Toyota has officially opened pre-sales of its new all-electric bZ7 in China, priced between 179,800 and 239,800 yuan for the 600 Pro and 710 Ultra LiDAR trims respectively, or roughly $26,000 to nearly $34,800 depending on the version. That aggressive entry point immediately puts it in the thick of China’s hotly competitive EV market.

But this launch is not only about affordability. It represents a clear change in the way that Toyota is approaching electric vehicles in the region.

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The bZ7 has a sleek fastback design, modern without being too dramatic. At just over 5.1 meters (200.8 inches) long, 1,965 mm (77.3 inches) wide, and 1,506 mm (59.2 inches) tall, with a 3,020 mm (118.9 inches) wheelbase, it carries the proportions of a proper executive sedan. Those dimensions place it squarely alongside rivals such as the Tesla Model S, BYD Han L, and BMW i5.

Inside, the layout is clean and technology-focused. A huge 15.6-inch central display is located at the center of the dashboard, backed by the compact driver screen and head-up display. The system runs off Huawei’s HarmonyOS Cockpit 5.0, something that is important for Toyota.

Legacy automakers have long struggled to get on top of Chinese-centric ecosystems which buyers love. The adoption of HarmonyOS Cockpit not only offers sharp graphics, quick response times, and voice control features, but it will also be able to natively integrate with China’s own ecosystem of connected apps and services.

A Serious Push Into China’s Connected Car era

Toyota’s integration with Xiaomi’s smart ecosystem means that the car itself is intended to integrate with compatible Xiaomi home devices. Drivers can control select functions of a smart home directly from the interface in the vehicle and also sync personal preferences across devices. It makes the car part of a wider digital lifestyle rather than being simply a transport tool.

Advanced driver assistance comes from Momenta’s R6 system, which uses a combination of sensors and roof-mounted lidar. Features include navigation-assisted driving support and automated parking features. Higher trims focus strongly on comfort too with zero gravity seats, massage and ventilation, a premium audio system, rear seat tray tables and even a built-in refrigerator focused on rear passengers.

Powering the bZ7 is Huawei’s DriveONE electric system in conjunction with lithium iron phosphate battery packs. Depending on the trim, Toyota is claiming a driving range of between about 600-710 km (373-441 miles) under CLTC standards (so take that with a grain of salt). Still, that puts it squarely in line with important domestic competitors. That’s paired with a 207 kW (277 hp) electric motor that provides motive power.

That headline range also nudges it into the territory of the dual-motor Model S AWD, at least on paper. The Tesla, of course, operates in a very different league when it comes to outright performance, with roughly 670 hp on tap. It also sits in a completely different price bracket, starting at 842,900 yuan, or around $122,000. That works out to roughly 4.6 times the base bZ7 and about 3.5 times the price of the top-spec version.

While the likes of Tesla can sleep easily in the US, largely insulated from the surge of Chinese EVs sweeping through global markets, the situation looks very different overseas. In places like Malaysia, where we’re currently experiencing the BYD lineup firsthand, the competitive landscape is far more intense.

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You’re probably already aware that brands like BYD have moved quickly to market with smaller and more affordable electric vehicles. What’s becoming clearer, however, is that they also seem to have an answer for nearly every category Tesla occupies.

Take the Sealion 7. In East Asia, it’s a mid size electric SUV that carries the Ocean Series legacy into a more premium segment. Available in both rear wheel drive and all wheel drive Performance variants, the Sealion 7 brings BYD’s e Platform 3.0 Evo, Blade Battery, and its so called Ocean Aesthetics design language into a very capable package.

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Or, if we strip away the brochure language, it may simply represent the next major headache for the Tesla Model Y.

But with the EV market at its most competitive, and BYD no longer alone in its export ambitions, the real question is whether the Sealion 7 can go toe to toe not just with Tesla, but with the growing wave of Chinese rivals also establishing themselves abroad.

Sealion? Ocean Aesthetics? What Does Any Of That Mean?

