2024 BYD Shark 6 AWD review: International first drive

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2024 BYD Shark 6

The BYD Shark 6, which will get its official Aussie launch on October 29, promises to disrupt a market long dominated by giants Ford and Toyota with the introduction of a double-cab ute boasting a dual-motor electrified drivetrain.

That the Shark 6 is the first-ever ute from BYD serves only to emphasise the notion that no segment is safe from its global expansion ambitions, with the firm promising more and more products, including future Sharks, heading to our shores in 2025. 

Very much in the mould of the traditional Ranger and HiLux market leaders, the Shark 6 deviates from the norm with a plug-in hybrid drivetrain that uses motors either alone or in combination with the 1.5-litre petrol engine to drive power to all four wheels, offering ute owners the ability to go zero emissions for a period of time. 

With the Shark 6 likely hitting the market at a price that undercuts high-end versions of those major rivals, it serves only to bolster our interest in the latest blockbuster Chinese vehicle to hit our shores.

How much is a BYD Shark 6?

Official prices aren't yet confirmed, but our sources suggest the flagship Shark 6 Premium model, which will be followed later by more affordable variants, will retail at around $60,000. This puts base variants of the Ford Ranger and Toyota HiLux firmly in its crosshairs, as well as offering a frankly monumental haircut on the upcoming Ford Ranger PHEV, which is expected to drop at $75K-$90K.

In the Premium edition we tested, a pair of electric motors drives all four wheels at anything below 70km/h, above which the 1.5-litre petrol joins in to directly drive the wheels. The rest of the time, the engine remains idle or whirrs away charging the 29.58kWh battery for full electric propulsion. 

This set-up provides the Shark 6 with a near linear torque curve and much more responsive power delivery than anything its turbo-diesel rivals can muster, as well as fuel useage of as little as 2.0 litres per 100 kilometres and more than 800km of claimed range.

How big is the BYD Shark 6?

Despite carrying a name inspired by BYD's Ocean series, the Shark 6 has none of the fluid styling of its siblings, sporting instead a more rugged, boxy look, with squared-off daytime running lights front and rear, a large BYD grille, and chunky wheel arches. 

Inside, the spacious cabin feels premium to the touch making liberal use of synthetic leather and accented elements to soften the otherwise more utilitarian styling, including rectangular air vents, chunky grab handles, and mechanical-looking switchgear.

Our test-drive model was decked out in black with liberal orange stitching and highlights, and felt both well screwed together and comfortable with supportive front seats boasting heating and ventilation functions, and electric adjustability while providing a high driving position with strong all-around visibility over the flat bonnet. 

Kickplates and grab handles front and rear are provided to make entry into the high cabin that little bit easier. And while rear-seat passengers don't quite get the same levels of luxury, there's plenty of foot, leg and head room on offer, as well as central adjustable vents, USB-A and USB-C sockets, and a fold-down rear armrest.

Infotainment comes courtesy of BYD's staple 15.6-inch screen that can be rotated electronically between landscape and portrait mode, with both Apple CarPlay and Android Auto built-in, plus a bunch of other entertainment-based applications supported by a premium 12-speaker Dynaudio sound system.

The driver benefits from both a 10.25-inch screen for the usual functions, as well as a head-up display that puts the essential information clearly in your eye line. There's also a single vented wireless charger on the centre console and USB-A and USB-C sockets for wired phone charging.

Chunky switches on the central tunnel allow you to turn on the engine, switch between EV and HEV mode, flick through your driving modes, and drop the tailgate, while a palm-shaped drive selector is flanked by further switchgear for volume, parking sensors and the like. 

It's a pleasant design, equally as welcoming as it is functional, which makes it suitable for families as much as being a workhorse.

There's no under bonnet storage due to that 1.5-litre engine, but the generous load bed can hold a claimed 1200 litres and comes equipped with a robust plastic tub, six mounting points dotted around the place, and a set of three plug sockets that can together output a combined 6kW of power for vehicle-to-load (V2L) purposes. There's an additional 220-volt socket in the rear cabin for good measure, while the tailgate also comes with an external electric release and a damped opening.

On the safety front, a particularly comprehensive safety suite includes seven airbags and a plethora of active safety features including driver fatigue monitoring, blind spot and door opening warnings, front and rear cross-traffic alert, and autonomous emergency braking (AEB) among many others. There are also level-two autonomous features such as lane-keeping assist and adaptive cruise control.

What is the BYD Shark 6 like to drive?

Despite our driving time being limited to an airfield course and a spin on a reasonably challenging off-road course, it's safe to say the Shark 6 more than holds its own in this company. While it's not especially dynamic, much like its rivals, it has at least been developed specifically for Australian roads and terrain. With double-wishbone independent suspension front and rear, it's at least tidy and dependable when pushed without excessive lurch when returning to centre. 

It's plenty capable off-road, too, thanks to the body-on-ladder frame chassis offering ground clearance of 230mm and up to 700mm of wading depth, as well as generous approach, departure and ramp over angles of 31, 19.5 and 17 degrees respectively. Consequently, the cell-to-chassis technology ensures the battery doesn't intrude on cabin space, while five layers of protection underneath protect it from sharp ruts and bumps.

Propulsion comes courtesy of identical motors on each axle tuned to offer power and torque where needed most. With a 170kW/310Nm output on the front and 150kW/340Nm output on the rear, this provides more than enough torque and traction to handle steep inclines and rutted trails even on standard road tyres.

That drivetrain means the Shark 6 is a hefty chunk more powerful than a PHEV Ranger but offers less torque overall, with 650Nm to the Ranger’s 690Nm. However, the benefits of the electric delivery become apparent in the ease with which the Shark 6 outpaces rivals from a standing start, hitting 100km in just 5.7 seconds courtesy of torque delivered in a typically linear fashion.

That deficit does, however, impact the Shark's load-bearing stats. While the 790kg payload is similar to rivals, a towing capacity of just 2500kg means it sacrifices around a tonne of pulling power, which could be a deal-breaker for some.

But if greater economy is the greater draw, 100km of EV-only capability (likely closer to 80km in real-world driving) and 2.0 litres per 100km of fuel useage in those first 80km might just be a clincher, alongside more than 800km of claimed range.

Charging of the 29.58kWh battery isn't exactly rapid. AC charging at 7kW replenishes the battery in around 4.5 hours and DC charging of up to 55kW tops up 30–80 per cent in about 25 minutes, but the benefits will undoubtedly be seen in the running costs.

Should I buy a BYD Shark 6?

Breaking into the established hierarchy of utes isn't the most enviable task, but the Shark 6 may just be compelling enough a proposition to do so. A strong kit count, efficient and powerful drivetrain, and what looks likely to be a knockout price tag, should be enough to lure the bums of some dyed-in-the-wool HiLux and Ranger loyalists into those heated and ventilated seats. 

From there, much will come down to their particular requirements for the job. The Shark 6 excels in most areas and gives up very little in those it doesn't, and with BYD steadily gaining market share already in the plug-in SUV market, the relatively new badge is unlikely to be a hindrance to success. It could even be a smash hit.

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