BYD Atto 2 review

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Fast-growing Chinese EV specialist takes aim at one of Europe's key growth segments

This era of the high-rise electric superminis that we’re living through is showing no sign of stalling. We now have a class packed with all kinds; premium ones (Volvo EX30, Alfa Romeo Junior), sporty ones (Mini Aceman, Ford Puma Gen-E), avantgarde-stylish ones (Kia EV3), retro-stylish ones (Renault 4), and even cutesier retro-stylish ones (Fiat Grande Panda). 

Amongst it all, what should a brand like BYD do to make its entrant stand out? Not much, apparently. The BYD Atto 2, just arrived in the UK, seems to have a mission simply to blend in. It looks very much like a shrunken down BYD Atto 3, though it also trades on cues obviously borrowed from the likes of the Smart #1 and Mercedes EQ brand. It’s practical, broadly pleasant, well-equipped, and inoffensive both to use and drive. 

It’s fine, in other words. Passable. ‘Competitive’, if you like. But it isn’t the sort of car you’ll likely notice or remember; aiming instead to meet every reasonable expectation without notably exceeding any particular one.

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DESIGN & STYLING

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Like the BYD Seal saloon and Atto 3, the Atto 2 sits on BYD's e-Platform 3.0. It features MacPherson-strut suspension at the front and a torsion beam axle at the rear that has been strategically positioned to maximise boot space; and has what BYD describes as unique-in-class 'cell-to-body' style battery construction which is alleged to boost the chassis's torsional rigidity and enhance interior space.

The car comes in single-motor, front-driven form only; but in a choice of two derivatives (Boost, Comfort) with differing power outputs and ‘blade’-style lithium iron phosphate battery packs. 

174bhp, 51kWh, lower-rung Boost models are available in BYD’s 88-outlet UK dealer network now; 201bhp, 65kWh Comfort models will follow before the end of 2025. A little puzzlingly, BYD claims the same 7.9sec 0-62mph sprint for both; though lab-test range in the latter jumps from 214- to 261 miles, and peak DC rapid charging power from 82- to 155kW. The latter range figure positions the car beyond the potential of most ‘B-SUV’ rivals, with only the MG S5 EV, Kia EV3 and Skoda Elroq promising more - and only marginally so in the Skoda and Kia - for comparable outlay.

Styling-wise, the car's designed to mimic its big brother. There are standard-fit LED headlights and slim daytime running lights, along with 'Chinese knot' rear lights incorporated into a full-width light bar, as well as standard-fit 17in alloy wheels with a unique design.

Overall, the Atto 2's profile looks plain, and not unrecognisable as a BYD; if derivative. Many of its rivals are more distinctive and interesting to look at.

Measuring 4310mm long, 1830mm wide and 1675mm tall, it's 145mm shorter and a little slimmer than the Atto 3 but actually slightly taller. Its 2620mm wheelbase is usefully longer than many of its rivals', however.

INTERIOR

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The Atto 2’s interior has the big picture covered. There’s a good-sized split-level boot, whose capacity is rated 50 litres greater in the case of the upper-tier Comfort model than in the lower-tier Boost, for reasons that BYD has yet to explain; but which is an ample size either way.

The second-row seats have enough leg- and headroom for grown adults to travel, and plenty of useful storage around them. And up front, there’s a matching roomy feel, and mostly good comfort and adjustability from the driver’s seat; all except for the non-adjustable integrated-style head restraint, which tended to poke this tester annoyingly in the nape of the neck. 

BYD still seems foxed by the idea of a conventional trip computer. The Atto 2 prefers to indicate its efficiency in kWh/100 miles - though it's averaged over a rolling 50-mile interval, a little oddly (most Brits would prefer mpkWh, you'd imagine). Weirder still, you can ‘clear’ the figure it shows but not reset it; and, when you do, the same number pops back up in the display a few seconds after it disappeared, as if it’d never been away.

Material quality is mixed. There’s plenty of synthetic ‘leather’ trim around the place, and the majority of the car’s fixtures and fittings feel solid and secure. But there are also some dull, hard plastic mouldings and unconvincing material imitations in conspicuous places to mar the overall impression a little; and none of the more eccentric inclusions (guitar-string storage straps, anyone?) of the bigger Atto 3 to lift a pretty drab and unremarkable ambience.

Multimedia system

All Atto 2s get an 8.8in digital instrument screen, which is accompanied by an infotainment touchscreen of 12.8in that can be rotated from portrait to landscape depending on your preference. ​

Elsewhere inside, every model supports over-the-air updates, and is equipped with wireless Apple CarPlay and Android Auto, voice command, seats upholstered in faux leather, heated seats, a crystal-effect gear selector and a panoramic glass roof.

The large instrument display and infotainment display both have good clarity, but the latter takes some getting used to.

The rotating touchscreen is responsive and suffered no glitches during our time with it. The Android-based software pleases the eye with soft, light-coloured graphics; but the menu structures are a bit haphazard and the individual icons around the periphery of the screen are too small and fiddly to hit at arms length. They also look very similar to each other, making it more challenging to use while driving.

Thankfully, BYD has resisted the temptation to put every secondary control on the touchscreen. There are a number of physical buttons on either side of the gear selector, including for the air-con, audio volume, for motor regen control, and the windscreen demister.

A quick-access menu for control of ADAS functions is accessible with a downwards swipe from the top of the screen, and can be configured to give reasonably easy access to deactivative things like driver monitoring (very insistent and irksome if left on), lane keeping assistance and speeding alerts. But BYD isn't quite on the same level as rival brands with this yet, and doesn't offer a 'custom' ADAS mode that allows you to configure the car's mandatory active safety nannies with one button press.

