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MPVs don’t catch anyone’s attention these days unless it’s a new Innova — such has been Toyota’s stranglehold on this segment. Even Maruti Suzuki stayed clear of it (the Ertiga belongs to a lower class of MPVs) until the partnership with Toyota brought them the Invicto. Amid this market domination, the lesser-known BYD launched the E6 and took the competition head-on by offering it exclusively as a commercial vehicle. It was sold to fleet operators — the very market where an MPV’s reputation is built. The E6 soon made a mark with its reliability, impressing fleet operators. Range wasn’t much of an issue, and the vehicle promised good driving refinement.
A few years later, the E6 has now been replaced by the eMax 7. With this update, BYD is offering a more upmarket product without a significant price increase. The portfolio now includes more variants, targeting private buyers too. So, is the eMax 7 any good, and should Toyota be worried.
Compared to the E6, the eMax 7 is visibly more upmarket. The dragon-face design of this Chinese MPV is familiar now. I like that it doesn’t polarise — the lines are simple and understated, with no elements designed to be over-the-top. This design language is consistent throughout the car’s exterior. There’s some chrome on the bumpers, sills, and roofline, but not enough to dominate the visual appeal. The multi-LED headlights look smart and premium, as do the tail lamps, even though the rear lights clearly draw inspiration from the Audi A6. I also like the 17-inch alloy wheels and the extended roof spoiler, which balances out the rake of the rear windscreen.
Entry is as simple as tapping an NFC card on the wing mirror, revealing a thoughtfully designed cabin. The seats look impressive, the steering wheel feels good to hold, and you get BYD’s signature swivelling screen along with analogue dials for the instrument cluster (which I prefer over a digital setup). The drive selector is satisfying to operate, and key features like drive modes, regen settings, and air-conditioning controls are accessed via physical buttons. These small details reflect a more mature and user-friendly design.
The middle row can be specced with either captain’s seats or a bench, though the former makes accessing the third row easier. That third row surprises with its spaciousness — an excellent example of BYD’s smart packaging. However, the slightly knees-up seating position, due to the battery placement in the floor, could become uncomfortable on long journeys.
Seat comfort, in general, needs improvement. The front seats slope downwards, and the rest lack adequate thigh support. Given that MPVs are often used for long trips, the seat cushioning should have been better. In this area, the Innova HyCross still leads by a significant margin.
Boot space is 180 litres with the third row in place and 580 litres when it’s folded flat. The folding mechanism is well designed, but the loading lip is a bit high, meaning you may need extra effort — or a helpful friend — to lift heavy bags. It’s not a dealbreaker, though.
BYD has equipped the eMax 7 with a comprehensive features list. NFC card entry, heated ORVMs, ADAS, adaptive cruise control with lane-keeping assist, a responsive 12.8-inch swivelling infotainment screen, and seat cooling for the front passengers — it has it all. Storage spaces are abundant throughout the cabin, with a wireless phone charger, both USB-C and USB ports, and roof-mounted AC vents for the middle row. While the eMax 7 offers nearly everything, I’d have liked to see wireless Apple CarPlay and Android Auto. The panoramic roof, however, gets a thick sunblind, unlike the Seal, which has none. The large glass roof adds to the sense of airiness inside.
The weakest point is the audio system. The speakers lack bass, and the vocal clarity is underwhelming. BYD should have used the setup from the Atto 3, which delivers a punchier and more immersive audio experience.
The eMax 7 offers two battery and performance options. There’s a more affordable 55.4kWh battery powering a single motor with 161bhp, and a 71.8kWh battery supporting 201bhp from the same motor. Both options provide 310Nm of torque, with the latter variant boasting a 0–100kmph time of 8.6 seconds — quick by MPV standards, making it the fastest MPV in India. The larger blade battery, carried-forward from the E6, now offers 10km more range, bringing the claimed NEDC figure to 530km, while the smaller battery promises 420km. From experience, BYD’s range claims are close to real-world figures, and spirited driving doesn’t impact the range as much as it does in other EVs.
The eMax 7 is easy to drive, offering a commanding view of the road. Throttle response is smooth, and the regenerative braking is progressive, eliminating the sudden lurching or heavy deceleration common in some EVs. This refined power delivery makes the driving experience effortless. The only issue is the thick A-pillar, which creates a large blind spot — something I noticed while filming the car.
Thanks to the low centre of gravity, the eMax 7 handles quick directional changes well, with minimal weight transfer. The steering offers decent heft, making it enjoyable for an occasional enthusiastic drive. However, when pushed hard into corners, the nose dive and body roll become evident, and the Giti tyres (a brand I hadn’t come across before) run out of grip. As a daily driver, though, the eMax 7 is competent. The suspension has a mature European feel, and the disc brakes offer good stopping power. I drove a heavily used Atto 3 the day after the eMax 7, and found its brakes quite squishy, suggesting that heavy dependence on regen braking is necessary to avoid frequent disc replacements.
The eMax 7 is priced between ₹26.9 lakh and ₹29.9 lakh (ex-showroom). The six-seat variants are ₹60,000 cheaper, making them a better deal, in my opinion. Over three years, the eMax 7 has seen only a ₹75,000 price increase compared to the E6, while offering a more premium experience — a fair trade-off.
However, BYD’s journey in India cannot rely on niche products alone. For sustainable growth, the brand needs to take the Indian market more seriously by expanding its network and encouraging local assembly or importing from more trade-friendly locations. As it stands, the eMax 7 is an excellent product, but the Innova remains the segment leader, backed by Toyota’s robust service network. Overcoming that dominance will require more than just the launch of a new model.
