On January 1 this year, BYD Yuan PLUS opened pre-sale, the new car has a total of two CLTC conditions under the endurance, respectively 430 km and 510 km a total of 4 models, the pre-price of 13.28-15.28 million yuan. Perhaps because in the past, people's impressions of BYD yuan are "debuted" in small SUVs, and the price will be relatively cheap, coupled with the yuan Pro top match listed in July last year is only in the early 100,000. Nowadays, the pre-sale price of the yuan PLUS has suddenly gone to the beginning of 130,000 yuan, and at this point, the rhythm of "too expensive" has come to the comment area.
To be reasonable, although they are part of the Meta family, MetaPLUS has a very different performance in design language, body size and technology platform. From the most superficial appearance, although the front face of the metaPLUS inherits the design concept of BYD Dragon Face 3.0, the new front bracket design tends to be more moving, and the visual is more exaggerated than that of the metaPro.
The second is the body size, the wheelbase of the yuan PLUS has reached 2720mm, entering the ranks of compact models, bidding farewell to the positioning of the small car of the yuan family in the past, so that the space in the car has been expanded accordingly. Of course, probably mentioned above, you've seen it in other media articles as early as the metaPLUS debut or pre-sale, so what I'm going to say below is some of the things I thought were good after I tested the metaPLUS.
Most of the early electric vehicles were developed through "oil to electricity", that is, the development method of converting engines, transmissions and other components into motors and batteries on the basis of traditional fuel vehicles. However, there will inevitably be many shortcomings in the "oil to electricity" model, such as short endurance and small space.
Although the "oil to electricity" model has many shortcomings, there are still many car companies to adopt this program, after all, in order to be able to quickly launch a new energy model, "oil to electricity" is the most convenient program. However, when the mainland new energy has entered the era of rapid development, whether it has a "pure electric platform" has become a criterion for judging whether a car company has good new energy products, and "platformization" has also become the commanding heights of the new energy strategy of car companies in the future development.
It is precisely because of the direction of the commanding heights of new energy, BYD has released the pure electric e platform 3.0 in the early days, and this time applied to the meta PLUS, which is one of the places where it has been upgraded. This pure electric e-platform 3.0 can be said to integrate BYD's latest technology and power configuration, and has a highly integrated electric drive system and heat pump air conditioning and other new technologies in eight-in-one, so that the yuan PLUS not only has a larger size than the previous models of the yuan family, but also has a brilliant performance in terms of power parameters.
The meta PLUS, which has the support of pure electric e platform 3.0, as can be seen in the parameters, has a total motor power of 150kW and a total motor torque of 310N·m, which is equivalent to 204 horsepower compared with traditional fuel vehicles. In the test drive of the metaPLUS, in addition to the very smooth power performance at low speed, it is also remarkable at high speed, and it can still bring sufficient acceleration at 100km/h.
Secondly, the chassis performance is also a highlight, unlike most competitors of the same level, such as AION Y, Xiaopeng G3i, Geometry C, etc., which use torsion beam non-independent rear suspension, the metaPLUS uses multi-link independent rear suspension. Open up can feel the overall sense of the chassis is strong, through the bad road or dense speed bumps will not have too much shaking, the vibration processing is soft and there will be no loose feeling, the overall adjustment is solid.
The suspension support is also sufficient, the body of the car passing through potholes or large angles is also stable enough, and the rear ride will not feel too much roll and aftershocks, and it is still relatively good in terms of comfort.
At the same time, the braking of the metaPLUS belongs to the type that is relatively easy to control. It is worth mentioning that the kinetic energy recovery of the metaPLUS will change according to different conditions such as the speed of the car, and there is almost no drag feeling when driving at low speed in the city, and it is under the setting of high-intensity kinetic energy recovery, which is closer to the experience of driving fuel vehicles.
But more importantly, in order to test the extreme performance of the metaPLUS for the media, the manufacturer also arranged a series of field test drives for us. The first is linear acceleration + emergency braking, which is a test of the vehicle's 100 km acceleration performance and braking distance. From the official 100 km acceleration data, the meta PLUS can be completed in 7.3 seconds, and from my actual optimal test, it does achieve a score of 7.3 seconds, which is in line with the official claim.
Immediately after that, to the "Figure 8 winding pile + snake-shaped winding pile", the main test is the accuracy of the vehicle's steering and the flexibility of the vehicle to follow. Thanks to the small turning diameter of the metaPLUS, I can swing and correct the steering wheel very quickly when I wrap around the pile + snake shape. Among them, I was very impressed when the snake-shaped pile was wrapped around the pile, and it was necessary to play the direction quickly and continuously, and at the same time, it also needed to cooperate with the electric gate and the brake, my feeling was that during the acceleration and turning of the metaPLUS, the body center of gravity could still maintain very good stability when it was constantly changing, all by optimizing the virtual swing angle of the front suspension wheel center, which brought a very clear sense of stability and flexibility to the vehicle.
In addition, I think there are two main reasons for the good performance of the chassis of the metaPLUS, one is the 18-inch horse tire equipped with a tread width of 235 mm; the other is the perfect tuning process, not to mention that you may not know, in the scene and BYD engineers chat learned that every part of the metaPLUS chassis has been finely tuned, such as the K value of the spring that affects the larger impact, the thickness of the stabilizer bar is repeatedly adjusted. You know, the spring K value is too high, and the stabilizer bar is too thick, the consequence is that the chassis has no texture, only the feeling of "hard".
Speaking of this, it is not difficult to see that BYD still spends a lot of thought on the driving level of the meta PLUS. At the same time, thanks to the development of pure electric models, compared with the simple oil-to-electric models on the market, the yuan PLUS has obvious advantages in both driving texture and power performance. Do you still think the yuan PLUS pre-price is expensive?
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