BYD Shark 6 2025 Off-road 4x4 Review

The Aussie outback makes and breaks vehicles and their reputations. There is no better or tougher place to head if you want to truly understand how good – or bad – a new 4x4 is.

So when carsales first drove the BYD Shark 6 plug-in hybrid 4x4 ute in controlled conditions several weeks ago in the Victorian bush the potential was obvious.

But many question marks remained.

BYD’s first dual cab ute is just so alien to the diesel norm personified by the Ford Ranger and Toyota Hilux. An electric motor on each axle, a turbo-petrol motor under the bonnet to act primarily as a generator for the battery pack integrated into the ladder frame. No gearboxes let alone low range. No diff locks and coil independent rear suspension swapped in for leaf springs and a rigid axle.

So, does the technology really work? How does it drive? What’s the build quality and reliability like? Can this Chinese newcomer deliver all that, let alone at a price that redefines value in the ute segment?

The best way to answer those questions was to head to the ultimate ute proving ground that is the Australian outback. And that’s what we did.

From Broken Hill to Adelaide via Cameron Corner, Arkaroola, the 4x4 playground that is the Flinders Ranges and the beaches of the northern Yorke Peninsula.

We covered more than 1800km of highly varied and at times gruelling driving.

In the process we learned a lot about the BYD Shark 6.

It’s raining in Broken Hill. The clouds hang over the giant slag heap that dominates the mining city’s skyline, A foreboding start or not? Locals apparently think rain is good luck. Hope so.

But normal blue sky service and 30-degree temperatures are soon resumed after our three Shark 6 utes whisper past city limits and head north on the Silver City Highway.

If you don’t spend time out in these parts it’s hard to comprehend just how vast, flat and red this landscape is. It’s permanently sunburned, serrated by floodways and gazed upon by tired, creased hills.

The highway is a dark blue vein of coarse chip overlaying the red. Traffic is sparse, usually road trains or Toyotas with or without caravan in tow. A laconic two finger wave is the traditional outback acknowledgement.

Reuniting with the Shark 6 quickly brings back memories from a brief thought-provoking drive a few weeks ago. That was mainly off-road and at low speed, but the validity of the concept took only minutes to grasp.

It’s the same this time.

The immediate and potent direct-drive acceleration from a standing start is utterly and completely foreign to the usual turbo-diesel ute experience. Even the Ranger V6 is shuddering and laggy compared to this thing.

The Shark happily sits at 110 to 120km/h and winds up another 20km/h for an overtake, readily defying its 2.7 tonne kerb weight. The turbo-petrol engine kicks in to help for these efforts but it’s surreptitious. In the Eco drive mode acceleration is quite strong, in Normal and Sport it’s a real surge.

The animated infographics on the big screen shows the engine feeding energy to the battery at the same time as it drives the wheels. And really, it’s that role as generator which is its primary one.

There are three Shark 6s in our convoy and we’re splitting our time across two of them.

The standard blue car feels soft and lacking in body control, the white one is a later iteration with a different suspension calibration that offers better control.

But there’s one weird thing we’ve noticed across both: clearing humped cattle grates on cruise control there is a brief moment of acceleration. It feels like the rear wheels have briefly left the ground, having a millisecond free-spin and then landing with a surge.

Nothing dangerous, just obvious.

The white Shark 6 is loaded down with accessories including an aluminium bullbar and prototype roof racks that start flapping noisily at high speed – race tape fixes that.

It’s also rolling on Cooper all-terrain rubber, while the blue Shark 6 sits on the standard Continental highway terrains and rolls more quietly. But both are far more peaceful in the cabin than any diesel ute.

The downside of the Continental tyres comes at the end of the day in Tibooburra as the Shark drives past with the right front distinctly flat. This puncture is the first sign of trouble.

The sound of diesel engines rattling into life at 5.30am are our mobile alarm clocks, as the high-viz crews set off for their construction work. Mornings will be much quieter when utes are all electric.