ENGINES & PERFORMANCE

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The Atto 2 offers four drive modes, Eco, Normal, Sport and Snow Fields, each slightly changing the steering mapping and throttle response.

Generally, it’s a pretty easy and agreeable car to drive, although it’s one that much prefers progressive throttle-, steering- and braking inputs.

It’s relatively lightweight for an electric mid-size SUV (1570kg at the kerb), which means the 174bhp motor does the job of hauling it from A to B at a credible pace. A 0-62mph time of 7.9sec is, indeed, pretty decent.

It mostly accelerates smoothly and progressively, and its torque is evenly metered out across the motor's rev range. In its natural habitat, the city, it’s well suited to modulated, gentle inputs; but doesn't respond so well to more abrupt, hurried ones. 

Even with the lesser Boost model, there's enough flexibility in the motor's performance for the car to feel within its comfort zone on the motorway.

There’s no paddleshift brake energy regeneration control, however. BYD tends not to bother with this - though, frankly, it should - using a toggle button instead to cycle through ‘standard’ and ‘high’ settings. Conveniently, brake pedal progression is good - so the driving experience doesn't suffer too much from the lack of progressive regen control on a trailing throttle. Even so, closer manual control is always preferable.

RIDE & HANDLING

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BYD’s engineers pride themselves on the Atto 2’s manoeuvrability in tight spaces, and with a small turning circle of 10.5m, they have a point; that’s better than plenty of rivals.

Handling, steering and body control are respectable, but each leave a little to be desired; the body feeling a little wayward and underdamped on country roads, traction being a little scant away from junctions, and the steering vulnerable to diversion by drive forces but otherwise feeling somewhat over-assisted and anodyne. 

Around town, the Atto 2 has a calm, if slightly wallowy ride. Its steering is typically light and feels quite remote. You don’t really notice this in town and below 40mph, but on motorways and faster country roads, the steering starts to feel quite disconnected, the ride becomes unsettled over long undulations, and there’s some heave, and a want of control, to the way the car pitches and rolls around tighter bends, almost as though it weighs more than it does.

It seems ride comfort comes above body control in the BYD hierarchy; but the Atto 2 often can't deliver on both.

Wind noise is also an issue at higher speeds. The large door mirrors seem to create more aerodynamic drag than the engineers bargained for. Road noise is quite well subdued, though.

MPG & RUNNING COSTS

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BYD claims the Atto 2’s powertrain is 89% energy efficient and that the standard heat pump will extend its range by 10-20% in winter months. On our mixed test route, we saw close to 5.0mpkWh from the Boost model on slower B-roads, dropping to about 4.0- at motorway speeds. So a real-world range of between 200- and 250 miles ought to be viable, which is quite good by class standards - with the Comfort model ready to take you further, should you need.

As standard, the Atto 2 gets a six-year/90,000-mile warranty, while the battery gets an eight-year/120,000-mile warranty - better than some rivals' offerings.

It's priced from a little over £30,000, rising to just under £35,000 for the Comfort model; so, unlike some of BYD's offerings in recent years, it's not unrivalled on value for money amongst either Chinese or European competitors (especially after recent UK government purchase incentives). But a generous standard equipment tally, and other rational considerations, ensure it's fairly convincing value nevertheless.

VERDICT

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Rational, sensible factors like efficiency, space and value are about the best adverts for the Atto 2; at a time when many of its rivals seem to have more compelling ones, however subjective they may be.

Its levels of equipment are generous and its warranties competitive. It’s practical, quite comfortable, efficient and rangey enough, and easy to drive around town

But, relative to the latest small crossovers from more established brands, there's much it doesn't offer. Out on the open road, its body control and drivability fall short of the class standard. And when you consider alternatives like the Renault 4, Mini Aceman and Volvo EX30, the Atto 2's lack of desirability and distinctive style become quite conspicuous.

Even amongst the most value-orientated brands, there a cars (like MG S5 EV) we'd recommend over this.

Jonathan Bryce

Jonathan Bryce
Title: Social Media Executive

Jonathan is Autocar's social media executive. He has held this position since December 2024, having previously studied at the University of Glasgow before moving to London to become an editorial apprentice and pursue a career in motoring journalism. 

His role at work involves running all of Autocar's social media channels, including X, Facebook, Instagram, TikTok, Threads, YouTube Shorts, LinkedIn and WhatsApp. 

Matt Saunders

Matt Saunders Autocar
Title: Road test editor

As Autocar’s chief car tester and reviewer, it’s Matt’s job to ensure the quality, objectivity, relevance and rigour of the entirety of Autocar’s reviews output, as well contributing a great many detailed road tests, group tests and drive reviews himself.

Matt has been an Autocar staffer since the autumn of 2003, and has been lucky enough to work alongside some of the magazine’s best-known writers and contributors over that time. He served as staff writer, features editor, assistant editor and digital editor, before joining the road test desk in 2011.

Since then he’s driven, measured, lap-timed, figured, and reported on cars as varied as the Bugatti Veyron, Rolls-Royce Phantom, Tesla Roadster, Ariel Hipercar, Tata Nano, McLaren Senna, Renault Twizy and Toyota Mirai. Among his wider personal highlights of the job have been covering Sebastien Loeb’s record-breaking run at Pikes Peak in 2013; doing 190mph on derestricted German autobahn in a Brabus Rocket; and driving McLaren’s legendary ‘XP5’ F1 prototype. His own car is a trusty Mazda CX-5.

New BYD Atto 2 cars in stock

 BYD Atto 2 51.1kWh Boost Auto 5dr
£28,745
10miles
Electric
Automatic
5
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