Love it or hate it, the BYD Shark 6 is a hugely important vehicle for Australia as it represents the future of 4x4s.
The BYD Shark 6 is what’s known as a PHEV, or Plug-In Hybrid Electric Vehicle. It is the first PHEV ute on the market in Australia and one of a few with 4×4 capability. Being a PHEV means it has a conventional petrol engine, but also a battery which can be charged by the engine, or externally to the car, even off your house 10A outlet.
The BYD Shark 6 differs from most other hybrids. Here’s why.
The Shark can drive purely on electrical power, with the petrol engine off. Alternatively, the petrol engine can act as an electricity generator to power the two electric motors, one for the front axle and one for the rear. That makes the BYD Shark 6 a series hybrid, which means it doesn’t have a gearbox or transfer case, just electric motors.
In contrast, most hybrids have an electric motor tacked onto an existing petrol/diesel drivetrain, complete with a gearbox, etc. Those are parallel hybrids, like the ones Toyota sells in Australia. Another example of a series hybrid is Nissan’s ePower range, but those cars cannot be charged externally to the vehicle, so they are not PHEVs, just HEVs or Hybrid Electric Vehicles.
But, of course, things are never quite that simple. The BYD Shark 6 can actually drive its front wheels via the petrol engine, connecting via a clutch. So technically, it’s a parallel hybrid as well as a series. It can only do that over around 70km/h as it has no gearbox or torque converter.
So what about the EV mode in the BYD Shark 6?
The 30kWh battery is good enough for 100km of range on the NEDC cycle, but an independent tester did manage 88km. Still, 80km is sufficient for many local trips. The engine will only charge the battery to 70%, so f you want to get above that, you’ll need to plug it in to either an AC or DC charger.
The BYD Shark 6 has a V2L, or vehicle-to-load capability, where you can use the onboard battery as a power source instead of a generator. The usable capacity is roughly equivalent to 14 x 100ah batteries at 12v. I think that a huge use case for PHEVs is as a portable power bank; no more worries about generators or solar!
I didn’t have a lot of time with the Shark at the press launch, and there were no steep hills or varied offroad terrain. But from what I could do and from talking to the engineers I can draw a few conclusions.
First impressions from the BYD Shark 6 press launch
First, while the cars were pre-production, I don’t think the BYD Shark 6 will keep up with Rangers or Hiluxes offroad. The electronic calibration isn’t up to the mark on the front/rear torque split or left/right either. I’m also concerned about the rear motor not being very powerful and without the benefit of low-range gearing, as well as an apparent front-drive bias in acceleration and when off-road.
Prolonged hill descents are a concern too. Again, as there’s no engine braking and even with regen set to max, there’s little retardation. But ground clearance and angles are comparable to the Ranger, so that part won’t be a problem.
My assessment at this stage is that the Shark has more than sufficient offroad capability for many users who just need it to handle a few sandy tracks and a bit of mud and light work. However, it’s not the car I’d choose to take into the Victorian High Country on a wet day, fully loaded. Also, the payload is low at 890kg.
One bit of good news – Ironman are going to release a range of accessories for it. Some of the modes and translation need some work, but again, the testers were pre-production vehicles. You can see the Shark in action in this video.
Towing, response, handling, fuel & consumption
The BYD Shark 6 can tow 2500kg braked, which is low for a ute. But as it’s heavy at 2710kg tare, I’d be quite comfortable towing its max, whereas I would definitely not recommend anyone use a Ranger to tow its max of 3500kg.
Behind the wheel, the BYD Shark 6 is quick off the mark, with the familiar quick response of an EV (which never gets old). That’s good offroad, too. However, like many EVs, the faster you go, the less impressive the acceleration. Handling is okay, not the sharpest on the market, but it’ll hustle along nicely enough. I found the ride to be jiggly unladen, and then drove the same roads with my own Ranger, which rode better, ironically on Ironman suspension!
The fuel tank on the BYD Shark 6 is 60L, so quite small, and the combined fuel consumption is 7.9L/100km with low battery charge and 2L with “sufficient” charge. Of course, running purely off the battery you get 0L/km, but only until the battery depletes to 25%, after which the engine starts up and is able to provide more than enough electricity to power you along. How so? Because it keeps generating electricity even when you’re slowing down or not full-throttle.
So who should buy a Shark?
The BYD Shark 6 would suit those looking for 4×4 ute capability on a budget, as the sticker price will be around $60k, and the run costs will be low if you can take advantage of the PHEV pure-electric mode (if you do a few runs of 80km or less between charges). That covers a lot of people who live in cities and can charge at home. Tech, safety, and warranty are all good on the Shark 6, and BYD, as a company, isn’t going anywhere.
However, I would not buy a Shark if you need more than 2500kg towing, more payload than 800kg, and Ranger/Hilux offroad capability. That describes a lot of you reading this, and also my own use case. But if that isn’t you, then the Shark should very much be on your shortlist as it’s fun to drive, packed full of tech, inexpensive to buy and doesn’t cost much to operate.
If tare is 2710 and gvm is 3500, then wouldn’t payload actually be 790, not 890 as stated in the article and in the spec list at the end?
So what is the actual combined range?
Well written review. Like the way you described the different versions of the hybrid.
Obviously different users of the vehicle need to know how the petrol engine, electric motors & the Battery can be used and charged. So well done.
in my unqualified opinion I think this thing is a game changer and priced perfectly
unlike the byd electric ute that was way over priced
i am just hoping that when I get to need a new ute they haven’t raised the price too much