In terms of kilometres to travel this is the longest day at more than 500km. That most of it is being completed on dirt, some of it pretty agricultural, only adds to the challenge.

The flat Conti tyre has been replaced overnight. Happily, there are multiple full-size spare tyres including under the other two Sharks as well.

We’ve refuelled and the numbers are startling and disappointing. No vehicle has been able to better 14L/100km and the white Shark averaged more than 16L/100km. Clearly, sustained high speed running increases the demands on the petrol engine.

Because we can’t plug in and recharge we’re also keeping the state of charge of the battery pack at 70 per cent – so not letting it drain down and recharge, in case we have to call on it later to drive the wheels or support the Vehicle to Load (V2L) charging function for appliances. This means the engine runs more often as a generator.

Glad we’re carrying some jerry cans of fuel.

So onto the dirt toward Cameron Corner – the point where New South Wales, Queensland and South Australia meet – and there’s’ some claypan fun before we get down to the slog of ticking off the kilometres.

Even with some heavy throttle work on the claypan, consumption has dropped back below 10L/100km for all three cars. Lower speeds on dirt, less reliance on the petrol engine seems to have helped.

There’s only 91 RON available to us at Cameron Corner, but that gets the thumbs up from tech expert Brad. Which is good to know if you find yourself out this way in a Shark 6.

It’s becoming obvious the range estimate on the digital dash is optimistic. Also, curiously, while there are range to empty, percentage to empty and all sorts of other readouts, there is no fuel gauge.

Progress is good, the rutted road is well-managed under the white Shark – by now dubbed Great White. It really is well composed, its damping notably more effective in containing the springs than the blue car… which is now going by the name Hammerhead.

The Shark 6 deviates from the ute norm in many ways of course and one of them is the use of coil spring double wishbone independent rear suspension. Most hay haulers use leaf springs.

The more sophisticated car-like suspension in the BYD pick-up truck definitely helps isolate bumps and surface inputs and retains comfort better than the usual ute experience.

In the afternoon our progress along the open, desolate plains of the Mount Hopeless Road is punctured. It’s those Continental tyres again. The tyre pressure monitoring systems signals a sudden loss of pressure and it’s a time for a change.

It’s also time to add 20 litres of fuel to Great White, which in less than 300km this afternoon has proved very thirsty!

Then we discover the decorative cover for Hammerhead’s fuel lid has departed.

Apparently someone in the days before our trip tried to open it without using the in-cabin switch first. It was glued back on as a temporary fix but endless ruts and bumps mean it will slowly decay in the bush. We’re not going back for it.

Two more times we strike tyre trouble, even though the pace is slowed dramatically to try and avoid punctures. The Contis seem to have the compounding equivalent of melted plasticine.

As the sun heads for the western horizon we’re within 20km of Arkaroola but run out of spares. Our tech guru Brad is down to plugging one of the wounded tyres, pumping it up and hoping for the best. It makes it… just.

But the message is clear. Get off the Contis if you’ve got any sort of off-road aspirations at all.

The aftermath of the tyre failures reverberates. Arkaroola doesn’t have the tyre size we need to replace the Continentals with all-terrain rubber, so the all-terrains are swapped from the other blue Shark in the convoy to the standard car.

Then it’s more plugging and a cautious 125km cruise to Copley for the Shark 6 now ‘blessed’ with the Continental, where they will be replaced with A/Ts.

But before we leave, another fuel stop. The two blue Sharks have averaged in the 13L/100km bracket since Cameron Corner, but Great White is proving the apex predator when it comes to fuel use, averaging over 16L/100km.

The drive west in the Hammerhead on Radar Renegade A/Ts is almost entirely enjoyable. Almost.

At one point braking for a 90-degree turn the front tyres sit up on the gravel and surf along, rather than cutting through to the base layer. A lift on the pedal and re-application and the car slows and stops. But the left turn has been missed.

