BYD e2

The new e2 has removed the front grille. The overall lines are still very smooth. The chrome trim strips have been blackened. The headlights feature a three-lens design, looking relatively compact and youthful. When you get inside the car, the atmosphere of the Ocean Network style hits you. There are vortex-style air vents, a wave-shaped center console, etc. The three-spoke flat-bottom steering wheel is relatively smaller. The power steering feel is similar to that of a standard family car, and it's relatively light overall. The rear dashboard is relatively large, and the displayed content is quite clear. The rotatable central control screen is also a large screen like those in new energy vehicles, and the operation has a certain sense of technology. The console below also has a winding wave shape. The seats also adopt a wave-shaped wrap-around design, providing good body support. In terms of space, there is plenty of legroom in the rear row, which is very spacious. It's just that the seat height is a bit low, and the support for the legs is not very good. However, for a general family car, the time spent sitting in the rear row is not long, so this point can be ignored. In terms of power, the BYD e2 is equipped with an eight-in-one electric drive system. The overall efficiency of the vehicle is as high as 89%. The maximum power is 70 kW, and the peak torque is 180 N¡¤m. The official 0 - 50 km/h acceleration time is 4.9 seconds, and the energy consumption per 100 kilometers is 10.3 kWh. The vehicle's range is about 405 kilometers. It has sufficient power and a positive response. With such a compact body, it can shuttle through urban roads very flexibly. However, the acceleration in the middle and later stages on expressways is a bit lacking, and it may be a bit strenuous to change lanes and overtake on the highway. We drove about more than 100 kilometers, with about half on urban roads and half on the highway. There were 3 people in the car, and the air conditioner was on throughout the journey. The actual measured energy consumption was 10.8 kWh, and this performance is satisfactory. In terms of suspension, it has a combination of front MacPherson and rear torsion beam, and the overall performance is more inclined to comfort, with good filtering of small bumps on the road surface. Since the seats are relatively high, the view is also relatively wide, making driving more reassuring.

¡¾Most Dissatisfied¡¿
There is no rear seat light or trunk light (you can buy a rechargeable induction light or install a reading light by pulling a wire); there is no rear wiper (no solution, but there is rear window heating), no fog lights (not particularly useful), no display of in - car and outside temperatures (you can buy a solar dual - temperature thermometer with a probe), and no one - key window up function (it's embarrassing to restart the vehicle every time you forget to close the window). There are only speakers in the front row. The dashboard has few functions, no radio or music information. Most functions and information need to be operated on the central control, which is not very convenient. I don't really care about these deficiencies and can tolerate them all. What I'm most dissatisfied with is the lack of time and energy consumption data for single trips. The premium version has this because it uses DiLink 3.0, while the luxury version uses DiLink 2.0. DiLink 3.0 has a negative first screen and driving scores, and you can see the energy consumption, time, driving behavior, hard braking, and rapid acceleration for each trip. Applications can be split - screened. DiLink 2.0 doesn't have single - trip time and energy consumption data, and applications can't be split - screened. When navigating, you have to switch to the music app to select songs. There used to be a Zebra Co - Pilot in the BYD market that could read vehicle information and provide single - trip energy consumption data. But after DiLink 3.0 got the negative first screen, the software was no longer maintained and is now unusable. There used to be Rhino Voice for voice control, but after the launch of Xiaodi Voice in DiLink 3.0, Rhino Voice started to charge. This kind of operation is very off - putting and almost turned me from a fan into a hater. Fortunately, it still has some advantages.
¡¾Highlight Configurations¡¿
Basically, they are the advantages of electric cars. I installed a charging pile, applied for time - of - use electricity, and set it to charge after 12 p.m. at night. The electricity costs 0.23 yuan per kilowatt - hour, so it costs less than 10 yuan to fully charge the 43 - kilowatt - hour battery. So far, I've driven 2500 kilometers, and the power consumption per 100 kilometers is exactly 10 kWh, which means it costs about 0.023 yuan per kilometer. It's very cost - effective. I used to spend 500 yuan on gasoline per month when driving a gasoline car, but now it's less than 30 yuan per month. It has low noise, smooth operation, and no anxiety about fuel consumption. I don't have to worry about traffic jams when I'm not in a hurry. It's very comfortable to turn on the air - conditioner and watch a movie during the lunch break. The appearance is nice, and the car paint is surprisingly good. It was scratched twice. There were some marks at first, but it turned out to be the paint of other cars. After polishing and waxing, the marks were gone. The cloud service is highly recommended. It's very convenient to turn on the air - conditioner in advance or open the door remotely for family members to get things.
¡¾Driving Experience¡¿
The Bluetooth remote control is quite fun. It's like a big toy car. The speed is very slow, and the handbrake is applied every time it stops, which is quite safe. The start - up and acceleration are quite fast, but it's just average after reaching 70 km/h. It's enough for me. The official claim is that it takes 3.9 seconds to accelerate from 0 to 50 km/h, but I can hardly achieve that. My best result is 5.5 seconds, and usually it's 5.6 seconds. The brakes are a bit soft and need to be pressed a little harder. It drives smoothly over small bumps, but makes more noise when going over speed bumps. It's not particularly good, but not too bad either. The automatic parking function is highly recommended. When I used to drive a Civic, the automatic parking would activate when the car was still creeping, which was very uncomfortable with a thud. I always turned it on after the car stopped completely and turned it off again when starting. There was also a bit of a lurch when releasing the accelerator. The automatic parking of the e2 is very smooth. It only activates when the car is really stationary, and you can hardly feel whether it's on or off.
¡¾Endurance¡¿
It takes 6 hours to fully charge with a 7 - kW charging pile. The endurance depends a lot on driving habits. I drive 50 kilometers to and from work every day. When driving patiently and gently, the power consumption per 100 kilometers is 8.6 kWh. If I drive more patiently and accelerate less suddenly, it should be able to reach 7 kWh without a problem. When driving aggressively, it's 12 kWh. In this weather, I hardly turn on the air - conditioner. Generally, the battery level decreases by 10% to 12% per day, which is about 4 to 5 kWh.

[Battery Life and Energy Consumption]
The battery life can reach 100% when the speed is 80 km/h.
When the speed is 120 km/h, 70% of the battery life is consumed over a distance of 50 km.
[Least Satisfactory Aspect]
The sound insulation is average, but the shock absorption is okay.
[Space Performance]
There is a position above the NFC storage space that presses against the driver's knees (you'll get used to it). Also, I don't know where to put the tissues. It's inconvenient to put them at the NFC area, and they'll move when accelerating if placed near the paddle shifters.