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Old 28th October 2024, 19:10   #16
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Re: 2024 BYD eMax 7 Review

BYD e6 is a very capable car. I had one with me for a month and was very impressed by it.
One or two points.
- Is the request sensor available on the passenger side front door? Our BYD Atto 3 facelift doesnt have it and the BYD service guy said that the emax7 alzo does not come with it. I havent checked the car in person, so dont know.
- The facelift versions come with the BYD logo at the back, emax7 & Atto3. 'Build Your Dreams' moniker has been done away with at the back.
During my brief ownership, the car turned a lot of heads. A lot of people were impressed by the car.
It will definitely get buyers. The running costs are low for an EV.Coupled with the long service interval( 20,000 km/ 1 year), there is no reason why it should not attract customers.
I think BYD should overtake Mahindra on market share of EVs with the emax7.
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Old 28th October 2024, 19:34   #17
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Re: 2024 BYD eMax 7 Review

Quote:
Originally Posted by PB65 View Post
You don't buy an MI for the price of an Apple. That's the mindset of the buyers in general.

The prices are in the Crysta/ Hycross territory and other than to a few experimental buyers, it'll be a hard sell. It'll be limited to hotel businesses as a daily runabout or maybe airport runs. Private buyers don't have a very compelling case to give up the Crysta diesel or Hycross Hybrid.
This EV would not make sense for anyone whose monthly running is less than 1.5k to 2k kms. But for those whose running is higher, this makes far more sense than an Hycross hybrid. The running cost of a ICE car just can't match that of on ev in the long run.

Take for example of my JETTA and my MG ZSEV. The jetta has run 2.5lakh kms and the ZSEV has done 1.3 lakh kms.
The amount spent on my jetta till now is as follows.
A. 15,50,641/- in maintenance which includes general service, parts change, insurance & tyres.
B. Approximately 16,60,980/- on 17860 Lts of diesel.
The total running cost adds up to around 32.1 lakh or 13/- per km.

The amount spent on my ZSEV till now is as follows.
A. 1.7 lakh on insurance
B. 62,400 on service.
C. 80,000 on tyres
D. 81,500 on Ev charging at public chargers for high way trip. (Ev charging at home is Zero as my house is solar powered.

The Total running cost adds up around 3.9 lakh or 3/- per km. Even if I consider 4/- per kms as running cost, I would end up spending only 10 lakh for running 2.5 lakh kms in my MG ZSEV.

There is a huge difference of 9/- per km in running costs between jetta and ZSEV which is around 22.5 lakh(almost the price of my ZSEV). If I had driven a petrol Vehicle instead of a diesel, the difference in running cost would further shoot up.

For those driving more than 1.5 k - 2k kms per month. A long range ev would make more sense than a petrol or hybrid. Compared to a Hycross top end, the Byd Emax7 is cheaper by around 10 lakh. If the interest on the 10 lakh is considered too, the EV would be a compelling buy.
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Old 29th October 2024, 04:51   #18
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Re: 2024 BYD eMax 7 Review

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Originally Posted by VSEV85 View Post
This EV would not make sense for anyone whose monthly running is less than 1.5k to 2k kms. But for those whose running is higher, this makes far more sense than an Hycross hybrid. The running cost of a ICE car just can't match that of on ev in the long run.
It's a very comprehensive analysis, sure enough to be an eye opener.

But my point is that these calculations sit good only till the 25 lakh Rupee price point. Beyond that, brand, value, USP, and all such factors come into play. This EV has none. Neither it can fight on price, nor features, not comfort, not presence, not brand. And then, many hopefuls have come and gone, but none could fight off the mighty Innova brand, inspite of us knowing that Toyota is just milking the customer here. So this BYD is neither here nor there, and what you save on the BYD in terms of running costs can always be covered up by the Innova's resale value.

It would've been interesting if it was a full size SUV and not an MPV at this price point.

Last edited by PB65 : 29th October 2024 at 04:52.
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Old 29th October 2024, 10:38   #19
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Re: 2024 BYD eMax 7 Review

The BYD eMax 7 offers a promising package with great range and features, but the high price and missing elements could make traditional rivals like the Innova more appealing. Thanks for the comprehensive review!
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Old 29th October 2024, 11:04   #20
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Re: 2024 BYD eMax 7 Review

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Originally Posted by VSEV85 View Post
Genuine VW spare parts will not be available from 2026 as the Jetta stopped selling in India in 2016. OE spare parts will be available but I'm not satisfied with any other spare parts than VW parts, even though they are expensive.
Mark 6 Jetta was sold internationally right? And it shouldn't be a problem sourcing parts no?

