Toyota Granvia vs BYD Dolphin

What's the difference?

The Granvia VX is great at being plush, comfortable and easy to drive, but it's not as practical as a people mover should be. And while the engine provides a great driving experience, you'll be filling up the tank often if your trips are mainly urban and city focused.

Chinese manufacturers have been impressing us lately with the strides they’ve been making, and BYD is no exception with its Dolphin.

Not only does this hatch help bring the price down for prospective EV buyers, but it leaves a solid impression of a cohesive, well-built car, which is also quite a bit of fun to drive.

It’s not the fastest, nor is it the most practical, and there are a handful of downsides to its design and software, but when it comes down to it, this is simply a great value entry-level electric car.

The Granvia is a new-generation people mover based on the Toyota HiAce commercial van and arrived in Australia in 2019. The resemblance to the HiAce is obvious although dressed up in its Granvia clothes it's a handsome and professional looking little bus.

I'm a fan of the protruding nose (which helped it earn the five-star ANCAP rating, see more on safety below) and I even like its big, shiny Transformer face and the 'L-shaped' tail-lights which aren't to everybody's taste.

Also, when I say little bus that's only in comparison to actual buses, like the one I convinced people not to get on in my video. Compared to a seven-seater SUV such as the Kia Sorento or Toyota Kluger, the Granvia is enormous.

Look at the dimensions. The Granvia is 5300mm long, 1990mm tall (not counting the aerial) and 1970mm wide, not counting the wing mirrors (which can be folded in).

While the length was hardly ever a problem for me while driving it over the week, the height saw me just make it under the 2.0m clearance in our underground carpark and I had to fold the aerial down to do it. Beware, many carparks have a max headroom of just 1.9m.

The cabin of the VX is impressively plush from the quilted leather reclining second-row seats to the 'woodgrain-look' trim throughout.

During my test I played bus driver to a number of passengers (no, seriously I picked up random strangers off the side of the road – see the video) and all were impressed by the Granvia's premium-feeling interior.

You wouldn’t know it in Australia, but BYD has a huge and diverse range of vehicles with lots of different styling approaches in its home market of China.

The cars we get here, though, consisting of this Dolphin hatch, the Atto 3 small SUV, and the upcoming Seal sedan all seem to share more or less the same curvy, futuristic theme.

Contemporary touches on the exterior of the Dolphin include the bar light and full ‘Build Your Dreams’ typeface embedded in the rear, the blocky gloss black alloy wheels (17-inch on the Premium we tested), the two-tone colour scheme, and of course, the grille-free face.

Short overhangs and a tall body seal the EV deal, with the Dolphin looking closest in its aesthetic to something like the Volkswagen ID.3 than anything else on the market. It perhaps won’t be for everyone - it’s a little more experimental than the more conventional look worn by the MG4 - but then, for others this distinctiveness may be a selling point.

The interior look and feel is the biggest surprise. Somehow, the Dolphin, despite being more affordable than its larger Atto 3 sibling, feels a cut above when it comes to its design theme and build quality.

The weirdly organic touches designed to mimic muscle fibres in the Atto 3 have been traded out in favour of something a bit slicker.

I really like the material choices here. The use of neoprene across the lower half of the dash, in the doors, and down the centre of the seats feels a lot less pretentious than the standard synthetic leathers you usually get at this price-point, and there’s an agreeable mix of plastics as well as gloss and matt finishes. 

The nods to this car’s name which are present are a bit more toned down and fit with the design in a more subtle way.

The floating door handles, designed to resemble a fin, are a much nicer piece than the weird rotary ones in the Atto 3, and the wavy touches across the top of the dash aren’t too in-your-face and add an element of intrigue. I like it much more than I expected to.

It’s clear this space is designed around the giant multimedia panel, for better or worse. It looks spectacular, it’s nice and sharp, and the software, which looks as though it’s trying to emulate Tesla, does a pretty good job.

It’s quick, sharp, colourful, and has nice large iconography to jab at while you’re on the move, although some of the driving settings are ambiguously labelled and require clicking through to a sub-menu to alter. You’d get used to it, but it isn’t as slick as a Tesla operating system.

It also rotates, because of course it does, although one quirk I found with this is the polarised coating on the screen made it impossible to see when in portrait mode if you were also wearing polarised sunglasses.

Also, Apple CarPlay doesn't work in portrait mode. A gimmick? You decide.

The floating physical rotary controls jutting out below are a also a brilliant little piece of design. On one side you have your gear shifter, and on the other you’ve got your volume control, between them there are core functions, an on/off switch and an auto button for the climate, as well as the hazard light and drive mode controls.

It would be nice to also have a fan speed and temperature toggle, as these functions can only be used through the touchscreen, but there are worse offenders for clumsy climate controls on the market.

