Not all electric cars will break the bank, and the BYD Dolphin is a perfect example. You might not be familiar with the brand at the moment, but they’re the world’s largest supplier of electric vehicles. Don’t think that means just cars and vans, BYD even has a rail transport division…

The Dolphin is almost identical to the MG4 EV in terms of size, but adopts a more upright position similar to the Volkswagen ID.3 or Cupra Born. It launched in 2023 as BYD’s second car after the Atto 3 SUV, and though the Chinese firm initially promised a price of around £25,000, it was only more expensive versions available from the offset.

That changed in mid 2024 with the introduction of two new, lower-price models – the Active and Boost, equipped with a smaller battery and reduced power output. These have helped to bring the Dolphin’s starting price down to £26,195, making it one of the cheapest new electric cars you can buy, and putting it in contention against smaller EVs such as the Vauxhall Corsa Electric.

As well as its competitive pricing, the Dolphin offers an efficient powertrain, loads of equipment and interior space to rival cars from the two classes above. We’ve driven the Dolphin extensively, including the two new Active and Boost versions, and also performed a range test with it to validate BYD’s efficiency claims. Read more about how we test cars at Parkers.

So is the BYD Dolphin worth considering in what is an increasingly competitive segment? Read on to see what we think of its interior, driving experience, practicality and efficiency, and then ultimately whether you should buy one.

What’s it like inside?

The BYD Dolphin is styled like no other EV on the inside, which has plus and minus points. The interior is dominated by a large 12.8-inch touchscreen infotainment system regardless of version, which rotates between portrait and landscape orientations at the touch of a button – a somewhat unnecessary party piece, but definitely showy – especially at this price. The included Apple CarPlay and Android Auto smartphone mirroring is only compatible with landscape mode, though.

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The infotainment is swift to respond and the screen is bright and clear, but the software could use some tweaking before it’s up to the same level as the systems in some rivals, such as the Kia Niro EV. The Dolphin’s system is responsive enough, but the range of different texts, colours and busy menus makes it harder to use than the best in class. A few more shortcut buttons would also be helpful, however, it’s far better than the MG 4’s letterbox-shaped screen with its tiny onscreen buttons and graphics.

The dashboard can never be accused of being drab, while the mix of faux leather and hard but nicely textured plastics works. Most of the materials higher up feel very good, and most of the touchpoints are all sturdy. There’s a row of slightly flimsy switchgear under the infotainment screen which controls some vital functions – always nice to have, we reckon – and you’ll find a wireless charging pad as well as USB sockets in the centre console. One of our testers reported his left knee touching the ‘park’ button on the strip of buttons, thankfully not bringing the car to a swift halt.

There are some cheaper materials lower down, but they feel out of the way for the most part. And you even get door handles modelled after a dolphin’s flipper. How cute. Overall, it feels plusher than an MG 4 although the design might be a bit out there for some.

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What’s even more impressive than the dashboard is the amount of space on offer. If you were disappointed by the slightly tight rear legroom of an MG 4 then the BYD Dolphin is for you, as we found two passengers well over six feet tall could sit behind similarly lanky individuals with room to spare. A low windowline and glass roof (on top-spec models) also ensures the cabin doesn’t feel dark or claustrophobic, helped by lots of light-coloured materials.

That space in the back seat does come at the expense of the boot. While at 345 litres it’s not bad in overall capacity and notably larger than the Vauxhall Corsa Electric or Renault Zoe, it’s a tall rather than long space and divided by a movable floor. A similarly sized Cupra Born or Volkswagen ID.3 both have bigger boots, but then they are significantly pricier.

BYD Dolphin motors and batteries

BYD originally offered the the Dolphin with just one motor and battery combination but in mid-2024 two new versions joined the range. All are front-wheel-drive, which is noteworthy as rivals such as the MG4 and VW ID.3 are rear-wheel-drive.

The new entry-level model is called the Active, and uses a 44.9kWh battery paired to an electric motor producing 95hp and 180Nm of torque (pulling power). Performance is best described as leisurely, and especially by electric car standards, with 0-62mph taking 12.3 seconds and the top speed capped at 93mph.

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The middle version is the Boost, which uses the same 44.9kWh battery but gets almost twice the power – 176hp, and 260Nm of torque. It drops the 0-62mph time significantly to 7.5 seconds, with a 99mph top speed.

