The BYD Shark 6 attracted plenty of headlines – and customers – when it became the first plug-in hybrid (PHEV) ute to arrive in Australia earlier this year.
Before its release, BYD generated lots of interest by drip-feeding information and images, then announcing a sharp price, which put the ball firmly in the courts of GWM and Ford with their respective rivals.
But that was more than six months ago and since then there’s been plenty of praise and criticism of the Shark from both owners and the industry alike. And now GWM and Ford have also launched their Cannon Alpha PHEV and Ranger PHEV utes respectively, giving the Shark the competition it knew was coming.
Even so, the Shark remains Australia’s most affordable PHEV ute, helping it achieve some commendable sales figures. It found 10,424 new homes in the first half of 2025, making it BYD’s best-selling model locally (by some 6000 units) thanks mostly to private buyers.
In comparison, Ford has delivered 118 examples of the Ranger PHEV in its first three months on sale (entirely business buyers), while the Cannon Alpha PHEV has chalked up 213 deliveries in its first two months.
Why such a big difference? They all offer similar powertrains on paper, and while the Shark 6 is the cheapest, it isn’t that must more affordable than the Cannon Alpha PHEV.
Perhaps it’s because the BYD badge is in high demand at the moment, as the Chinese brand continues to gain strength in Australia. Test drives will also confirm it offers exceptional build quality, while its tough exterior can make a Ranger look and feel small.
But does it live up to the hype? And is it really the PHEV ute to buy? With all the pre- and post-launch excitement now subsided, and plenty of examples now out and about on the road, here we’re testing the only version of the groundbreaking ute available in Australia – the BYD Shark 6 Premium.
How much does the BYD Shark 6 cost?
The BYD Shark 6 Premium is priced at $57,900 before on-road costs, making it Australia’s cheapest plug-in ute.
| Model | Price before on-road costs |
|---|---|
| 2025 BYD Shark 6 Premium | $57,900 |
Its closest match is the Cannon Alpha Lux PHEV, which is priced at $59,990 before on-roads. There’s also the top-spec Cannon Alpha Ultra PHEV priced at $66,990 before on-roads.
Both are still considerably cheaper than the four-variant Ford Ranger PHEV lineup, which starts at $71,990 before on-roads for the base XLT and extends to an eye-watering $86,990 before on-roads for the flagship Stormtrak.
There will also be additional competition in the coming years, with options like the JAC Hunter PHEV arriving in early 2026 at a potentially cheaper price.
To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool
What is the BYD Shark 6 like on the inside?
This is where the Shark has its PHEV rivals beat, easily.
The large screens and flat panels in our images may look dull, but the BYD’s interior feels much more upmarket and substantial than its rivals in reality. There’s more space to work with in here, given the vehicle’s generous dimensions, which makes it feel more palatial than a Ranger.
Meanwhile, it all feels a little sturdier than the Cannon Alpha, which is still well-presented in its own right, as well as plusher than the more utilitarian Ranger. This is evident in the Shark’s key touch points, like the steering wheel.
It’s a large tiller with a thick rim that features a plush leather finish with orange stitching that makes it feel robust yet premium – GWM’s can feel a little spindly in comparison. It also features a split-spoke design, with the lower portions housing drive mode scroll wheels.
The horizontal spokes are home to clicky physical buttons that also look the part, as they’re all finished in glossy metallic grey plastic. They’re still prone to smudges, but nowhere near as bad as piano black plastic can be.
More of these robust fittings are found on the centre console, where there’s a large gear selector and a completely over-the-top array of buttons that look like aircraft controls. There are more metallic orange accents here, and everything feels rock-solid despite looking somewhat chintzy.
The black plastics here also have a satin finish, again avoiding piano black fingerprint magnets. Further, the fake leather finish on the nearby ‘handles’ and armrest feels appropriately soft, and the wide centre console helps make everything feel more open.
Headlining the front of the cabin is a 15.6-inch touchscreen infotainment system. It has a high resolution and a snappy response, which is a good thing since most key cabin functions are locked away in here, including climate control.
Like other BYDs, the screen can physically rotate between landscape and portrait orientations, but this isn’t much more than a gimmick. You can also swipe with three fingers to mess with climate control on the fly, with vertical swipes adjusting temperature and horizontal ones controlling fan speed.
Apple CarPlay and Android Auto are also wireless and take up the entire screen when used. This is when those gestures are convenient, as they save you from having to exit out of your phone’s interface.