The Granvia VX tested was an eight-seater (four rows of two seats) and being so tall and long would mean the space inside is going to be good, right? Nup. The Granvia doesn't seem to make the best use of its enormous cabin.

Seating, while undeniably comfortable and luxurious in the second and third rows, doesn't offer great legroom when you have a full load of people on board. I could only just sit behind my driving position in the second row and then behind that in the third row, but there was no way I could then fit in the fourth row.

And while cabin storage is great with the biggest centre console bin I've ever seen – I could fit my head in it (see the video) – and there are 10 cupholders, six coat hooks and a folding table, there isn't a boot or any room for cargo, not in the eight-seater (with all seats in use) I tested anyway. With all four rows in place there is only enough room for a few items no wider than a box of cereal (watch the video, to see what I mean).

Folding up the base on the fourth row seats means they can slide forward and that does free up a little bit of space for cargo, but if you are only going to be using the Granvia for six people, then my advice is to go with the six-seater and have a big boot at your disposal all of the time.

The Granvia VX is outfitted well with charging points – there are seven USB ports all the way back to the third row and two 12-volt outlets.

We'll get to what the Granvia is like to drive in a moment, but what I can say here is that the driver and passengers sit high, like looking-down-on-four-wheel-drive-utes high.

Access into the front seats is a bit of a climb up and proved tricky for my 75-year-old Dad with his gammy knee, but entry into the second-row seats was easy thanks to a wide step and a large aperture.

The small table between the second-row seats blocks the aisle, so the only way to get to the third row is by sliding the second row forward. Fourth row access is more difficult but compared to entry into the back row of most seven-seater SUVs it's a breeze.

The clever design bits don’t end with the controls and themed motifs, either. While the Dolphin’s cabin feels a bit smaller than many of its rivals (because, physically, it is), efforts have been made to make it a versatile space. 

There are plenty of little storage areas throughout. There’s the floating one below the touchscreen, which suits wallets and sunglasses. There’s one with a roll-out cover set low below the controls which is good for smaller objects you don’t want moving around the cabin.

A large cubby is located underneath the armrest between the two seats for bigger objects and a slick wireless phone charger cut out from the top.

The two centre bottle holders are a little small, as are the cut-outs in the doors, so if you’re negotiating with an XL takeaway soft drink you might run into trouble.

The dark theme for the interior in our car doesn’t help the more closed-in feel, but the standard panoramic fixed sunroof (mercifully with a rolling shade) helps to keep the space airy.

I found it easy to set up my driving position, another clever touch being the little digital instrument panel perched on the steering column, so no matter how you adjust it you can always see it.

I was a little concerned the rear seat would be tiny, because this car doesn’t look big from the outside, but I was most definitely wrong.

Behind my own seating position, at 182cm tall, I had leagues of knee room and plenty of space for my feet thanks to the flat floor. I also had sufficient but not stellar headroom, and the soft-touch materials continue into the doors and seat trim.

I will say, the abundance of synthetic leather is much more evident for rear passengers, but it feels like a minor complaint.

Again, the bottle holders in the doors are tiny, but at least the ones in the drop-down armrest are generous. The middle seat is very useful thanks to the flat floor, although there are no adjustable air vents for rear passengers.

The backs of the front seats have a variety of pockets in different shapes and sizes, and there are USB-C and USB-A ports on the back of the centre console, alongside a bizarre centre bottle holder which is on an angle.

Boot space is 345 litres if you move the false floor to its lowest position. I was just able to squeeze in the three-piece CarsGuide luggage set with a bit of fiddling around.

With the second row down, room expands to 1310L, and you can bring the false floor up in the boot to make the load area flat.

The space underneath is quite good for storing charging cables and such, but keep in mind the Dolphin doesn’t offer additional frunk storage.

What it does offer is a vehicle-to-load adapter, which lets you power household appliances via its external charging port. Neat, and rare at this end of the EV market.

Yep. This is the new cheapest electric car you can buy in Australia. This title is a frequently moving target, but again, at the time of writing, the entry-level Dolphin variant, at $38,890, before on-road costs and state-based incentives, undercut the MG4 by just $100, and the GWM Ora by $1100.

Importantly, its starting price is now in the realm of relevant combustion rivals. For similar money, you can hop into a high-spec Corolla (ZR Hybrid $39,100) for example, so this is the first time electric cars have become so affordable for the average consumer.

There are two Dolphin variants for now. The entry-level Dynamic, and the top-spec Premium. Both share more or less the same standard equipment levels, although they are differentiated by having different battery sizes and electric motor outputs.

You can’t talk electric car value without talking range, but thankfully, despite its low price, the Dolphin delivers on this front.

The base car scores a 44.9kWh battery, granting it a 340km WLTP-certified driving range, while the top-spec Premium ups this to a 60.5kWh unit, delivering a more substantial 427km range.