That said, am more concerned on how part sourcing will work with BYD. There is only one showroom/service center in entire TN. I have the concern living 40 km from it, and you are a good 300-400 km away (whether it is Bangalore or Madras).

On a casual chat, the sales person told most owners do not come back for regular servicing.

Quote:
Originally Posted by VSEV85 View Post
A. 15,50,641/- in maintenance which includes general service, parts change, insurance & tyres.
The total running cost adds up to around 32.1 lakh or 13/- per km.
13/km is quite a lot Fuel cost at 6.6 looks fine. another 6.4 Rs for maintenance+parts+insurance is what is on higher side.
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Old 29th October 2024, 11:44   #21
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Re: 2024 BYD eMax 7 Review

Quote:
Originally Posted by VSEV85 View Post
This EV would not make sense for anyone whose monthly running is less than 1.5k to 2k kms. But for those whose running is higher, this makes far more sense than an Hycross hybrid. The running cost of a ICE car just can't match that of on ev in the long run.
Great comparison. I moved from a VW Vento TSI to the ZS EV. I have driven about 49,000 kms in 27 months and I too have a solar setup at home. The savings have been very good and the car is much better to drive than the Vento.

We have a Hyundai Venue dct as a backup for routes which do not have chargers but we find ourselves taking the ZS for every road trip instead. With the upcoming EV launches with better ranges I do not ever see going back to ICE cars.
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Old 29th October 2024, 12:13   #22
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Originally Posted by narayans80 View Post
That said, am more concerned on how part sourcing will work with BYD. There is only one showroom/service center in entire TN. I have the concern living 40 km from it, and you are a good 300-400 km away (whether it is Bangalore or Madras).
There is a BYD service center in coimbatore too. The service interval is every 20000 kms which makes servicing easy.

Quote:
Originally Posted by Chrome6Boy View Post
Great comparison. I moved from a VW Vento TSI to the ZS EV. I have driven about 49,000 kms in 27 months and I too have a solar setup at home. The savings have been very good and the car is much better to drive than the Vento.

We have a Hyundai Venue dct as a backup for routes which do not have chargers but we find ourselves taking the ZS for every road trip instead. With the upcoming EV launches with better ranges I do not ever see going back to ICE cars.
Driving the zs ev till 2.5 lakh kms by itself will cover almost the cost of the car. After that it's just savings. No EV car battery dies completely. It's just reduced range which can be managed easily by using the car for short distances. My 2021 ZS EV with a 44.5kw battery has a battery degradation of 12% after 1.3 lakh kms, which translates to 39kW. The car now does around 240-250 kms at speeds of 90-100 kmph in the highway and around 300 kms when driven sedately in the city which I still consider a good range.

The Emax7 with a larger battery will degrade much slower than my ZS EV because it's a LFP battery and it would require fewer DC charging stops during highway drives due to the larger battery pack. I think the battery degradation in a LFP battery with a 72kw battery pack would be around 4-5 percent at the same 1.3lakh kms as my ZS EV due to fewer DC charging

Last edited by libranof1987 : 29th October 2024 at 19:08. Reason: Merging back-to-back posts. Kindly use the Edit/Quote+ functionality to quote multiple posts.
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Old 29th October 2024, 16:26   #23
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Re: 2024 BYD eMax 7 Review

Disappointing that such large-wheelbased vehibles (including innova hycross and the caravan limousine) continue to be offered with FWD, despite the silently acknowledged drawbacks of this drive train for such large W.B. vehicles.
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Old 29th October 2024, 18:50   #24
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Re: 2024 BYD eMax 7 Review

How can any vehicle be a "touring vehicle" for the family without a spare tyre? This is a glaring omission, given that its predecessor, the E6 actually came with a full-sized spare? I have seen SHOFFR drivers changing tyres in the Devanahalli Shell petrol pump where they often come to charge their cars, given that its one of the better fast chargers in this part of town?