In front of the steering wheel is a 10.25-inch digital instrument cluster. It’s a little basic, but there’s heaps of information available within its various sub-menus, which are navigable using the buttons on the steering wheel.
Our only complaint is that the various icons are too cluttered, making it hard to know where to look. This has been the case with other BYDs too, and we think this smaller ‘iPad’ could do with some tweaks to its graphics and fonts to make it a little more visually interesting.
There’s at least a little bit of personality with the various terrain-specific backgrounds, which are tied to off-road drive modes. Still, both screens feel better integrated into the dashboard of the Cannon Alpha, even if BYD’s software is smarter.
Otherwise, the front of the cabin is exceptionally comfortable. The seats are finished in smooth leather, with plenty of interesting cut-outs and shapes accentuating the supportive bolsters. More of that orange stitching also appears here.
Eight-way power adjustment is standard for the driver’s seat which, when combined with an adequate range of steering wheel adjustability, makes it easy to find a comfortable position. Four-way lumbar support is also included.
Heating and ventilation for the front seats is standard, but there’s no heating for the steering wheel. The spacious cabin allows for several storage options, including a sizeable centre console box, a cut-out above the passenger-side glovebox, and bottle holders in the doors.
You’ll also find a 12V outlet, USB-A port, and USB-C port in that central box. Topping it off is an NFC-enabled pad and a ventilated wireless phone charger, both finished in rubber to stop things sliding around.
As is the case up front, the full-length side steps make it easy to climb into the back seat. Predictably, there’s oodles of space back here, thanks to the relatively long cabin and high, squared-off roof.
More of that smooth leather is draped over the rear seats, and the whole area has a distinctly premium feel thanks to the black headliner and plush carpet. There’s also a fold-down centre armrest with cupholders, while the seatbacks can fold forwards to reveal some additional storage space, which is ideal for things like charging cables.
Unlike pretty much every other mid-size ute, we reckon these seatbacks are slightly too far reclined in their standard position, a gripe later confirmed by passengers who sat back here. That said, the floor is completely flat, with no driveline tunnel to contend with – a benefit of not having a mechanical driveshaft.
Other than that, you get dual rear-facing air vents (without a separate control panel), as well as a 230V power outlet, USB-A port, and USB-C port. These are all found below a shallow, phone-sized slot on the back of the centre console.
Despite the Shark’s generous proportions, its thick tray walls and tailgate make the tub feel a bit small compared to the competition. Mind you, a full-size spare is still mounted under the tub, unlike the clumsy arrangement in the Cannon Alpha PHEV.
Even so, the tub is nearly identical in size to the Cannon Alpha’s when it’s not compromised by a spare wheel. Interestingly, the Ranger PHEV has a tub that’s longer and wider by roughly 100mm, but the BYD wins on depth by nearly 20mm due to the Ford’s battery bulge.
Under a flap on the driver’s side are three additional 230V vehicle-to-load power outlets, which output 6.6kW of power, which is comparable to the Ranger PHEV’s 6.9kW and up on the GWM’s 3.3kW.
It’s unfortunate that there’s no tonneau cover as standard, though two different Ironman rolling covers are available as accessories ($2549 for the manual option, and $3357 for the electric unit). There’s also a handy electric button to drop the tailgate, but you’ll have to close it yourself.
| Dimensions | BYD Shark 6 |
|---|---|
| Length | 5457mm |
| Width | 1971mm |
| Height | 1925mm |
| Wheelbase | 3260mm |
| Tub volume | 1200L |
| Tub length | 1520mm |
| Tub width | 1500mm |
| Tub depth | 517mm |
To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool
What’s under the bonnet?
Powering the Shark is a 1.5-litre four-cylinder turbo-petrol engine, which produces 135kW of power and 260Nm of torque on its own. It’s mated with two electric motors, one up front and one at the rear, bumping total outputs to 321kW and 650Nm.
