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With the Seal 6 DM-i, BYD offers its growing PHEV customer base a wider choice of body shapes, with both saloon and Touring estate options. In terms of value for a mid-sized Plug-in Hybrid of this sort, this model re-sets the segment standard. And if you're shopping in this segment and don't necessarily want an SUV, it's definitely worth a long, hard look.
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Background
BYD, the biggest EV brand in the world, has discovered something quite interesting: people really like its combustion models. There weren't any of those in Europe until the brand launched its Seal U DM-i SUV Plug-in Hybrid in 2023. But that car has gone on to out-sell all the company's full-electric models in the UK, recording 10,000 sales in its first 10 months on sale. The no-brainer next step was to make that same PHEV drivetrain available in other body shapes - which is what has created the Seal 6 DM-i model we look at here.
If, like us, you've had a look at BYD's Seal EV saloon, quite liked it but wished that it could be had as something other than an EV, then the Seal 6 DMi is your car because that's what served up here. But with the added bonus that as well as a saloon body style, there's also an estate. Let's take a closer look.
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Range data
| Min | Max |
| Price | 34020 | 38020 |
| CO2 (g/km) | 34 | 60 |
| Max Speed (mph) | 112 | 112 |
| 0-62 mph (s) | 8.9 | 8.5 |
| Electric WLTP-Rated Driving Range (miles) | 31 | 31 |
| Min | Max |
| Combined Mpg | 58.9 | 64.2 |
| Length (mm) | 4830 | 4830 |
| Width (mm) | 1875 | 1875 |
| Height (mm) | 1495 | 1495 |
| Boot Capacity (l) | 491 | 500 |
| Power (ps) | 181 | 209 |
Driving experience
If you're fed up with PHEVs that blow all your battery energy in one hit at the start of your drive, then you'll like the Seal 6 because it's not configured like that. Instead, the powertrain rations out its energy slowly, so it'll feel like the battery is taking you further than it actually is. Exactly how much further will depend on which of the two versions of this PHEV powertrain you choose. In both cases, it's BYD's usual 'Super Hybrid' system, as used by the Seal U DM-i SUV; which blends a 1.5-litre petrol engine with a pair of electric motors.
Two flavours of this powertrain are available, both slightly differently tuned from what you'll find in the Seal U DM-i SUV. The rather misleadingly-named entry-level 'Boost' version has up to 181bhp, whether it's operating as a full-EV or a Hybrid; and its PHEV system uses a 10kWh battery offering an EV range of 31 miles. Which is all a bit 'five years ago' by PHEV range standards, so you'll properly want one of the longer-range 'Comfort'-spec models. With those, the much bigger 19kWh battery's extra 100kg of weight is compensated for by an increase in powertrain output to 209bhp. Range is 65 miles for the saloon and 62 miles for the estate. 0-62mph takes 8.5s.
As with the SUV version of this car, expect quiet cruising, but unremarkable drive dynamics and a pretty firm ride. Perhaps more significant than all of these though are the rather intrusive ADAS features. With regard to the those, we'd counsel you to try before you buy.
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Design and build
If you're looking at the saloon version of the Seal 6, there are virtually no exterior visual differences over the existing four-door Seal EV, except for the badge work and the addition of a tail pipe. The Seal 6 Tourer though, introduces an estate body shape for the very first time to this Chinese brand. Both variants look smart without being showy, courtesy of ex-Audi stylist Wolfgang Egger's 'Ocean Aesthetics' design language. Size-wise, the 4,800mm length of the four-door is plumb in the middle of upper mid-sized saloon territory.
Inside, all might look much as the BYD norm, but for brand followers there's a surprise; a central screen that doesn't rotate. This one's permanently in landscape format and will usually be 12.8-inches in size - with a bigger 15.6-inch display fitted to the top-spec version. Possibly more useful to customers than a twirly screen will be the brand's new wireless smartphone charger, which has 50W of power and a cooling vent. Build quality is fine, equipment levels are generous and there's the usual rather small cluttered BYD instrument display.
