Skoda Kodiaq vs BYD Atto 3

What's the difference?

The new Skoda Kodiaq Select 140TSI is a quiet achiever. It may not be as flashy as some of its rivals, and the engine won’t knock your socks off, but it delivers where it counts. This is a well-rounded seven-seater that’s comfortable, practical and cleverly equipped with more standard features than you’d typically expect from a base grade. If you’re after a family SUV that flies under the radar but ticks all the right boxes, the Kodiaq deserves a close look.

BYD hasn’t made dramatic changes to the Atto 3 for 2024, but has it done enough to lure in more buyers? 

The additional equipment, namely the larger infotainment screen and new tyres, will certainly help make the Atto 3 more appealing. And the technology behind EVs is more understood by the average motorists, so the barriers to making the switch to electrification are dropping.

But the single biggest factor is likely to be the price. At a time when inflation (and other reasons) is driving the cost of new vehicles up, having your updated model go in the wrong direction will only help make potential buyers take notice.

Especially when you consider Toyota’s closest rival to the Atto 3, the bZ4X, starts at $66,000, while the Tesla Model Y is priced from $55,900, making both significantly more expensive propositions. Heck, the cheapest Toyota RAV4 hybrid model starts at $42,260, only marginally cheaper than the Atto 3 Standard Range.

So, if BYD can make its value argument strongly it will help lure more new buyers to take the plunge into the world of EVs.

From the outside, the new Kodiaq looks more athletic than bulky, with a long and low stance that gives it a sleeker profile than many of its taller, boxier rivals.

The new restyled grille, 19-inch alloy wheels, and distinctive C-shaped LED tail lights give it an understated but handsome roadside presence. This is an SUV that favours quiet confidence with a European flair.

Step inside, and the cabin continues that design language with a stylish, angular dashboard and a well-considered layout that’s both practical and premium in feel. The black leather upholstery, crisp technology displays are complemented by Skoda’s clever new multi-function rotary dials.

Even in the base Select grade, the interior punches above its price point.

In a couple of words, not really. At least when it comes to the exterior design.

In fact, the biggest design change for 2024 is actually the colour of our test car, the new Cosmos Black. Apart from that, the rest of the Atto 3 is unchanged visually, which is becoming something of a trademark for EVs, at least from newer brands like BYD and Tesla. 

Instead of worrying about adding a new grille, different headlights or an alternative alloy wheel design, brands like BYD are focusing on updating batteries, the technology and other software enhancements to keep their models fresh.

The only exterior change is at the rear, where the previous 'Build Your Dreams' lettering has been replaced by a simple 'BYD' badge.

As for the interior design, kudos to BYD for not following Tesla down the cost-saving-disguised-as-minimalist-design path, but personally the design aesthetic and the variety of colours and trims used aren’t to my taste, but I can see why others may love it. The ‘guitar string’ door pockets are likely a particularly polarsing design choice.

BYD has added a new interior option, with a black/blue trim for the examples finished with grey and black exteriors, while white and blue painted cars get a blue/grey interior.

The Kodiaq does a solid job of blending family friendly space with clever design. Up front, there’s plenty of room to stretch out, and the wide door apertures combined with a 187mm ground clearance make getting in and out a breeze.

The front seats are genuinely comfortable, with thick padding, supportive side bolsters, extendable under-thigh supports and heating for both front occupants, which is a nice inclusion at this price point. The driver’s seat is also electrically adjustable with memory, which adds a layer of convenience.

Skoda has a reputation for smart storage and the new Kodiaq continues that trend. There’s a sunglasses holder, an umbrella nook inside the drivers door, removable rubbish bins in each front door pocket and a handy dual glove box set-up. The centre console offers a mix of deep storage, two cupholders and lots of charging options, including two USB-C ports and dual wireless charging pads, plus a third USB-C near the rearview mirror.

That said, the tech experience hasn’t been completely seamless. The 13.0-inch multimedia display looks sharp, but the touchscreen can be laggy at times. The three multi-function dials, while clever in theory, aren’t always intuitive in practice. Changing functions on the go can be fiddly, and I found the climate control system occasionally unresponsive — the ‘sync’ function worked inconsistently and for some reason, we couldn’t always unlock or adjust the rear climate control.

On the plus side, the system includes built-in sat nav, wireless Apple CarPlay and wireless Android Auto. CarPlay connected easily and stayed stable throughout the week.