The pre-existing Comfort and Design versions of the Dolphin are equipped with a larger 60.4kWh battery paired with a 204hp and 310Nm motor driving the front wheels. It dispatches the 0-62mph sprint in 7.0 seconds and will have a top speed of 99mph.

Range and charging

BYD claims a maximum range of 265 miles on the WLTP cycle for the 60kWh battery, which is competitive with most of its rivals – it’s comfortably in between the 218 and 281 miles offered by the standard and Long Range MG 4s, for example. A VW ID.3 does manage well over 300 miles in its longest-range form, though.

In the real world we managed an impressive 243 miles before the car was totally flat. That is below the claim, but our route was predominantly motorways and fast flowing A roads. Efficiency is impressive at nearly 4.0 miles per kWh, although performance is severely limited when you drop below 5% battery.

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If you buy a Dolphin with the smaller battery the range is not quite as impressive, with BYD claiming 211 miles for the Active and 195 with the Boost trim, owing to its additional performance. We haven’t yet had chance to perform a proper range test with either of these, but will report back in the future.

The Dolphin does somewhat fall down when it comes to fast charging. Its maximum charge rate is just 88kW, whereas all of its main rivals can charge at well over 100kW. BYD says it’ll charge from 30-80% in 29 minutes, which seems acceptable until you remember competitors claim similar times starting at 10%. 45kWh models are only capable of 60kW but take a minute less to charge.

Home charging is well catered for, though, and if you have a three-phase electricity supply the Dolphin can charge at 11kW, or just 7kW in the case of the entry-level Active trim .

What’s it like to drive?

With the 204hp model, acceleration is rather brisk. According to the onboard acceleration timer, our Dolphin test car managed 0-62mph in just 6.7 seconds, a figure that seemed entirely believable by our finely tuned road testers. It felt like power was pegged back slightly off the line to avoid too much wheelspin, but on the move it evoked junior hot hatch fast with similar levels of torque steer, too. Watch out Ford Fiesta ST.

The entry-level 95hp model could prove a bit too slow for some drivers. It can keep up with traffic, however, but overtakes might prove more of a challenge. If you’re used to driving a petrol supermini with similar power, there won’t be a need to worry.

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Comfort is the Dolphin’s forte, with soft suspension soaking up potholes and speed bumps well. It can float a little at speed and a series of bumps can unsettle the car, but not worryingly so. Overall, it’s a little more supple than an MG 4 and much cushier than a Cupra Born or MINI Electric. An ID.3 offers better body control and is almost as supple.

Coarser surfaces do generate some roar from the tyres, but not enough to prevent conversation at sensible levels, while wind and motor noise is impressively well contained. We also need to mention the brake pedal for its predictable responses, something that’s not a given even on expensive EVs.

It’s not all good news, though. As impressive as the list of standard driver aids is, the Dolphin always seems to be making some sort of warning noise. Unfortunately, you soon tune out to a lot of them, not good as the indicators sound very similar. Even worse, the lane departure and emergency steering assist are far too keen, steering you towards oncoming traffic if you get too close to the verge.

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As for the handling, it’s tidy enough at speeds most people will ever want to go. Body roll isn’t too horrific, there’s decent grip and it feels stable. The stability control is quick to intervene should you start to slip and isn’t too sudden, either. Even so, a Born or MG 4 feel less ragged when pushed hard, the Dolphin preferring a more sensible pace.

What else should I know?

Four trims are offered with the Dolphin – Active, Boost, Comfort and Design.

Active starts from £26,195, though is exceptionally well-equipped with features such as adaptive cruise control, a 360-degree camera and an impressive rotating 12.8-inch touchscreen. The Boost model adds the much more powerful electric motor and larger 17-inch alloy wheels for an additional £1,000, but little other equipment.

If you want a longer electric range, the Comfort is the model to go for. As well as its larger battery, it also comes with electric-folding mirrors and heated front seats for a £30,195 starting price. At the top of the range is the Design at £31,695. You’re primarily paying for its snazzy body-coloured wheels and two-tone paint job, though it also brings a wireless smartphone charger and panoramic roof. The Comfort version is our pick of the line-up.

Click through to the next page to see our verdict on the BYD Dolphin.