP,  so you may not achieve those in practice.

The claimed fuel consumption is an impressive 1.1L/100km for the Dynamic and 1.4L/100km for the Premium although again achieving those in the real world will take some effort.

With a 60-litre fuel tank BYD claims the Dynamic has a driving range of just over 1000km, while the Premium can manage around 960km.

It's also worth noting the Sealion 6 comes equipped with vehicle-to-load charging which means you can draw power from the batteries to run small electronic devices if you need to.

It’s a bonus feature that may or may not be of use, but is one of those things that may come in handy one day to get you through a camping trip or a BBQ at the park.

The Prius’ sandpapered hybrid drive, low drag number, weight reductions, and low-rolling-resistance tyres add up for a stellar official/combined fuel-consumption figure of just 3.4L/100km. While its signature hybrid tech might be available on other Toyota’s, it’s here where the Prius still shines, undercutting the others by almost a whole litre every 100km.

But can it live up to that promise in the real world? Over my week of what I would consider to be reasonable ‘combined’ driving conditions; with plenty of traffic, freeways, and suburban driving, the Prius returned a stellar figure of just 4.0L/100km. This is not just one of the lowest figures I have ever achieved on a test car, it is even lower than the Corolla Hybrid that I tested over a three-month period. I couldn’t get that car below 4.9L/100km, despite by best attempts.

For a true rival comparison, my week-long test of the Ioniq hybrid in 2019 had the Korean managing a fuel number of 4.6L/100km.

You need not worry about kWh energy consumption for the Prius, as its hybrid system’s software manages the state of battery charge on the fly. It will simply run the engine to charge the battery if levels drop too low, although it always feels good to make the most of the motor’s regenerative braking to keep the battery topped up.

It’s clear that the Prius is still the king of hybrid, then. At least for the time being. All Prius models have 43-litre fuel capacities and are able to consume base-grade 91RON unleaded.

We drove the Sealion 6 Dynamic and despite having the less powerful powertrain it feels good on the road. The DMi system offers good performance, with quiet acceleration off the mark and a good integration between the petrol engine and electric motors. We haven’t driven the Premium yet, so we can’t make any comment on how different it feels.

It’s hard to make a definitive call on the Sealion PHEV powertrain because, like every plug-in hybrid, its greatest strength relies on how the owner operates it.

If you don’t charge the battery every day or so, you’ll just end up lugging around a battery and electric motor for little benefit. However, if you do keep the battery topped up, you can do most of your urban commuting without needing to turn the petrol engine on, which should result in some very low fuel consumption figures.

The company clearly knows this, which is why BYD Australia is offering a complimentary home charger to the first 3000 customers who order a Sealion 6.

Not only will that encourage sales but it will also help owners become evangelists for PHEVs in the future, because they’ll have the best possible experience.

So, a large part of its strength or weakness rests on the owner’s behaviour and that’s something we can’t assess.

As for the rest of the driving experience, the ride comfort is fine. It can’t match the class-leaders for compliance or dynamics, but the Sealion feels pleasant to drive around the urban environment and on the freeway at speed.

Biggest criticism is the steering is very, very light. While that makes parking easier, it feels so light you get very little feedback from the front wheels so it can feel vague at times.

Overall the driving experience is best described as fine. It doesn’t have any major vices but neither does it set any new benchmarks. 

The Prius was responsible for popularising Toyota’s Hybrid Synergy Drive, and fittingly, it still feels like the best execution of the technology on the market. That instantly available torque from the electric motor is sleek, quiet, and easy. It feels as though the Prius can make more extended use of purely electric drive than not only its rivals, but all other Toyota and Lexus hybrid products.

Despite its awkward exterior looks, the ride and handling of the Prius are excellent, thanks to its robust TNGA-C underpinnings (in fact, the Prius was the car to debut this platform for Toyota). It tilts into corners nicely, despite a frumpy ride height, and deals with bumps in its stride. This is a comfortable car, and the Lexus influence here is undeniable. The steering characteristics are also smooth and responsive. I wouldn’t go so far as to say the Prius is fun to drive, but it is certainly comfortable and compliant.

What the Prius lacks is the lower, firmer, and more aggressive ride and handling characteristics of its Hyundai Ioniq rival, perhaps a telling insight into the trajectory of each brand.

These characteristics add up to an around-town driving experience that really is a breeze. It’s quiet in the cabin and at times genuinely hard to tell whether the car is using its electric motors or the engine. When it comes to bursts of acceleration, the Prius might surprise you. Using both the motor and engine in tandem, I found that the Prius can sprint from the line with an alarming urgency, more so than its Corolla sibling. With the same tech behind the accelerator pedal, it’s hard to imagine why.

Once the electric motor has reached its strictly defined limit, though, the engine breaks in with a vengeance, and this car does have an anaemic follow-through when the electric components fall to the wayside. As in other applications of this drivetrain, the 1.8-litre Atkinson-cycle petrol engine can be thrashy and noisy when a lot is asked of it.

Of course, driving in such a sporty manner is hardly the point of the Prius, and where it really excels is in that day-to-day traffic grind, where the hybrid system works largely in the background to maximise the time spent with the engine off. The best part? While you can really fall into the hybrid system’s addictive fuel-saving displays, which really encourage hypermiling, this is a set-and-forget system. You can drive the Prius like any other car, and it will be trim on fuel consumption anyway. It’s not like I was trying awfully hard to attain my weekly figure of 4.0L/100km, so I’m sure it can do better over the long term.

The Prius wears a maximum five-star ANCAP safety rating to the 2016 standards, although even in today’s market it has a great active-safety suite.

Standard modern active features on all Prius models include freeway-speed auto emergency braking with pedestrian and daytime cyclist detection, lane-keep assist with lane-departure warning, adaptive cruise control, traffic-sign recognition, and auto-high beams. Our top-spec I-Tech adds blind-spot monitoring and rear cross traffic alert, for an overall excellent suite.

All Prius varaints are also equipped with seven airbags consisting of the standard front, side, and head, as well as a driver’s knee airbag, and the standard array of electronic stability and brake controls are also present.

BYD is a small company but has partnered with mycar service centres to make maintaining your Sealion 6 easier. The Sealion is covered by BYD's six-year/150,000km warranty as well as its 10-year capped price servicing plan.

Service intervals are every 12 months/20,000km and prices range from $265 up to $1184 for the major eight year/160,000km tune up. Over the first five years, in keeping with most of its rivals, you’ll be paying $1648.

As I’ve written in previous BYD reviews, the biggest question mark hanging over the brand is arguably its long-term prospects. Quite simply, the brand is still too new to know how well it will perform on the used car market.

We also can’t tell you how it will hold up from a reliability point-of-view. We’re not suggesting there’s any doubt over its quality, but each car brand must prove itself reliable and dependable over time, and BYD hasn’t had that time yet.

Toyota’s range-wide warranty currently stands at five years or unlimited kilometres, which is really the accepted industry standard and matches its key Ioniq rival.

Annoyingly, however, the Prius needs to adhere to six-monthly or 10,000km service intervals. Said intervals are capped to $165 per visit for the first six visits under Toyota’s “service advantage” program, after which time you fall back to Toyota genuine servicing with significant price hikes to $221.97, and $425.47 for the next two services covering four years or 80,000km.

A year of roadside assist is included, after which time you will need to subscribe to Toyota’s program, from $89 a year.

While Toyota’s offering is on par with many, it’s hardly the cheapest or most comprehensive we’ve seen.