Later on a tightening radius loose corner the front-end gives up the ghost and slides wide. It’s as butt-clenching as it is unexpected. But no harm done.

For the rest of the time on the flowing Gammon Ranges Road the Shark 6 is precision itself, all-paw traction is obvious as it hooks up and drives out of the corners. Progress is swift and secure.

Later, we’re bumping along some slow, twisting Flinders Ranges backroads and the ease of use of the powertrain is apparent. The ride on the A/Ts is sharper than before but at least there’s no more punctures.

The day finishes with the classic sunset experience at the Stokes Hill lookout. For some of our group the blazes of orange, red and purples above jagged Flinders Ranges is a first. An unforgettable one.

Another morning, another refuel and we’re back in the 16L/100km bracket.

Topped off we’re headed for Skytrek, a private 80km 4x4 track just outside the Flinders Ranges national park. The previous night we’d actually been gazing down on it from the lookout.

In terms of testing the off-road capability of the BYD Shark 6, this is by far the toughest day.

Much of it is just a nice country cruise on a well-formed jeep track. There’s even a small water splash – well tiny water splash – and plenty of slow speed meandering alongside rocky creek beds and in among straggly gums.

Emerging onto an open plain a howling northerly blasts us with accompanying gusts of sand. Welcome to the Flinders!

The toughest conditions for the vehicle and what we are here for emerge in the last section of the loop. Steep, loose climbs that are a mixture of loose and embedded rock and gritty sand make for slow going.

This is a serious challenge for a 4x4 system that employs only traction control and without locking differentials. Nor – of course – is there low range because e-motor torque is instant and maximised.

The three cars have different iterations of the Shark 6’s traction control tune and from oldest to newest there is a distinct difference in the reaction time and efficiency of the 4x4 system.

Great White has the best throttle response. Wheelspin is almost instantly quelled and only once does a rocky step defeat it. Reverse and try again on a different line and progress is resumed.

The throttle is weighted nicely to maintain a constant input and a steady progress – there’s no bouncing as obstacles are negotiated.

At its worst in Hammerhead, the throttle weight is too light and there is noticeable wheelspin and pause before the traction control system sorts itself out.

While ground clearance is given at only 200mm the underfloor is flat and rarely touches down.

There are four off-road modes to try including the amusingly named Muddy land. A see-through camera mode helps figure out where you’re going in the tight stuff because the bonnet is big and square and goes a long way out.

Hill descent control needs refining because its set at a non-adjustable 8km/h and that’s too fast for the gnarly stuff. A software update is coming for production vehicles.

The one thing this loop doesn’t fully test is articulation. The Shark 6 doesn’t have that much of it in the rear-end, but on this track it’s not a big impediment.

Standing watching the Sharks clamber by is to be struck by the sounds of silence. It really is a difference experience off-roading electrically. You’re integrating into the landscape, not dominating like you do in a diesel.

In the previous days we’ve noticed animals don’t know what to make of us. Some emus just stood in the middle of the road as we slowly approached, then threaded between them, was probably the most obvious example.

As we bump down the final hill to exit Skytrek, the impressions the Shark 6 has made are substantial. Yep, there’s nothing here that any other respectable 4x4 ute wouldn’t conquer, but the point is the Shark 6 wouldn’t be embarrassed in their company on this route.

This trail is as challenging as most people would want to 4x4. The Shark 6 was comfortable on it. And nothing broke. Impressive.

And so is the V2L function that powers up our electric bbq and cools the fridge for a feast and some bench racing at Hucks Lookout afterwards.

After the highs of Skytrek we’re on a steady descent back toward civilisation, both literal and metaphorical. As always, leaving the Flinders Ranges for the schlep back to civilisation brings regret and a gnawing message: ‘turn around!’

It’s hard to explain how this heap of inhospitable rocks, sand and forests is so addictive and glorious if you’ve never been there. So just go there and become a believer!