Photos Sam D. Smith / Carscoops

Okay, it’s a bit complex, but let’s try to break it down: BYD has multiple lines. For the domestic market, it has models under the Dynasty lines, and then you have the Ocean series, which, as the name implies, takes aquatic styling cues with sea-creature-based names. Seagull, Dolphin, and yes, Sealion. There are multiple Sealions as well, with the 5 being a Honda HR-V-sized competitor that’s also available with a hybrid drivetrain, and the Sealion 6 being a larger SUV in the vein of the Nissan Rogue.

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The Sealion 7 is more akin to the Audi Q8, a more stylish approach for those who care about such things. And while the front end is very much BYD, in the fact that it’s a tad anonymous but inoffensive, the rear end has actually grown on me.

Rather than trying to make a bold, but frankly pointless statement by being objectionably coupe-like (I’m looking at you, Porsche Cayenne Coupe and BMW X6), it’s a more cohesive, perhaps egg-like, shape. Again, it’s not revolutionary, but nor is it different for the sake of being different either. It’s streamlined and more put-together in its execution, avoiding the awkward proportions that so many other “sporty” SUVs seem to cling to.

That Low Tapering Roofline Can’t Be Very Practical, Can It?

Photos Sam D. Smith / Carscoops

Well, rear-seat passengers don’t have to sacrifice too much in terms of headroom, which is a plus. However, after several airport runs, it was soon clear that boot space, or rather the shape of it, is not the Sealion 7’s strong suit.

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That rounded-off rear does look nice, but when it comes to getting it to close when stuffed to the brim, you’re going to have to end up playing some suitcase tetris…or, in our case, moving some luggage to the passenger compartment instead.

Photos Sam D. Smith / Carscoops

It’s a common tradeoff: looks at the expense of practicality. But it’s also worth noting if you’re trying to decide between the more conventional Sealion 6 or the Sealion 7. Plus, it’s not all style over substance. There are some nice functional features too, such as proper air curtains in the front bumper, which help with airflow around the wheels.

It’s Still A Chinese Car, Right? How Stylish Can It Be?

You’d be surprised. Yes, there are still a fair few (how should we put this?) “inspired” designs throughout the Chinese market, with the Land Rover Defender and Range Rover seemingly being the most imitated. The Sealion 7, though, looks to be cutting its own mold in many respects.

It’s the interior that really shines. Unlike the Atto 3 we tested earlier, this is a much more “conventional” setup. The interior quality feels premium, with soft-touch plastics everywhere, while the layout won’t have you scratching your head.

It still lacks physical AC controls, except there’s a button to turn the fan on and off. Not fan speed. Not temperature. Just on and off. Why?

Now, having spent some time with BYD products, I’m going to label the rotating screen as gimmicky. At 15.6 inches, it’s large enough for anything you’d want, and the hardware is beefy enough for the system to be super snappy and responsive. However, if you do use wireless CarPlay or Android Auto, as 90 percent of users will, the screen will force you to use it in its landscape orientation. Go figure.

Photos Sam D. Smith / Carscoops

Still, there’s some great integration with the super-legible driver’s display and head-up display, the latter of which supports turn-by-turn navigation when using Google Maps. Both screens also do an excellent job of displaying info for the lane-keep assist and cruise control functions, which are noticeably less intrusive than earlier attempts from BYD.

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The electric seats feature lumbar and adjustable under-thigh support, helping these chairs feel supportive, but not overly bolstered. The front seats are also ventilated, with up to three speeds of cooled air channeled to combat any hint of back sweat.

If you want to see more of the outside, there’s a full-length panoramic roof with an electrically controlled sunshade, and there are physical switches for drive modes and regen.

So, How Does It Drive?

In a single sentence, it feels mature, but still not as polished as I’d have hoped. BYD may have had a few missteps in the past, but their premium product offerings are starting to feel closer to the semi-premium image they’re chasing in the way they drive.

The Performance AWD model we got to the keys to packs a dual-motor setup for AWD, producing 390kW (523 hp) and 690 Nm of torque. To get from 0-100 km/h (0-62 mph) you need just 4.5 seconds. That’s faster than a Porsche Cayenne Coupe S, all while offering an integrated battery, fast charging up to 230 kW, and being able to top up from 10-80 percent in around 24 minutes.