| Specifications | BYD Shark 6 |
|---|---|
| Engine | 1.5L 4cyl turbo-petrol |
| Engine power | 135kW |
| Engine torque | 260Nm |
| Peak electric motor power (front/rear) | 170kW/150kW |
| Peak electric motor torque (front/rear) | 310Nm/340Nm |
| Peak system power | 321kW |
| Peak system torque | 650Nm |
| Drive type | e-AWD |
| Transmission | Single speed, reduction gear |
| 0-100km/h (claimed) | 5.7s |
| Battery | 29.58kWh BYD Blade LFP |
| Fuel tank | 60L |
| Fuel economy (claimed) | 2.0L/100km (state of charge 25-100 per cent), 7.9L/100km (SoC |
| Fuel economy (as tested) | 6.3L/100km |
| Energy consumption (claimed) | 21.2kWh/100km |
| Energy consumption (as tested) | 9.2kWh/100km |
| Fuel requirement | 91-octane unleaded petrol |
| CO2 emissions | 46g/km |
| Electric driving range (NEDC) | 100km (SoC 25-100 per cent) |
| Emissions standard | Euro 5 |
| Kerb weight | 2710kg |
| Payload | 790kg |
| Braked towing capacity | 2500kg |
| Gross vehicle mass (GVM) | 3500kg |
| Max. AC charging speed | 7kW |
| Max. DC charging speed | 55kW |
The key difference from the Cannon Alpha PHEV and Ranger PHEV is that the BYD Shark 6 has no mechanical connection between the front and rear axles. This is primarily because BYD opted to mount the Shark’s battery under the cabin, instead of under the tub like in the other two, leaving no space for a driveshaft.
The result is a ute that lacks a traditional gearbox and rear differential, which means the Shark has no low-range gearing and no locking differentials, which are essential for hardcore off-roading. In this context, it seems the Ranger PHEV is the winner of the three, as it has a low-range transfer case and a rear diff lock, plus a larger tub, and still keeps its full-size spare neatly tucked away.
Of course, the trade-off is a smaller battery, which means the Ranger can’t match the PHEV capabilities of its Chinese rivals. The Shark 6 offers a claimed electric-only range of 100km, which we were able to get close to during our testing.
In primarily highway driving, our fuel economy figure was in the right ballpark, especially as battery charge was low for most of our week with the car. This also meant our energy consumption was greatly reduced.
To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool
How does the BYD Shark 6 drive?
The Shark 6 has been labelled a ‘lifestyle ute’ by many, and that starts to seem appropriate when you get behind the wheel.
Believe us when we say that isn’t a bad thing, because you’ll probably be impressed by how well the Shark drives, thanks to some key drawcards for those who intend to use the Shark as their daily driver.
For one, the ride is silky smooth, especially by ute standards. Unlike the Ranger with its leaf-sprung rear suspension, the Shark has coil springs at all four corners, and independent wheel control at both ends including double lower control arms for each corner, which makes it feel much more like an SUV than a bouncy commercial truck.
It’s able to iron out all manner of road imperfections without much trouble, even if there’s still some chatter over minor bumps. It’s surprisingly comfortable, and it also does a good job of keeping road and wind noise from penetrating the cabin when the speed picks up.
The steering is also well-weighted and direct, offering agility and stability in equal measure. While there’s still body roll around turns, the well-sorted coil springs mean that at no point does the Shark feel unwieldy or overly floaty.
The result is a ute that is easy to live with, regardless of the conditions your commute throws at it. It also stays composed on dirt roads, and powers through larger bumps and dips with ease.
Contributing to this is the Shark’s heft kerb weight. At nearly three tonnes, it can feel heavy on the road, making the vehicle feel much more substantial than most diesel utes, and more like a fully laden diesel ute.
This heft doesn’t seem to drag the Shark down though. It’s properly quick when the battery’s charged and everything’s working as it should, taking off with the kind of haste you don’t expect from a standard ute.
Truthfully, this rapid acceleration seems unnecessary, and BYD’s proud 5.7-second 0-100km/h claim – in a segment where hardly any other ute manufacturers quote acceleration times – suggests the brand has put a little too much focus on headline-grabbing numbers that can ‘wow’ potential buyers. And it’s worth pointing out the Shark’s torque figures are still down on its rivals.
Jumping off the accelerator pedal doesn’t immediately cut power either. Similar to our experience with the Sealion 7 electric SUV, the Shark exhibits throttle hang, where it continues to accelerate for about a second after you lift off following hard acceleration.
This can be disconcerting at first, especially if you aren’t expecting it. Of course you can still brake as usual, so it isn’t the end of the world, but there’s a sense that you don’t quite have complete control.
When the battery is low, the low-displacement petrol engine becomes quite loud and feels strained. The Shark will still do its best to maintain rapid acceleration, but it won’t feel anywhere near as effortless – this is why our energy consumption was much lower than BYD’s claim, though it’s commendable that fuel economy didn’t suffer too much.