In the second row, my eight-year-old had no trouble hopping in and out, and while the seats are on the firmer side, they’re still comfortable enough for long drives. Amenities are strong with two USB-C ports, a 12-volt socket, map pockets with device holders, and retractable sunblinds. There’s also a removable centre shelf between the seats that works as a clever storage solution, and the bench is wide enough to take advantage of all three top-tether anchor points.

And I have to call out one of my favourite Skoda features, the pop-out door edge protectors! This is the first time I’ve seen them in action and they’re brilliant. They automatically deploy as you open the door, helping prevent bumps and dings, which is a lifesaver for parents with energetic kids (like mine) who fling doors open with zero hesitation.

As with most three-row SUVs in this segment, the Kodiaq’s third row is best suited to kids. Adults can technically squeeze in but space is limited, with legroom and headroom both tight. It’s worth noting there are no directional air vents, USB charging ports or top-tether anchor points in the third row either, which might be a downside for some families.

Boot space, on the other hand, is a strong point. Even with all seven seats in use, there’s still a very usable 340L of cargo capacity which, is enough for a few school bags or a compact pram. There’s also an underfloor compartment for storing the cargo cover and space-saver spare tyre, which keeps things tidy. Fold the third row down and the capacity jumps to a generous 910L, giving you loads of room for family gear, groceries, or weekend luggage. The powered tailgate is another welcome convenience, especially when your hands are full.

The Atto 3 remains classified as a ‘Medium SUV’ but blurs the line between mid-size and small in terms of dimensions, especially inside. It’s not in the same size game as the Toyota RAV4 or Mitsubishi Outlander, but is close in size to the likes of the Honda ZR-V and Mazda CX-5.

While there’s a few key practical storage spaces, there aren’t as many as some newer rivals, which does suggest the Atto 3 design is starting to date or just wasn’t well thought-out enough in the first place; such as putting all the switchgear in the centre console rather than on the dashboard.

This was probably done, at least in part, to accommodate the rotating touchscreen, which seems like a poor design and practicality choice to me. Especially the new one, which at 15.8-inches when rotated to the portrait mode it starts to interfere with your vision and the layout is more user-friendly in landscape mode - both when using the native multimedia system or your smartphone connection.

Space is respectable in the back seats, and there’s both a USB-A and USB-C port for charging devices. While out the back the boot measures 440 litres, which is a respectable amount of space for an SUV this size, but there’s only a tyre repair kit instead of a spare wheel.

As we just mentioned, price has been a critical tool for carmakers looking to keep demand for EVs rolling along as the early adopters fade, and BYD is not immune from this. Earlier in 2024 the Atto 3 Extended Range, the model we’re testing here, started at $50,011 before on-road costs. Then in April 2024, BYD announced a drive-away deal for $45,990 for pre-registered demos. 

Now this updated model is priced from $47,499 (plus on-road costs), which is a jump up from the sale price, but is more than $3500 cheaper than the Atto 3 was at the start of 2024. Meanwhile, the Standard model is priced from $44,990 (plus on-road costs), which is also a saving of more than $3000 on the previous model.

The key difference between the Standard and Extended Range models are the batteries, so the specification is similar. Both variants are equipped with LED headlights, power tailgate, synthetic leather upholstery, power-adjustable front seats, 5.0-inch digital instrument panel and in-built satellite navigation.

One of the big ticket item changes for 2024 is the upgraded 15.8-inch multimedia touchscreen, which comes with BYD’s signature trick - rotating between portrait and landscape modes. This is upsized from 12.8-inch in the old model. Wireless Apple CarPlay and Android Auto are now standard too.

The Select is all-wheel drive and powered by a 2.0-litre four-cylinder turbo-petrol engine, producing 140kW and 320Nm. On paper, that’s a solid output for a family SUV, but in practice the power delivery can feel a little underwhelming at times.

The seven-speed dual-clutch automatic transmission is quick to shift but isn’t always smooth. It tends to upshift early, especially when you’re accelerating, which can dull performance and make the engine feel less responsive than it should. It's not sluggish, but it doesn’t feel particularly eager either — especially when loaded up with passengers or gear.

As with the design there isn’t much to say about what’s powering the Atto 3 because it’s the same as the 2023 model. Both the Standard and Extended Range use the same front-mounted electric motor, which makes 150kW/310Nm and drives the front wheels through a single speed transmission.  

With 0-100km/h times of 7.9 seconds and 7.3 seconds respectively for the Standard and Extended Range, the Atto 3 won’t shove you back in your seat, but it has adequate performance for a mid-size SUV. 