The entry battery is more than enough for city commuters, while the larger battery is enough to suit intercity freeway drives.

There are also plenty of longer-range EVs on the market, the Polestar 2 and Tesla Model 3 being chief among them, but for a vehicle at this price and in this market segment, the Dolphin is a huge improvement on some mainstream offerings, like the Mazda MX-30 and Nissan Leaf which can’t offer the same price-to-value ratio.

A lot of BYD’s ability to provide such an appealing price and driving range is down to its battery technology.

Unlike other automakers which need to buy batteries from suppliers, BYD designs and builds its own batteries, using an LFP chemistry which is cheaper and uses fewer scarce materials while offering economies of scale as well as the exact right size and form factor for its vehicles.

If this leaves you thinking the Dolphin must be sub-par when it comes to standard inclusions, you can think again, because this car also delivers with 16-inch alloys, LED headlights and tail-lights, a massive 12.8-inch multimedia touchscreen with built-in nav as well as Apple CarPlay and Android Auto connectivity, a wireless phone charger, electrical adjust and heating for the front seats, keyless entry with push-start ignition, climate control, and a comprehensive suite of active safety items.

Not bad at all, and the interior blend of neoprene and synthetic leather feels a bit nicer than the base MG4's cabin, for example.

The Dolphin might be as cheap as it gets when it comes to an electric car, but the value on offer here speaks for itself.

The Granvia has a 2.8-litre four-cylinder turbo-diesel engine – the same one found in the Toyota HiAce van and with 130kW/450Nm I found there was more than enough grunt to handle city duties or overtaking on motorways.

Equipped with a diesel particulate filter there's a burn-off switch located near the driver's right knee. The Granvia will tell you when it's time to activate the burn-off function.

The 2.8-litre diesel is fairly quiet and responsive while the six-speed automatic shifts smoothly. There's not much to complain about in terms of the usability of the engine and transmission, they performed well – it's just that with it having to carry around a vehicle weighing nearly 2.7 tonnes fuel economy was never going to be great (you can read about this below).

There’s the choice of two powertrains for the Dolphin. Both are single-motor front-wheel drive set-ups.

The base Dynamic can make use of 70kW/180Nm which sounds underpowered to me, but the car we tested for this launch review was the Premium which offers a much healthier 150kW/310Nm.

As well as the increase to battery capacity the Premium upgrades the suspension to a rear multi-link set-up.

While the base car seems like such a value buy, the increase in power, ride quality, and range seems to justify stretching to the Premium if your budget allows.

The specifications given by Toyota give the Granvia's combined fuel consumption as 8.0L/100km from the 2.8-litre four-cylinder turbo-diesel.

That sounds fantastic, but in reality after a combination of motorways and urban use the trip computer was reporting 12.9L/100km. A separate fuel test (carried out by myself) saw the Granvia use 21.4L over 127km of city and urban driving (measured at the fuel pump), which comes to 16.8L/100km.

That sounds like a lot, but it makes sense when you consider how heavy the Granvia is. It's 2660kg without anybody on board! If you're carrying eight people weighing 60kg your total mass is tipping the scales at 3140kg and your fuel economy is going to be significantly higher again. The GVM, by the way, is 3500kg.

Really, the Granvia is the perfect argument for a hybrid powertrain, because tour operators or parents ferrying their family around the city are going to want better fuel economy.

As previously mentioned, each variant also gets its own battery capacity. The entry-level Dynamic offers a 44.9kWh battery and 340km of driving range, while the top-spec car offers a 60.5kWh unit with a driving range of 427km.

Charging on a fast DC unit maxes out on 60kW for the Dynamic or 80kW for the Premium.

This sounds slow, with many rivals offering in excess of 100kW charging at a minimum, but because the Dolphin’s battery sizes are so trim, it still means an 80 per cent charge will arrive in a little over half an hour.

On the slower AC charging standard, the max speed is a disappointing 7.0kW. For a fully electric car, we prefer to see at least 11kW as it makes it worthwhile to plug-in to an AC unit at a shopping centre to add roughly 70 - 100km of range an hour.

Because the Dophin is also quite efficient, though, you can still expect about 50km an hour to be added on this charging standard.

Official energy consumption for the Premium as-tested is 14.2kWh/100km, and we saw an impressive 14.1kWh/100km on our brief test program, making it one of the more efficient EVs I’ve ever driven.

For a 5.3m long, 2.0m tall box on wheels the Granvia sure is easy to drive. I live in Sydney's Inner West (get your chai latte jokes out of the way now, please) and drove it daily through horrendous traffic on potholed roads, navigated through the tiniest streets and squashy car parks, went fishing in it and ate up motorway kays on the weekends.

