BYD Auto 3 Vs. Jeep Avenger – double test

Jeep tells me something, but what is BYD?

A huge brand from China that, in addition to cars, also manufactures buses, for example. The brand comes out with several models at once, including Han, Tang and Dolphin. But also the Atto 3. An all-electric crossover marketed very competitively against, among others, the electric B-segments of Stellantis. In this case they are represented by the Jeep Avenger. It has the same 50.8 kWh net battery capacity as other Stellantis models and also the same 156 hp electric motor. The BYD has a net output of 60.5 kWh and 204 hp and delivers power, we had the first generation e-2008 in the fleet as an endurance test and achieved between 230 and 260 km in practice. The updated version adds a useful amount of kilometers. This is partly due to slightly increased battery capacity, but also due to improved efficiency and a standard heat pump. The 2008 e-2008 is also available with a 136-hp engine and a smaller battery. This saves 2,450 euros, in which case the heat pump costs an additional 450 euros. The Frenchman is the most economical of this trio and is proving that the improvements are paying off. By pressing the “B” (Brake) button, you can apply more brakes to the engine when you lift off the accelerator and you will have to apply the brakes less. The Avenger has the same drivetrain and battery pack, but consumes slightly more. It is very fast for the e-2008 in all sprints. You can select the direction of travel using the pushbuttons on the center console and press “D” twice to enter regeneration mode. It slows down to the same extent as in the Peugeot and does not have a single pedal function. None of these three EVs come with a tow bar, not even a bike rack. Totally miss.

Is the BYD Atto 3’s electric drivetrain really better than the Jeep Avenger’s?

Even more than a car with a combustion engine, an electric car is all about efficiency. The more economical, the better. These three certainly don’t have any advantage due to their body shape, but they promise a range of around 400 kilometers. BYD’s infotainment system provides little consumption-related information. The car’s on-board computer shows consumption from the day it left the factory, and there is another computer that shows the last fifty kilometres. Regeneration can be done in two steps, it is not possible to drive with one pedal. We drive the test cars in ideal temperature conditions, which benefits the group. The Chinese go even further thanks to the larger battery. In contrast, it cannot be fully charged quickly and the promised power of 88 kW at the fast charger drops to around 60 kW by approximately 45%. A heat pump is standard on the Atto 3.

The Jeep Avenger has a new Stellantis EV engine with improved efficiency and a standard heat pump. By pressing the “B” (Brake) button, you can apply more brakes to the engine when you lift off the accelerator and you will have to apply the brakes less. The Avenger has exactly the same drivetrain and battery as the Peugeot e-2008, but consumes a little more. You can select the direction of travel using the pushbuttons on the center console and press “D” twice to enter regeneration mode. It slows down to the same extent as in the Peugeot and does not have a single pedal function. None of these three EVs come with a tow bar, not even a bike rack. Totally miss.

Is the Atto 3 as good inside as the European Jeep Avenger?

While the outside of the Atto 3 is quite mainstream, inside we see a colorful array of distinct patterns and details. Whether it’s the threads in the doors, the layers on the dashboard that overlap like fat rhino skin or the circular ports for the ventilation system; Apparently he can’t be crazy enough. In a way, it also forms a cohesive and refreshing whole. You’ll notice that it’s the largest and therefore most spacious of the three as you enter it, especially at the back. With a high of 1.90, you’re still sitting comfortably there. The seating position is a little too high for our taste, and the chair itself is of good quality and provides adequate support. The 15.6-inch infotainment screen is centrally located on the dashboard, which can also stand upright at the touch of a button, except in Apple Car Play mode. If you want to turn on the rear window heating from this mode, you must first go through two other menus. Behind the steering wheel is a small screen with a lot of information in sometimes very small numbers or letters. The cruise control can only be adjusted in 5km/h steps and can be very quickly linked to the active lane assist, which works very jitterily. The volume dial to the right of the lever is useful. Easy to operate for both driver and passenger.

The pocket is less spacious inside. You especially notice this at the back, where it’s considerably tighter. There’s nothing to complain about up front, although legroom for the co-driver isn’t great. A yellow stripe across the full width of the dashboard gives the Jeep a cheerful, youthful look. The instrument panel is traditional and clear, and the infotainment system is simple in design with a quick-to-understand menu structure.

Surely the Jeep is much better off-road?

Not too bad, or bad if you like. It’s only available with front-wheel drive, so you can forget about any real off-roading. The steering initially feels a bit lethargic and only becomes firm when you select the sportier driving mode. This comes at the expense of range and you have to do your best to drive away normally. We enjoy the same degree of suspension comfort as in the 2008 e-2008, for example, and the shock absorbers manage to keep the car’s relatively high weight under control. Here too obesity creates a strong feeling.

Behind the wheel of the Atto3, what is particularly noticeable is the fairly high seating position, as well as the very flat seat. If the front of the seat could be raised a little more, your legs would have more support. But we are particularly interested in the driving characteristics. Let’s start with the steering wheel, which feels woolly and offers no information about the relationship between the tire and the road surface. It’s hard to find driving pleasure here and the chassis doesn’t help that either. The suspension on the front axle feels a bit soft and the rebound stroke is moderately damped. This makes the nose very mobile in some conditions, and even twitchy in long bends with bumps. The BYD handles regular trips on our generally well-paved roads in complete comfort. The fact that 204 hp and 310 Nm go to the front wheels is clearly noticeable when driving in Sport mode and pressing the gas hard. The tires then look for grip and feel the steering responses in the steering wheel. But here too the following applies: under normal circumstances, energy doses can be easily determined.