I have seen the car in the showroom- a solid package otherwise. Sure its conservatively designed both inside and outside- but that conservatism is a feature of the car, not a bug. its designed to not offend. period. This will make for an excellent airport/ hotel cab - and gives BYD's reliability and reputation already with the many hotel and airport cab operators, this should do well. There are no other battery EVs with 3 rows of seating today.

Best of luck to BYD.
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Old 29th October 2024, 20:47   #25
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Re: 2024 BYD eMax 7 Review

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Originally Posted by shashanka View Post
Disappointing that such large-wheelbased vehibles (including innova hycross and the caravan limousine) continue to be offered with FWD, despite the silently acknowledged drawbacks of this drive train for such large W.B. vehicles.
What exactly is the disadvantage?
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Old 30th October 2024, 06:58   #26
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Re: 2024 BYD eMax 7 Review

Thanks for your reply, lina. I have mentioned the reasons earlier in these pages (RWDvsFWDvsAWD) and I'l quote from this post:

"In a FWD set-up both steering forces & engine torque forces are concentrated on the front wheels and its attached suspension, steering and drive-line components. And one can imagine the stresses built-up when the car is being driven at full steering lock and at max allowable torque (= throttle) - a situation common enough for me when climbing the steep hairpins of Uttaranchal. It is understood that for wheel articulation (in all 3 axes) universal couplings/CV couplings at both ends of each half-shaft to the front wheels are needed. But the stress concentration (during adverse driving situations as outlined above) due to steering & engine torque remains high in FWD vehicles. And the situation becomes worse as the wheel base keeps increasing. The peak of this engineering joke was reached by the Americans in the 70's when they decided to follow the European lead in FWD application. GM installed FWD on their full sized goliaths - the Cadillac Eldorado & the Oldsmobile Tornado - both of which were over 18 feet long & had the usual lazy V8s of 7 L displacement! Needless to add that both these died a mercifully quick death due to their impractical lay-out. But the FWD trend continues globally today (Skoda Superb, Nissan Teana, Toyota Camry, Hyundai Sonata and Honda Accord being large WB examples sold in our market). The reason as mentioned earlier is the reduced manufacturing costs & compactness of the package.
But as a concession to this design's commercial success, it is generally acknowledged that (for a WB < ~2.4 mtrs & overall length < ~3.8 mtrs), the FWD layout, coupled with a monocoque structure, has distinct advantages in handling & agility.

On the other hand, in a RWD set-up, the same situation (stresses due to steering forces & engine torque) is more simply resolved. The steering stresses are all acting on the front wheels and its accompanying suspension & steering components. The engine torque generated stresses are concentrated on the rear wheels and its associated sub-assemblies - the locating arms, the suspension components, & in case of IRS, the half-shafts & their associated bits & pieces. The transmission & drive-line (prop shaft) losses are usually ignored as they are minor in comparison. Thus the situation in a RWD set-up is much more in line (in my view! ) with engineering integrity.

And finally, the AWD/4WD set-up, for tackling the difficulties faced in driving over bad terrain - mud, slush, ice & snow and of course off-road "kaccha" surfaces. We have all seen AWD rally cars in WRC events with their stupendous ability to tackle dangerous surfaces. We also know that most of them are equipped with add-ons - limited slip or torque sensing differentials of one kind or another, ESP and other similar software, etc. What fewer people know is that full-time AWD (the Audi Quattro models, eg) requires a central/3rd differential or a viscous coupling (like the AWD version of our home-grown XUV500) to prevent torque wind-up or "chirping" on smooth tarmac with AWD engaged. So, as can be seen, AWD is rather more complex & complicated (=higher maintenance & niggles issues!) than one would like in one's daily commuter. But for the dedicated tourer (who also indulges in occasional & necessary bits of off-roading in his travels!) the investment in AWD may be worth the added expense and - occasional! - maintenance.

I feel the foregoing is an adequate introduction (obviously, the views/opinions expressed are mine only!) and I now hope that our forum members will join in with their own views/opinions/inputs and we can get a lively discussion/debate going!"

As I have mentioned, these views are mine only and all buffs will have their own take on the subject!

Last edited by shashanka : 30th October 2024 at 07:05. Reason: Grammar typos
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