BYD Sealion 7 vs Fiat 500E

What's the difference?

The BYD Sealion 7 Performance is well-priced and well-equipped. It more than holds its own against its mid-size electric SUV rivals. It has great motor outputs and it handles comfortably on the road. There's a lot to like here but some of the technology needs to be tweaked.

A fun, funky EV which will no doubt appeal to lovers of Italian style, but also one which struggles a little on the range and price front.

Still, there’s no doubt that electrification has improved the Fiat 500 formula.

It may be named after a sea lion but it doesn’t resemble the blubbery cuteness of the creature itself. However, its sleek dynamic styling and performance outputs do call forth some of the creature's water prowess. 

This prowess is hinted at by the 20-inch alloys which are fitted with Michelin tyres and red brake calipers. There’s some Porsche-like design notes in the wide swoopy nose and LED headlights. The rear is also quite handsome with its long LED band strip and narrow window giving it a sporty silhouette.

Head inside and the Performance showcases the best BYD cabin I've sampled. There are no strange accents or panelling like there are in the Atto 3. This proves that BYD can do premium well.

The quilted leather upholstery feels supple underhand and the sports seats with integrated headrests reminds you what it can achieve in a sprint.

The swoopy design is carried over inside with the door panels. The dashboard is simply styled but headlined by an enormous 15.6-inch display that can rotate between landscape or portrait mode. Some may liken it to an iPad but it works.

The panoramic sunroof keeps things bright and cheerful but there are some simplistic elements that are hard to ignore. Like the lack of buttons, minimalist mirror cover design on the sunvisors and a rather plain-looking centre console.

Everything else flows and my favourite feature inside is surprisingly the lever door handles! They're functional but cute.

It looks, well, it looks like a Fiat 500.

It’s actually bigger in every dimension than an ICE cinquecento, but it doesn’t really look like it, which is a good thing.

The 17-inch wheels look great, and big against the very small Fiat, and I like the hidden doorhandles, which make the already smooth-looking 500’s flanks look a little smoother still. But I can take or leave the little DRLs up front that are meant to act as little illuminated eyebrows for the headlights, which come over a bit too cutesy.

But I think the highest compliment I can pay it is that it looks like a regular Fiat 500 — one of the most successful reincarnations of a timeless design ever — and not some modern, eco-friendly version that would have killed the look. 

In the cabin, however, it’s definitely a more modern affair, with the big screen, the horizontal push-button gear selector, and the nifty push-button door openers.

Still, it’s all pretty familiar Fiat 500, only a little nicer, even if some of the plastics are far too hard and scratchy for a vehicle this expensive.

There are five colours available: Ice white, Onyx black, Rose gold, Ocean green and Celestial blue.

The cabin has space, space and then more space. Passenger comfort is all but guaranteed with the available leg- and headroom in each row.

The functions for the electric front seats means it's easy to find a comfortable position. Door apertures are wide for each row and despite a relatively low 140mm ground clearance, it's still an easy SUV to slide in and out of.

Technology looks great and the large 15.6-inch multimedia display is what catches your eye first. Graphics are sharply rendered and the touchscreen responsive. There's a lot of information and menus embedded into the display which means it's a system that will take you a beat to get used to.

It's not unique but the in-built voice assistant rarely works as it should and needs some work. Also, because of the lack of buttons and dials, all functions are accessed via the screen. I don't like this because it tends to draw your eyes from the road far more often than it should and some functions - like the heat and ventilation for the front seats - are buried in a few menus.

There is wireless Apple CarPlay and Android Auto but there are some gremlins that need to be ironed out. The connectivity is easy enough but the steering wheel mounted phone control didn't access Apple CarPlay. So, I couldn't hang up my phone call properly, it would instead access the Bluetooth phone menu and dial my last call. I had a few 'butt' dials this week because of it.

Storage is on par with the Performance rivals and up front the burden falls across the large glovebox and middle console but there is also a shelf underneath the centre console for bigger items, like a handbag. There are two phone cradles, although only one offers wireless charging, and two height-adjustable cupholders two drink bottle holders and small storage bins.

In the rear, you get two device pockets and a map pocket on the back of each front seat. There is a fold-down armrest with retractable cupholders and a small storage pocket (think Kindle-size) and there are storage bins in each door.

The boot capacity is a decent 500L and the floor can be adjusted to two heights, one offering a level loading space. There is also a frunk storage of 58L for any cables or random bits you don't use often. Under the boot floor there is also enough room for cables and the tyre repair kit. The powered tailgate can be access via your keyfob as well.

For a flagship grade, I would have expected a few extra amenities in the rear, like climate control and sunshades but it does have directional air vents, reading lights and a USB-A and C port.

The 500e is 29mm taller, 61mm longer and 56mm wider than the current ICE Fiat 500 (now 1529mm, 3631mm and 1683mm respectively), and it rides on a longer wheelbase, too .

That means more front-seat room and head room, but there’s still not oodles of space in the four-seat cabin, and especially in the back, where things are pretty tight.

I’m 175cm tall, and my head touches the ceiling in the back, and if I had another full-size human in the back with me, I’d want it to be someone I know well, because we’d be well and truly aquatinted by the time we got to our destination.

The front seats are more accomodating, but there is a strange tightness to the pedal area for the driver. It’s so tight, in fact, that when you rest your left foot, you have to be careful not to accidentally clip the brake pedal when driving.

The boot is a small 185 litres, too. But you’re not buying this for practicality perks, are you?

The 500e is not cheap by modern small EV standards — we’re looking at you, China — but it does arrive in one well-equipped trim level, called La Prima, with paint the only available option.

It's also, quite shockingly for anyone who has driven an ICE Fiat 500 lately, stacked with some truly high-tech kit.