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While figures are all well and good, there’s proper substance when you’re behind the wheel. While a proper enthusiast may want a quicker ratio rack, the Sealion 7’s steering is nicely weighted, and does a decent job of providing the kind of feedback that you need with 500+ hp under your right foot.

The car also handles better than expected. There’s a trend for Chinese SUVs to be a bit over-damped, with the ensuing wallow meaning that true confidence can’t be found. But the Sealion 7’s chassis not only feels dynamic through a set of quick corners, it also remains planted, more sedan-like than you may expect.

There’s one huge penalty, though, experienced while driving on Malaysia’s roads. Over bigger, faster imperfections, such as expansion joints, the ride feels almost crashy. It’s the one chink in this BYD’s armor that would otherwise have convinced us that the Germans themselves had tuned this suspension. But alas, there’s still a lack of composure there.

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But at slower speeds, and over smaller humps, the Sealion 7 maintains a well-damped composure that you’d expect from something upmarket, and that’s despite riding on 19-inch rims. Also of note is that the Performance version of the Sealion 7 comes equipped with Michelin Pilot Sport EV tires, again, another sign that BYD is taking this segment of SUV seriously, rather than cheaping out on lesser-known rubber, as has been seen in the past.

You also get several drive modes, and they behave pretty much as expected. However, despite offering selectable “normal” and “larger” regenerative braking settings, there’s still no proper one-pedal driving mode. It’s not a dealbreaker, but it does feel like something future versions of the Sealion should include if it’s going to go head-to-head with Tesla

Verdict

For the Malaysian market, the Sealion 07 comes in at RM 183,800 (equal to $25,900 a current rates) for the Premium model, or RM 199,800 ($28,100) for the AWD Performance. The latter undercuts Tesla’s Model Y Long Range AWD (RM 242,450) significantly, which is slower (0-62 mph in 4.8 seconds vs 4.5 seconds for the BYD), and has less range on the WLTP cycle.

But with more aggressive entries planned for East Asia, including the likes of Chery and Changan, the Sealion 7 is about to come up against tough competition. It highlights the fast-moving pace of the EV industry, particularly spurred on by the Chinese automakers who are keen to find market share outside of their home playing field.

Photos Sam D. Smith / Carscoops

The Mercedes A-Class looks to be sticking around for the foreseeable future, just not in its current guise. Despite initial speculation that the model was going to be culled, as Benz tries to consolidate its offerings, a replacement for the existing model may very well come to fruition, albeit as an EV.

Although plans haven’t yet been announced, in an interview with Design Director Robert Lesnik Auto Express gleaned info that the new hatchback will probably arrive towards the end of the decade as an EV.

Current expectations suggest the next-generation model could debut around 2029, after the existing A-Class completes an extended production run expected to last until 2028.

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The current A-Class debuted all the way back in 2018, making the model well overdue for a refresh by the time the new generation rolls around.

EV Architecture

In order meet the needs of the next-generation A-Class, Mercedes intends to transfer the production of the current A-Class to the Hungary plant in the next year. Lesnik claimed the production line wouldn’t require a significant revision to meet the specific requirements of the new MMA (Modular Mercedes Architecture) platform. Mercedes focuses on expanding the versatility of the MMA platform to give next-gen EV technology, innovative design, and cost efficiency.

The MMA platform grants the company the flexibility to fit the same all-electric powertrain and hybrid unit as in the CLA model, underpinning the next-generation A-class. Mercedes developed this hybrid system to meet the stringent Euro 7 emissions standards to be implemented by 2027.

When Mercedes first outlined its compact MMA lineup in 2023, it planned four models including the CLA, CLA Shooting Brake, GLA, and GLB. Lesnik indicated that an electric A-Class would effectively become a fifth model in that family.

A-Class, Not An EQA

Mercedes has decided its somewhat confusing decision to separate its EV models under their own “EQ” brand wasn’t the best way forward. Which is why the A-Class name is likely to remain in place of the EQA.

Lesnik also confirmed that the A-Class will remain stylish, with a “cab-back” approach, as opposed to the original upright shape adopted by the A-Class of the 90s. The design is also expected to avoid the streamlined styling seen on models like the EQE and EQS, instead following the CLA’s longer-hood proportions and more traditional hatchback profile.