To recover charge on the move, there are two regenerative braking intensity levels to choose from: Standard and High. These are adjusted in the vehicle settings menu, but in typical BYD fashion there’s no one-pedal driving mode, making these regen levels feel a little weak by electric vehicle standards.
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Supporting this are split EV (electric) and HEV (hybrid) modes. In EV mode the engine is switched off, allowing the Shark to hum along quietly on purely electric power – unless climbing a steep grade, accelerating hard, or driving at high speeds, when it will reintroduce the engine.
HEV mode, meanwhile, engages the engine to both power the wheels and charge the battery, or disengages the electric motors entirely. It may still be challenging to recuperate any significant charge, but the Shark will generally maintain enough charge to keep some electric power in reserve.
This level of charge is still too low for our liking, at roughly six per cent, at least in the example we drove. At that level the vehicle’s performance will be dulled, taking the edge off the Shark’s dedicated Sport mode.
On that note, you can flick between Eco, Normal, and Sport modes in both EV and HEV settings. There’s also a hidden ‘MAX EV’ drive mode, which is engaged by pressing and holding the EV/HEV button. It maximises the powertrain’s electric capabilities (with slightly reduced power outputs) until charge drops and the engine is required again.
Those drive modes are selected using the roller on the steering wheel’s bottom-left spoke. Outside of that, the Shark offers a comprehensive list of standard safety gear, including adaptive cruise control with lane centring, which all seems to be well-calibrated.
We experienced only minor hiccups, primarily with the driver monitoring system being slightly too sensitive, and the passive lane-keep system occasionally interfering on narrow roads.
The adaptive cruise function does a good job of matching traffic and following lanes, and we weren’t left annoyed by any other safety system.
Of course, the elephant in the room is the Shark’s off-road capability. The test vehicle you see in this review is the exact same car that we used to retest the ute’s post-update off-road functionality, which was documented in a video on the CarExpert YouTube channel (below).
It seems the lack of low-range gearing and locking differentials still holds the Shark back for any serious off-road work. The Cannon Alpha PHEV is much more capable, and I’ve experienced the strong off-road chops of the Ranger PHEV too.
That said, it’s entirely possible that an update to address how the Shark distributes its power could remedy many of these issues, or at least improve the situation and make it more competitive.
We suggest this because the Ranger PHEV can scale steep hills in its dedicated EV-only mode, which can’t be used in conjunction with low-range gearing, and also because as you can see in our video the Shark wasn’t struggling with traction or wheelspin.
BYD improved the Shark’s sub-standard towing performance compared to early tests, and it’s now much smarter in the way it distributes and manages its power flow to maintain charge without relying solely on the small petrol engine.
The result is a ute that still drives smoothly and comfortably on-road, but can also now comfortably handle towing in everyday, low-demand environments without completely draining its battery.
| Off-road dimensions | BYD Shark 6 |
|---|---|
| Track front and rear | 1660mm |
| Ground clearance | 230mm |
| Approach angle | 31º |
| Departure angle | 19.3º |
| Ramp breakover angle | 17º |
| Wading depth | 700mm |
To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool
What do you get?
The BYD Shark 6 is only available in one range-topping trim.
2025 BYD Shark 6 Premium equipment highlights:
- 18-inch alloy wheels
- Full-size spare wheel
- Fixed side steps
- Aluminium roof rack
- Shark fin antenna
- Spray-on tub liner
- Adaptive LED headlights
- LED tail lights
- Front and rear fog lights
- Rain-sensing wipers
- Heated, folding side mirrors
- Puddle lights
- Sound-proof front glass
- Rear privacy glass
- Auto-dimming rear-view mirror
- Leather-wrapped steering wheel
- Heated and ventilated front seats
- Black faux leather upholstery with orange accent stitching
- 8-way power adjustable driver’s seat with 4-way lumbar
- 4-way power adjustable front passenger seat
- Mud, Sand, Snow, Mountain terrain modes
- 10.25-inch digital instrument cluster
- 15.6-inch touchscreen infotainment system
- Head-up display
- Voice assistant
- FM and DAB+ radio
- Wireless Apple CarPlay and Android Auto
- Satellite navigation
- Music streaming
- 12-speaker Dynaudio sound system
- Dual-zone climate control
- 2x USB-C ports
- 2x USB-A ports
- 50W wireless charger
- 12V socket
- 10A household socket
- Push-button start
- Keyless entry
- NFC card
To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool
Is the BYD Shark 6 safe?