The Flinders Ranges Way is a more winding and entertaining piece of bitumen than the Silver City Highway. The Shark 6 settles comfortably into the flow at 120km/h, convincingly reminding us that BYD’s objective was the make this the best on-road off-roader it could.

We’ve sat in this cabin for days without complaint.

The front seats are comfortable and a few hours in row two during the trip establishes there’s more space here than any ute this side of a Ford F-150.

The backrest is also raked at a leisurely angle, not bolt upright as is often the case with archetypal dual-cab diesel utes.

The air-conditioning copes very well with the outback heat, while the cooling front seats are appreciated as well.

For a pre-production car, build quality is excellent as well. Its status is more obvious in software shortcomings like the satellite-navigation map that remains determinedly stuck in downtown Melbourne throughout the trip.

The rotating touchscreen is a novelty. We settled on landscape and left it at that. Amusingly, during some high-G cornering on the claypan, it tried to rotate.

Other issues? The usual bings and bongs of intrusive nanny state controls have to be switched off every time the car is started. It’s a multi-step process through multiple sub-menus including one called ‘cabin perception’. It needs a proper shortcut.

There’s also a chatty voice that should be deleted if possible.

Steering weighting is a choice of two via the touchscreen but in Hammerhead it feels too heavy.

Regen braking level is also set via the central screen but should be via flappy paddles on the steering wheel.

Also worth remembering is the Shark 6’s maximum payload is only 790 kilograms and it tows only 2500 kilograms braked, which is a tonne below the best of its rivals like Ranger and HiLux.

Which leaves us with fuel consumption.

After a final refuel at Moonta Bay the trip average comes out at 14.1L/100km for Hammerhead and 16.3L/100km for the always voracious Great White.

These are not great numbers, miles away from the 2.0L/100km claims made by BYD and well above what a diesel would record in the same circumstances.

There are mitigations. First off there was no plugging in to recharge the battery overnight, so as mentioned we kept the state of charge of the battery at 70 per cent, which meant the engine was running often to keep it topped off.

And the engine also had to stay running to access the V2L function when we stopped, although BYD intends to make a software change to fix that.

Off-roading and some enthusiastic beach driving added to the thirst, as did the added weight of luggage, accessories and plenty of video equipment.

In the real world of ordinary runabout driving and cruising with the ability to plug in and recharge, we’d reckon 10L/100km and a 550km range would be in the realms of probability.

The final highway cruise back into Adelaide is time for contemplation.

This trip reinforced yet again what a stunning and brutal place the Australian outback is and how hard it is on the vehicles that venture into it.

And the BYD Shark 6 stood up to the challenge.

Yep, we had tyre issues and there are queries over fuel consumption but the core mechanical, technical and design package all passed the test comfortably, quietly and capably.

And most important, robustly!

I honestly expected at one stage or another we’d be stuck by the side of the road with something broken or software malfunctioning, especially as these high-tech dual-cab utes are pre-production vehicles.

Instead the Shark 6 emerges from this drive as a viable alternative to orthodox diesel dual cab utes. It’s a different experience for sure, but in important ways (like refinement), a better one.

It’s a shock that BYD can make its first ute so convincing. It’s a genuine dual-cab contender.

2024 BYD Shark 6 Premium at a glance:
Price: $57,900 (plus on-road costs)
Available: On-sale October 29, deliveries start late December 2024
Powertrain: 1.5-litre four-cylinder turbo-petrol
Output: 135kW/260Nm (front electric motor: 170kW/310Nm; rear electric motor: 150kW/340Nm)
Combined output: 321kW/650Nm
Transmission: Single speed reduction gear
Battery: 29.58kWh LFP lithium-ion
Range: 80km (estimated)
Energy consumption: 15kWh/100km (estimated)
Fuel: 2.0L/100km (battery SOC above 25%); 7.9L/100km (battery SOC below 25%) (estimate)
Fuel on test: 14L/100km
CO2: 46g/km (estimate)
Safety rating: Unrated

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