BYD Dolphin G review

Chinese giant takes on the Renault Clio with a made-for-Europe plug-in hybrid hatchback

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Perhaps no news story better reflects the surreal time we currently live in than the recent report that Iran was planning to deploy a pod of kamikaze dolphins in the Strait of Hormuz. Yes, apparently the seemingly lovable aquatic mammals can be trained to act as game-changing offensive weapons. And you thought Flipper looked so innocent.

Maybe they got the idea from the BYD Dolphin G, because while this might look like a friendly new hatchback, it has actually been conceived by the Chinese giant as a potent weapon with a clear porpoise – sorry, purpose: to sink rivals in the huge European small car segment.

The new Renault Clio and Toyota Yaris rival is the first BYD model developed specifically for Europe and becomes the only B-segment hatchback on the market with a plug-in hybrid powertrains. And a target price of £23,000 to £25,000 could help torpedo some rivals.

Expanding its PHEV technology into smaller segments is a new trend for BYD: it recently retrofitted the related Atto 2 electric crossover with its 'Super Hybrid' technology.

Executive vice-president Stella Li insists that the firm can only do so thanks to its advanced PHEV technology, which is packaged smaller than rivals, and on paper it is compelling.

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DESIGN & STYLING

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The Dolphin G carries the latest version of BYD's 'Ocean' styling, and while it's not the most memorable thing in the world, it's perfectly pleasant. After an early scattergun approach, the firm is introducing some welcome consistency on its UK line-up, and as awareness builds, you might actually recognise this as a BYD.

There are some neat touches too, include active air intake on the front grille to help balance engine cooling and aerodynamic efficiency.

In case you were wondering, according to BYD executive vice-president Stella Li, the 'G' in this car’s name stands for ‘genius’.
James Attwood
Associate editor

At 4160mm, the Dolphin G is slightly longer than the Clio; it’s also slightly wider and longer and has a stretched wheelbase. That aids interior space and enables a substantial boot that measures 425 litres (including an underfloor compartment).

While it isn’t technically related to the larger Dolphin or smaller Dolphin Surf EVs, the Dolphin G does carry a family resemblance and is neatly resolved in the metal. 

The Super Hybrid powertrain is broadly the same as the one in the Atto 2 DM-i, although this is actually the first model in Europe to feature the latest 5.0 version, which is claimed to be more efficient.

The system features a 128bhp four-cylinder 1.5-litre petrol engine and two electric motors: a 161bhp drive unit and a generator. Broadly, it powers the front wheels via the motor, with the engine largely used as a generator to keep the battery topped up. Drivers can choose to run in EV or hybrid mode.

Entry-level Active models have a system output of 173bhp and feature a 7.2kWh battery, giving 25 miles of electric-only range. Other models, such as our Comfort test car, make 209bhp and use an 18.3kWh pack for 65 miles of EV running – and a total range of 646 miles. And yes, it's a meaningless figure, because this is a PHEV, but combined fuel consumption of 202mpg is still pretty grabbing for a small hatch.

BYD describes the Dolphin G as being made-for-Europe, because it will not be offered in its other key markets, China and South America. But the car will still be made in China, at least initially; BYD does have plans to eventually begin production in its new factory in Hungary.

INTERIOR

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Inside, the Dolphin G is a touch anodyne, but there really is very little to complain about.

The central touchscreen (12.8in in our car) is crisp and clean and BYD’s latest infotainment system – featuring built-in Google Maps – works well enough. There are a few physical buttons, most usefully for the drive-mode selectors, and if the interior materials are a little plain and plastic, that’s to be expected in this class and price bracket. 

Notably, the Dolphin G has an extensive list of standard driver assistance features and, yes, some of them will bong at you annoyingly if you don’t turn them off. 

The panoramic glass roof on our test car made the interior feel quite open, and there was reasonable space in both front and back. That said, you do feel like you perched on the car rather than lowering into it like a dynamic hatch: the big PHEV battery sits under the floor, as in an EV.

ENGINES & PERFORMANCE

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On the road, the Super Hybrid powertrain is perfectly unobtrusive. As its 0-62mph time of 8.4sec might suggest, it’s not especially sporting, but it’s absolutely fine for general use.

It’s calm and relaxed in EV mode, and while you can hear the petrol engine when it fires up, it’s rarely intrusive, giving quite a refined feel.

The Dolphin G features a fairly standard small-hatch set-up, with MacPherson struts up front and a torsion beam at the rear.

And on our test car's 18in wheels, it handles decently enough, despite a 1555kg kerb weight.

The steering is responsive if not dynamic, and the 5.5m turning circle makes it easy to manoeuvre in tight spaces.

The ride is generally decent, although on rougher terrain such as cobbles it would jolt uncomfortably.

As with many BYDs, this is a car for rational rather than emotional appeal: it’s not really sporting but it’s versatile and relaxed to drive. 

MPG & RUNNING COSTS

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On our relatively short first drive, the Dolphin G proved frugal: our mixed test route around Berlin we achieved an indicated 65mpg average, even with the battery depleted to 20% for the second half, preventing EV mode from kicking in. That said, the hybrid mode worked reasonably well, and rooting into the various sub-menus allows you to boost the regenerative braking and alter the driving modes to further raise the efficiency.

You can achieve similar MPG from a full hybrid Yaris, but the Toyota doesn’t offer the Dolphin G’s party trick of being able to pretend it’s an EV. 

Four trim levels will be offered, with the Active model starting from around £23,000. Boost and Comfort trims add various bits of extra kit, while Sport adds some extra styling flourishes.

VERDICT

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The Dolphin G may not be as arresting as the prospect of a kamikaze dolphin, then, but it does feel a fairly compelling and distinctive option.

The use of a PHEV powertrain and its associated ability to offer both a long range and an electric-only driving experience is a real point of difference in a competitive class.

And while it might not be the most exciting supermini option, it's a rounded package with plenty of rational appeal.

James Attwood

James Attwood, digital editor
Title: Associate editor

James is Autocar’s associate editor, and has more than 20 years of experience of working in automotive and motorsport journalism. He has been in his current role since September 2024, and helps lead Autocar's features and new sections, while regularly interviewing some of the biggest names in the industry. Oh, and he once helped make Volkswagen currywurst. Really.

Before first joining Autocar in 2017, James spent more than a decade in motorsport journalist, working on Autosport, autosport.com, F1 Racing and Motorsport News, covering everything from club rallying to top-level international events. He also spent 18 months running Move Electric, Haymarket's e-mobility title, where he developed knowledge of the e-bike and e-scooter markets.