 There’s heated seats for the first time ever, for example, and there’s 10.25-inch central screen with Apple CarPlay and Android Auto, and wireless charging.

There’s a digital driver display, too, plus there’s faux-leather on the seats and dash, a panoramic glass sunroof and fancy push-button front doors (though with a mechanical back-up lever hidden in the door pockets should something go pear shaped).

Outside, you’ll find 17-inch alloys, as well as LED lightning all around, including the DRLs, and there’s keyless entry and push-button start, too.

But, and it’s a significant but, the 500e lists at $52,500 before on-roads , which — when you consider its size, battery and range — really edges it into the premium EV space.

A similar-sized EV from China can be had for under $40k, which means you are going to have to really love the 500e to drop that extra $15k or so.

The Performance is all-wheel drive and is fully electric with dual motors, a squirrel cage induction motor located at the front and a permanent magnet synchronous motor at the rear. Together they produce up to 390kW of power and 690Nm of torque.

This gives the flagship grade a 0-100km/h sprint time of just 4.5 seconds. There’s obviously ample power to be had here which will delight EV fans who like that tummy-falling sensation when accelerating.

A single front-mounted electric motor delivers the power here, with 87kW and 220Nm on offer. Enough, Fiat says, to knock off 100km/h in 9.0 seconds. But it does feel quicker than that in real life, thanks to the way electric vehicles deliver their power.

There’s the usual EV single-speed gearbox, too, with power sent to the front wheels.

The Sealion 7 Performance has a blade battery with a large 82.56kWh capacity which supports a 456km WLTP driving range. This isn’t terrible for city drivers but a regional driver will likely want a longer range. BYD includes a portable charging cable with the model.

Charging is sorted via a Type 2 CCS charging port which accepts up to 11kW on an AC charger and up to 150kW on a DC charger. On a 150kW DC charger, you can go from 10 to 80 per cent in as little as 32 minutes and that increases to more than eight hours on an 11kW AC charger. All of the figures are quite good and help with the general day-to-day convenience.

The official energy consumption figure is 20.4 kWh per 100km but after doing a healthy mix of open-road driving and city stuff, my average has popped out at 19.1kWh. I reckon it's a solid result for a ‘performance’ grade but I didn’t find the regenerative braking to be particularly strong on this model.

The Fiat 500e’s 42kWh battery provides a smallish 311km driving range on paper, but when we got in it was more like 290km at 96per cent charged. A city car, then, rather than a long-distance hauler.

When it does come time to charge, you’re set up for 85kW DC fast charging which should take you from zero to 80 percent in 35 minutes. 

The Performance grade offers plenty of power that is delivered wickedly quick without feeling overwhelming when you have to accelerate. You still feel in control, which is very important when you have outputs like this does.

The steering is responsive and light enough for quick lane changes. The general on-road handling is quite refined but there is more roll in corners than you’d expect and this is the only time the power can make the handling feel a tad wobbly.

Surprisingly, there isn't a one-pedal function and the regen braking isn’t particularly strong. It’s difficult to ‘creep’ forward in this in stop/start traffic where it can feel a bit jerky at times, so it handles best on the open road.

Visibility is mostly good but the rear window is narrow and a digital rear-view mirror would have been welcomed in this model. Suspension is sports-firm but forgiving over bigger bumps. 

The 360-degree view camera and surrounding sensors makes this super easy to park and honestly, you shouldn’t have any trouble manoeuvring the Sealion 7.

This is the probably the best-driving example of the Fiat 500 I’ve ever climbed into. Sure, it’s not quite as engaging as self-shifting a perky little manual, but it’s smoother, easier and more comfortable, and a whole lot better than ICE vehicles fitted with Fiat's odd dual-logic automatic gearbox.

The EV transition genuinely suits the little Fiat, admittedly sapping a little character, but also thoroughly modernising the drive experience, with smooth, constant acceleration, sharp-enough steering and a ride that’s mostly settled, only really becoming crashy over the bigger road imperfections.

The small dimensions here also help the EV reincarnation. Yes, it’s heavier than you might expect, weighing in at 1290kg (tare), with the batteries adding several hundred kilograms to the equation, but the 500e still doesn’t feel overly heavy, with the little Fiat remaining pretty light on its feet.

There are three drive modes on board, including the catchy Sherpa mode (because it will help get you where you’re going), which, when you’re running low on battery, kills the climate control and anything else it needs to preserve range and get you home. 

But you can’t shake the feeling that the 500e is a little expensive for such a specialist tool. It’s unashamedly a city car, but one that will cost you more than $50k, and which doesn’t feel quite premium enough in the cabin to justify that asking price.

There’s a heap of active safety stuff on board (again, unusual for a 500), with active cruise control, traffic sign recognition, front, rear and side parking sensors, blind-spot monitoring, AEB with pedestrian and cyclist detection, and more.

Still, the 500e only secured a four-star ANCAP safety rating, scoring just below the five-star cut off in Adult Occupant Protection, Child Occupant Protection and Safety Assist, with a lack of a centre airbag not helping.

The Sealion 7 is covered by a six-year/150,000km warranty which is good for the class. The battery is covered by an eight-year/160,000km warranty which is a normal term.

The Sealion 7 gets a 10-year capped price servicing but it’s expensive compared to some of its peers at $4157.

Servicing intervals are spaced at every 12 months or 20,000km, whichever occurs first.

The fly in Fiat’s ointment is its ownership proposition, with a three-year, 150,000km warranty now way below par in Australia these days, even if the battery is covered for the standard eight years. 

Servicing is every 12 months or 15,000kms, and will cost $250 a pop for the first eight years, which is commendably cheap.