There are going to be people who snort at that eight of 10, but I'm telling you  it's down to three things: comfort, ease and engine.

The seats were comfortable and supportive (my passengers felt the same way – again see the video of me being a bus driver), the ride is composed thanks to the suspension and no doubt the weight and the wheelbase of the Granvia.

The visibility is excellent thanks to those giant windows, the ride height and tech such as that digital rear view mirror, while the steering is light, and the turning circle is excellent at 11.0m.

Finally, that 2.8-litre turbo-diesel engine. Yes, it's thirsty but from a driving perspective only it's great – smooth and responsive.

Often vans are prone to a booming sound reverberating around the cabin and the Granvia VX was also a victim of this phenomenon with road noise echoing around inside. It's not bad and I could still hear people in the second and third rows, however.

The Dolphin is immediately impressive. From the get-go I was greeted with a feeling of quality from the car in ways I didn’t expect. The steering feels nicely balanced and not too artificial like it can be on some EVs, while the interior is refreshingly ergonomic.

The ride might be the Dolphin’s most impressive trait, with a feeling of balance across both axles, and a spritely feel to the whole car.

It is trim for an EV, with a kerb weight of 1658kg, which no doubt helps the steering feel, and the efficiency.

As it is, I didn’t experience the kind of crashing and wallowing many EVs suffer from on larger bumps, and smaller bumps seemed to be filtered out with ease.

It even feels nicely balanced in the corners, pairing nicely with the great steering feel which is not something we’ve come to expect from Chinese cars.

The motor is also willing, with software tuning keeping power delivery on the right side of overwhelming, although the warm-hatch equivalent's seven second 0-100km/h sprint time is a hint at what it’s capable of.

Unfortunately, it is let down by a pretty sub-standard factory tyre package. The LingLong Comfort Masters are designed for the Dolphin, complete with little Dolphin markings on them, but are hardly inspiring for traction when you plant the accelerator or tip it into a corner with enthusiasm.

They are better than the pretty much no-name Atlas Batman A51 tyres which came on the Atto 3, but even MG has wised up to putting tyres from renowned manufacturers on its Australian-delivered cars.

The Dolphin is also easy to park, thanks to its excellent surround camera suite and tight footprint, but visibility out of the tiny rear window is limited and made worse by the huge headrests for the outboard back seats.

In terms of electric driving characteristics the Dolphin offers two levels of regen braking, one which is virtually non-existent, and another mild tune.

Surprisingly, there’s no single-pedal mode, and the Dolphin leans on blended braking more than some of its rivals. It feels a lot more traditional to drive in this sense, so may be well suited to someone hopping out of a combustion car.

The drive modes are quite dramatic, with 'Eco' mode limiting motor torque and even switching off the climate control, while 'Sport' will make bouts of wheelspin a bit too easy by upping the response time from the motor. I found it best to stick to the nicely-balanced 'Normal' setting.

Tl;dr? The Dolphin is impressive. It’s responsive, relatively light, and has a sense of quality to it through its great ride and decent handling. Not bad for the cheapest EV in Australia.

The Dolphin was recently awarded a maximum five-star ANCAP safety rating and is equipped with seven airbags and a robust list of active safety gear.

There’s auto emergency braking, lane keep assist, blind-spot monitoring, driver attention alert, rear cross-traffic alert, front cross-traffic alert, traffic sign recognition, and adaptive cruise control.

It’s one thing to have great active safety items, it’s quite another to calibrate them well so they don’t interfere with the driving experience.

The Dolphin does okay on this front. I found the lane keep system could occasionally be alarmingly heavy-handed, although it activates less than the very annoying system on my Haval Jolion long-termer.

The pre-collision alert also triggered several times due to parked cars on the side of the road, but turning down the sensitivity seemed to solve this problem.

Also included is an excellent 360-degree camera suite, ISOFIX points on the rear outboard seats, a ‘child presence detection’ system, which apparently sounds a warning if you leave a child in the back seat, and turns the air conditioning on if you ignore it, and there's even a tyre pressure monitoring system to top it off.

The Granvia is covered by Toyota's five-year, unlimited kilometre warranty. Servicing is recommended by Toyota at six-month/10,000km intervals with capped price servicing of $240 per service for three years or 60,000km.

The Dolphin is covered by a six-year or 150,000km warranty, which beats a lot of mainstream rivals for its duration, but not its distance.

In the EV segment it plays in, though, things are a bit tougher, as its primary Chinese rivals, GWM and MG, are offering seven year and unlimited kilometre warranty promises.

Service pricing is available all the way out to 96 months or 160,000km, averaging $299 per year for the duration, which is pretty good.

Many rivals are offering free servicing for several years, and there are also many electric cars which only need to see a shop once every 24 months or 20,000km, compared to the Dolphin’s more traditional 12 month intervals.