The BYD Shark 6 has afive-star ANCAP safety ratingbased on testing conducted in 2025.
| Category | BYD Shark 6 |
|---|---|
| Adult occupant protection | 85 per cent |
| Child occupant protection | 87 per cent |
| Vulnerable road user protection | 74 per cent |
| Safety assist | 86 per cent |
Standard safety equipment includes:
- 7 airbags, including:
- Front
- Front side
- Side curtain
- Far-side
- Autonomous emergency braking (AEB)
- Rear collision warning
- Blind-spot monitoring
- Front and rear cross-traffic alert
- Lane keep assist
- Adaptive cruise control
- Intelligent Speed Limit Control
- Hill descent control
- Trailer stability control
- Driver fatigue monitoring
- Child presence detection
- Surround-view camera
- Front and rear parking sensors
To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool
How much does the BYD Shark 6 cost to run?
The BYD Shark 6 is covered by a six-year, 150,000km vehicle warranty and an eight-year, 160,000km high-voltage battery warranty. Servicing intervals are 12 months or 20,000km, whichever comes first.
| Servicing and Warranty | BYD Shark 6 |
|---|---|
| Vehicle warranty | 6 years, 150,000km |
| Battery warranty | 8 years, 160,000km |
| Roadside assistance | 12 months complimentary |
| Service intervals | 12 months or 20,000km |
| Capped-price servicing | 11 years |
| Average annual service price over 11 years | $552.45 |
| Total capped-price service cost | $6077 |
BYD’s service pricing, accurate as of August 13, 2025, is detailed below:
| Service | Price |
|---|---|
| 1yr, 20,000km | $408 |
| 2yrs, 40,000km | $456 |
| 3yrs, 60,000km | $351 |
| 4yrs, 80,000km | $923 |
| 5yrs, 100,000km | $351 |
| 6yrs, 120,000km | $456 |
| 7yrs, 140,000km | $351 |
| 8yrs, 160,000km | $1423 |
| 9yrs, 180,000km | $351 |
| 10yrs, 200,000km | $656 |
| 11yrs, 220,000km | $351 |
Over five years, the Shark’s service costs total $2489 and average out at $497.8 annually. This is more than the Ranger PHEV over the same period, which has its first five services capped at $399 each, but less than the Cannon Alpha PHEV which totals $3070 over five years, for an average of $614 each year.
The Shark also has the longest service intervals of the three, as the Ranger and Cannon Alpha require maintenance every 15,000km and 10,000km respectively, but in terms of time intervals all three plug-in utes still have to be serviced every 12 months.
For further reference, Ranger V6 diesels offer four years of capped-price servicing, with each visit costing $379. But from 2026, the first five services will each cost $399, matching the Ranger PHEV.
To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool
CarExpert’s Take on the BYD Shark 6 Premium
With the updates that have been rolled out, in addition to keen pricing and a long standard tech and equipment list, it’s easy to see why the Shark is flying off showroom floors.
Though the negative connotations of ‘lifestyle ute’ may still linger, the Shark makes a lot of sense as a daily driver. It’s comfortable and smooth on the road, its safety tech is unobtrusive, and it can be highly efficient when driven sensibly in the correct modes.
It’s also large, which seems to be all the rage at the moment, and there’s still a big tub out the back for weekend Bunnings runs, plus improved towing capacity even if doesn’t match the class leaders.
Then there’s the price, which has only become more impressive since its two rivals launched. The fact you get this level of technical sophistication and equipment at a price that’s more than $12,000 lower than a ‘base-spec’ Ranger XLT PHEV is astounding.
There’s actually very little compromise here, if you aren’t planning on making the Shark your recreational rock crawler.
Yes, the Shark’s off-road capability still needs work, especially when its two local rivals can do it much better, and when one of those two is within touching distance on price – even if its spare wheel takes up tray space.
But there are other shortcomings. The Shark’s throttle hangs up after accelerating, and its regenerative braking isn’t strong enough. There’s also the fact the 1.5-litre petrol engine is underpowered for a vehicle this size, which will be a problem if you’ve used all your battery power at an overnight campsite.
As good as a PHEV system can be, it’s still essential to have solid combustion power at its core for backup. The Cannon Alpha and Ranger also do better here, as they pack larger 2.0-litre and 2.3-litre engines respectively.
If none of that worries you, the Shark is a solid dual-cab ute and a good choice if you’re looking to save a buck.
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