Rear seat space is excellent, with loads of leg room. And because this Seal 6 retains its EV cousin's completely flat floor, a third centre-seated adult will easily fit if need be. PHEVs in this class usually have compromised boot space; the feeble 375-litre figure of a BMW 330e comes to mind. The Seal 6 does much better, offering 491-litres in saloon form or 500-litres as an estate, the latter able to extend space to 1,535-litres with the rear bench folded.
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Market and model
At the time of our review in Summer 2026, pricing for this Seal 6 U DM-i was starting from around £33,000 for the saloon. At the time of our review in Summer 2026, pricing for this Seal 6 U DM-i Touring was starting from around £35,000. But that only gets you the base 'Boost' model with the smaller 10kWh battery. You're much more likely to want to find the £3,000 more that BYD wants for the plusher 'Comfort' variant we tried, which has a much larger 19kWh battery and double the EV driving range. Using the 'Comfort' version as your benchmark, you'd be looking at saving around £5,000 over the VW Group alternatives in this segment. The saloon competes most directly with the Plug-in Hybrid version of the Skoda Superb saloon. The Touring model competes most directly with the Plug-in Hybrid version of the Volkswagen Passat Estate. In case you're wondering, BYD's almost identical-looking Seal EV (which only comes in saloon form), cost about £46,000 at the time of this review.
As usual with the brand, a whole host of ADAS safety systems are standard but many of them are quite intrusive, particularly the driver attention warning set-up. To give you the complete ADAS list, the Seal 6 offers Forward Collision Warning, Automatic Emergency Braking, Rear Collision Warning, Rear Cross Traffic Alert and Rear Cross Traffic Brake, Lane Keep Assistance, Lane Change Assist and Emergency Lane Keep. There's also Adaptive Cruise Control and Intelligent Cruise Control, a Blind Spot Detection System, ESP, Traction Control, Hill Decent Control, Automatic Vehicle Hold, Intelligent Speed Limit Information and Intelligent Speed Limit Control.
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Cost of ownership
Battery charging times depend on the model you've chosen. Base 'Boost' trim can only accept up to 3.3kWh with AC charging, which means that three hours are needed to recharge the battery from 15-100%. The 'Comfort' model doubles that AC speed to 6.6kWh which drops the time to 2.7 hours. The 'Comfort' model also adds support for 26kW DC charging, which when activated reduces recharge times down to 23 minutes for a 30-80% charge.
The official combined cycle fuel figures for the Saloon model are 64.2mpg for the 10kWh 'Boost' version and 58.9mpg for the 19kWh 'Comfort' version. The official combined cycle fuel figures for the Touring model are 58.9mpg for the 10kWh 'Boost' version and 56.5mpg for the 19kWh 'Comfort' variant. In the real world in either case, you can realistically expect 45-55mpg - about what you used to get from a good diesel in this segment. The official CO2 figures for the Saloon model are 52g/km for the 10kWh 'Boost' version and 34g/km for the 19kWh 'Comfort' version. The official CO2 figures for the Touring model are 60g/km for the 10kWh 'Boost' version and 38g/km for the 19kWh 'Comfort' variant. Hence the 'Comfort' models' BiK tax-rating of just 9%; it's 18% for the 'Boost' version.
There's a better warranty than you get from most rivals - up to six years or 93,750 miles, with an extra two years for the drive unit and the battery. That battery is covered for up to eight years or 125,000 miles and is guaranteed to retain at least 70% of its capacity throughout the warranty duration. Insurance is rated at group 33 for the 'Boost' model and group 36 for the 'Comfort' version. Depreciation after three years and 36,000 miles is expected to be in the 48-50% bracket for the saloon. Depreciation after three years and 36,000 miles is expected to be around 51-52% for the Tourer estate.
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Summary
Assuming you're sold on the PHEV concept and you don't necessarily want an SUV, there's lots here you might like - but also just a few things that might cause you to pause for thought. Amongst the likes will be the affordable price, the smart looks and the generous equipment levels. You can do better in this class for EV range and cabin space - but not much better.
You might not be quite so impressed the drive dynamics, the ride and the somewhat intrusive nature of the many ADAS systems. But the sales success of the similarly-engineered Seal U DM-i SUV suggests that these are not deal-breakers for many customers. Many of whom find it hard to look beyond the enticing sticker prices BYD is offering in our market. Here's yet another model that will grow the company's UK market share.
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