The Kodiaq has an official combined fuel consumption figure of 9.2L/100km, and paired with a 58-litre fuel tank it has a theoretical driving range of about 630km. It's not as long-reaching as some seven-seat SUVs (especially diesel-powered rivals), but it's not terrible.

After my usual mix of urban errands and a couple of longer highway trips, my real-world fuel use averaged 8.7L/100km. Not too shabby.

The Standard Range has a rated driving range of 345km (WLTP) from a 49.92kWh ‘Blade’ lithium-iron phosphate (LFP) battery while the Extended Range’s bigger 60.48kWh unit increases that to 420km.

Charging is capped at 70kW (DC) for the Standard and 80kW (DC) for the Extended. 

One of the major hurdles for EV brands is convincing people that they won’t run out of charge every day. At 420km the Extended Range Atto 3 will get most people through multiple days of commuting, so even with public charging you shouldn’t worry about range anxiety. 

Those drivers with commutes longer than 420km per day should be looking at something other than an electric car (and probably a job closer to home).

As I mentioned earlier, the powertrain is adequate but not impressive. The engine can over-rev at times, and it feels like there’s limited reserve when you really push it, though it’s far from gutless. It’s an odd one as you do have enough grunt to overtake safely on the open road, and it’s generally fine for a vehicle of this size, but it’s not particularly eager or lively.

The suspension strikes a good balance. It’s soft enough to smooth out bigger bumps and rough patches without feeling too floaty. At the same time, you still get decent feedback through the steering, and the Kodiaq corners reasonably well with minimal body roll.

Speaking of steering, it’s on the softer side and not as sharp as I’d prefer, but it’s responsive enough to make city driving and tight car park manoeuvres easy. Visibility is good all-around from the driver’s seat, which is good.

Noise levels are typical for a large SUV. Road and wind noise are noticeable, especially at higher speeds, but the cabin remains quiet enough to have a conversation in the middle row without raising your voice. If you’re sitting in the third row, though, you might have to ask people to repeat themselves from time to time. Still, it’s a comfortable space to spend time in.

The Select grade comes with a reversing camera, but the image quality isn’t great. The camera view seems skewed to the left, which caught me off guard occasionally. I found myself relying more on the mirrors and good old-fashioned looking around when parking.

Driving the updated Atto 3 feels… fine. Nothing special or class-leading, but within the expectations buyers should look for in a mid-size SUV. Which is meant as a compliment to BYD, as it is still a relatively new brand in this very competitive market and there are certainly some noticeably worse rivals in this same segment. 

The Atto 3 may not be the most comfortable, most powerful or most dynamic mid-size SUV, but it’s a perfectly nice thing to drive and it will get you from Point A to Point B quietly and smoothly.

Another of the major changes for 2024 is BYD’s decision to ditch the fantastically named, but not very good Atlas Batman tyres, replacing them with Continental rubber. The Atlas tyres were a major drawback on the old model, lacking grip and detracting from the driving experience, with the new ‘Contis’ solving those problems. 

In terms of safety, both Atto 3 variants get a comprehensive list of both passive and active safety features, enough to score a five-star ANCAP rating.

There’s airbag coverage for all occupants, 360-degree parking cameras, adaptive cruise control, autonomous emergency braking, forward and rear collision warning, blind spot detection, lane departure warning, lane keeping assist, rear cross-traffic alert, rear cross-traffic brake and door open warning.

Most of these systems behaved themselves during our testing, although the forward collision warning did seem overly sensitive at times, and sounded alarms over potential accidents that simply weren’t a problem. Still, compared to some modern brands, the BYD systems performed well.

The Kodiaq is backed by a seven-year/unlimited-kilometre warranty that is better than the five-year cover you’ll find on some of its rivals.

Servicing is required every 12 months or 15,000km, whichever comes first, and Skoda offers pre-paid service packs for up to seven years. These average out to around $393 per service, which is competitive for this segment and helps take the guesswork out of maintenance budgeting.

The Kodiaq runs on 95 RON premium unleaded, which is worth factoring into ongoing costs.

BYD offers a six-year/150,000km warrant for the vehicle, with eight years/160,000km coverage for the batteries.

Service intervals are every 12 months of 20,000km and while a minor service is only $165, every second visit is more expensive, ranging from $498 to more than $600. There may be less oily bits under the bonnet but there’s still a cost to owning an electric car.