Hats off to the folks at BYD Cars Philippines—when it came to marketing their first-ever plug-in hybrid, the Sealion 6 DM-i. They managed to grab attention for one thing: its 1,100-kilometer range. They’ve emphasized that further when they decided to test the bladders (and patience) of the motoring press as they drove from Manila to Ilocos and back in just a tank of gas. But beyond the distance it can go between fill-ups, does it offer more than your average compact SUV? Turns out that it does, especially when you consider its P 1.548-million price tag.

要向比亚迪汽车菲律宾公司的工作人员致敬 —— 在推广他们的首款插电式混合动力车型海豹 6 DM-i 时，他们成功地吸引了众人的目光，原因之一便是其 1100 公里的续航里程。当他们决定考验汽车媒体的耐力（和膀胱容量），让媒体人员仅凭一箱油就从马尼拉开车往返伊罗戈斯时，他们更是进一步强调了这一优势。但除了加油间隔的行驶里程外，它相较于普通紧凑型 SUV 是否还有更多优势呢？事实证明是有的，尤其是考虑到它 154.8 万比索的售价时。

Before discussing that, let me address the elephant in the room: the fuel economy. With an 18.3-kWh battery and a 60-liter fuel tank, BYD’s claim of a combined range of 1,100 kilometers doesn’t seem all that spectacular. Simple arithmetic reveals that it’s just 18.33 km/L—comparable to a typical non-plug-in hybrid setup or even a diesel-powered SUV. But focusing on the consumption figure alone doesn’t tell the whole story. See, a plug-in hybrid will never reach the same level of efficiency as a typical hybrid or a battery electric vehicle for one reason: it’s carrying two full powertrains, but only uses one at any given time. True enough, with a 1,830-kilogram curb weight, it’s heavier than a Honda CR-V RS e:HEV or even the BYD Atto 3.

在讨论这个问题之前，我得先谈谈那个显而易见却又容易被忽视的问题：燃油经济性。凭借一块 18.3 千瓦时的电池和一个 60 升的油箱，比亚迪宣称的综合续航里程达 1100 公里，这乍一看似乎并没有那么惊艳。简单计算一下就会发现，其油耗仅为 18.33 公里 / 升，这与典型的非插电式混合动力车型甚至柴油动力 SUV 的油耗相当。但仅仅关注油耗数据并不能说明全部情况。要知道，插电式混合动力车永远无法达到普通混合动力车或纯电动汽车那样的能效水平，原因之一在于它配备了两套完整的动力系统，但在任何特定时刻仅使用其中一套。确实，该车整备质量为 1830 千克，比本田 CR-V RS e:HEV 甚至比亚迪元 PLUS（Atto 3）都要重。

That said, the Sealion 6 DM-i offers one fundamental consumer benefit that escapes most people, including BYD’s rivals: the ability to plug-in and charge. For as long as you keep that lithium-iron-phosphate battery topped up (and remember, BYD’s throwing in a complimentary wall box charger), you consume zero liters of fuel. And with a real-world EV range that lines up with its specs (105 kilometers), you can do your home to office commute (and back) without ever needing to fill up. In my case, it’s about two and a half days’ worth and because I’ve invested in solar panels and a 7-kW wall box (shoutout to the folks at Juice Booster), topping up takes just 2 and a half hours. So yes, I’m basically using free energy to drive around.

话虽如此，海豹 6 DM-i 为消费者提供了一项大多数人（包括比亚迪的竞争对手们）都忽视了的基本优势：即插电充电的能力。只要你能让那块磷酸铁锂电池保持电量充足（别忘了，比亚迪还赠送一个壁挂式充电桩），你就可以实现零油耗。而且其实际纯电续航里程与参数相符（105 公里），你可以在上下班通勤（往返）时完全无需加油。就我而言，这差不多能满足两天半的出行需求，而且由于我安装了太阳能板和一个 7 千瓦的壁挂式充电桩（在此要感谢 Juice Booster 的工作人员），给车充电只需两个半小时。所以说，我基本上是在用免费的能源开车出行。

Better still, even if you forget to plug in or need to drive far on the fly, the Sealion 6 DM-i can switch to gas power. Most of the time, the 1.5-liter engine’s role is to keep the battery charged above 20 percent. This means that drive is provided by the electric motor that produces a healthy 197 horsepower and 300 Nm of torque. In rare circumstances, the driver can command a total of 217 horsepower and 325 Nm of torque since the Atkinson cycle engine’s still connected to the front wheels via a E-CVT gearbox.

更妙的是，即使你忘了充电或者临时需要长途驾驶，海豹 6 DM-i 也可以切换到燃油动力模式。大多数情况下，1.5 升发动机的作用是将电池电量维持在 20% 以上。这意味着车辆是由能输出强劲动力的电动机驱动，其功率可达 197 马力，扭矩为 300 牛米。在极少数情况下，由于阿特金森循环发动机仍通过电子无级变速器（E-CVT）与前轮相连，驾驶员可获得总计 217 马力和 325 牛米的扭矩。

The entire week the Sealion 6 DM-i was with me, I consumed just 7.6 liters of fuel and 34.4 kWh of battery equating to 43 km/L and 9.5 km/kWh (average speed of 14 km/h). Bonkers, right?

在海豹 6 DM-i 陪伴我的整整一周时间里，我只消耗了 7.6 升燃油和 34.4 千瓦时的电量，这相当于每升燃油可行驶 43 公里，每千瓦时电量可行驶 9.5 公里（平均时速为 14 公里 / 小时）。很惊人，对吧？

Now, the Sealion 6 DM-i is unabashedly designed as a commuter compact SUV (read: it’s not dynamically impressive). Any aggressive jabs of the accelerator will always result in wheel spin before the stability control kicks in; and kick in it will—repeatedly—especially when going over greasy tarmac. It also happens to champion ride comfort above all else. It is mighty impressive going through any size of pothole (the body structure is impressively solid), but the flipside is that it feels far too soft and pillowy. It’s as if BYD made no effort to hide the body roll here. Flipping through the vehicle menu reveals different Steering and Brake Pedal modes (Comfort and Sport), alas it’s just about adding or subtracting the level of effort. Even in a straight line, the light steering requires tons of micro corrections which may tire out drivers particularly on very long drives. Ditto with the brakes which bite well, but have this wooden feel.

现在来说说，海豹 6 DM-i 毫不掩饰地被设计成一款通勤用紧凑型 SUV（也就是说，它在动态性能方面表现并不突出）。任何猛踩油门的动作，在车辆稳定控制系统介入之前，总会导致车轮打滑；而且稳定控制系统会频繁介入，尤其是在驶过有油污的路面时。此外，它把驾乘舒适性放在了首要位置。它在驶过任何大小的坑洼时表现都相当出色（车身结构坚固得令人印象深刻），但不利的一面是，它给人的感觉过于柔软、像坐在枕头上一样。比亚迪似乎压根就没打算掩饰这里的车身侧倾问题。翻阅车辆菜单会发现有不同的转向和刹车踏板模式（舒适模式和运动模式），可惜的是，这仅仅是在调节操作力度的大小。即使是在直线行驶时，轻盈的转向也需要大量微调，这可能会让驾驶员，尤其是在长途驾驶时感到疲惫。刹车也是如此，刹车力度倒是不错，但手感却很生硬。

原文摘自：https://www.carguide.ph/2024/09/review-2025-byd-sealion-6-dm-i.html