BYD Shark 6 Premium v Ford Ranger Sport PHEV v GWM Cannon Alpha Ultra PHEV 2025 Comparison

Up until recently, the playbook has been relatively straight forward for the dual-cab segment – whack a turbo-diesel engine in a ladder-frame chassis with a (predominantly) live rear axle and it is job done.

So much so that the field for the carsales best dual-cab 4x4 ute of 2024 didn’t include any plug-in hybrid (PHEV) options, with the turbo-diesel V6 Ford Ranger taking out the honours. That announcement was made in June, 2024.

Fast forward about 18 months and the landscape is decidedly different.

First the BYD Shark 6 landed with all the fanfare of JAWS, proving that the dual-cab narrative could be rewritten with the addition of heavy electrification. The Shark 6 also went on to win both carsales comparison tests it entered.

Aside from its 100 per cent success rate in dual-cab duels, the price shocked, too. And as it stands now, the 2025 BYD Shark 6 Premium sets a marker that’s hard to beat at $57,900 (plus on-road costs).

Yet, it exists with limitations in a few areas for traditional dual-cab punters who want to do it all, boundaries that rival GWM proclaimed to aim squarely at.

The 2025 GWM Cannon Alpha Ultra PHEV is a bullet aimed at its Chinese rival, promising the lifestyle benefits purported by the Shark 6 with an added layer of mechanical gear to appease everyone.

It comes at a cost, though. Entry into the Alpha PHEV range starts at $61,490 for the Lux, but the one you really want is the $67,990 Ultra we have on test in the Grampians to gain the extra lockable front diff and additional spec.

That said, it isn’t the most expensive option of this plugged-in trio.

That ‘honour’ goes to the 2025 Ford Ranger Sport PHEV. At $75,990 the electrified Ranger is already $4650 up on the equivalent turbo-diesel-powered Sport variant, yet carries a $18,090 and $8000 premium on top of the Shark 6 and Cannon Alpha Ultra respectively.

Yes, there is the cheaper $71,990 XLT plug-in hybrid ute that presents as the entry-level version, but it can’t compete on features against the Chinese duo at that spec level. Both a $79,990 Wildtrak and $86,990 Stormtrak are available, with the latter breathing down the Ranger Raptor’s neck on price. 

Each of the three offerings presents a different way of attacking the PHEV formula. With the Grampians as a testing playground and a camping home base, we will crawl through each cabin, compare specs, tow a caravan, go off-road and live with each for a week and test their V2L capabilities to see which deserves your cash.

All three dual-cabs cut an imposing silhouette with big badges and even bigger dimensions, however the Ranger does look and feel a bit smaller than the Chinese pair – because it is.

There’s only one variant of the 2025 BYD Shark 6 currently, and it comes stacked with kit such as 18-inch alloys, LED lighting, side steps, faux-leather trim, powered front seats with heating and ventilation as well as dual-zone climate control and a head-up display (HUD). The $700 Deep Sea Blue hue is the only optional extra.

Premium paints are $595 if selected on the 2025 GWM Cannon Alpha Ultra PHEV, with our Marble White example being the only included colour. Given it’s the top-tier model, the Ultra’s kit resembles that of the Shark 6’s, but adds massaging front seats, powered rear seats with three-stage heating and ventilation, a sliding rear window as well as a panoramic glass sunroof – a novelty for a dual-cab.

As to be expected due to the lower model grade, the 2025 Ford Ranger Sport PHEV misses out on some of the higher-end gear like a powered passenger (and rear) seat, seat ventilation and HUD. Yet, it does run PHEV-specific 18-inch alloys, synthetic leather upholstery, powered driver’s seat, front seat heating and dual-zone climate control.

However, our Ranger isn’t standard. In fact, Ford insisted that the Ranger Sport PHEV be fitted with General Grabber all-terrain tyres, which are a $700 option. It also comes with Prestige Paint ($700), Flexible rack system ($2800), the Technology Pack ($950) and Adventure Pack ($500). All told, it comes with $5650 worth of add-ons, meaning its pre-ORC price is $81,640.

It claws a little back in terms of servicing, costing $1596 for the first five years if you prepay. That’s noticeably better than the $2489 and $2765 BYD and GWM ask respectively.

Warranties vary, with the six-year/150,000-kilometre coverage of the Shark 6 being the least comprehensive. Neither the GWM or Ford are limited by kilometres, but it’s the former that gains a seven-year period opposed to five.

Both Chinese chariots are covered by a full assignment of ANCAP safety stars (awarded in 2025), yet the Ranger PHEV variants are currently unrated. And despite the rest of the Ranger model line-up attaining a five-star score, given the significant powertrain retooling, the hybridised Blue Oval ute requires its own testing.

All three come fitted with seven air bags each, as well as ISOFIX points and top-tether anchorages in the back.

Active safety gear for all includes autonomous emergency braking (AEB) with vehicle, cyclist and pedestrian detection, active cruise control, lane-departure warning with steering intervention, rear cross-traffic alert, blind-spot monitoring, parking sensors, driver fatigue monitoring and speed-sign recognition.

The Ranger Sport only gains a 360-degree camera (but not a 3D view like the BYD and GWM) as part of the option packages and it’s the only one not to have a head-up display.

In terms of implementation, the Shark 6 is the most intrusive for both the driver monitoring and the active lane keeping. The former protests far too eagerly if you even dare glance away from the road and the steering intervention, especially with cruise control active, is sometimes unnerving.

Although the Cannon Alpha Ultra and Ranger Sport aren’t without fault, they’re a little easier to live with.

While what’s under the bonnets is game changing, the levels of tech inside modern dual-cabs are growing – almost as quickly as display sizes.  

When it comes to screen wars, the 2025 BYD Shark 6 Premium takes the cake with its oversized 15.6-inch swivelling display that can be landscape or portrait mode. The operating systems runs a Google-based satnav system, and it supports apps like Spotify. All three offer wireless Apple CarPlay and Android Auto.

The 2025 GWM Cannon Alpha Ultra PHEV’s 14.6-inch infotainment display is hardly dwarfed by the Shark 6, but it does gain an upper hand in terms of its digital instrument cluster – 12.3 inches compared to 10.25. Native satnav is standard across the board too, which comes in handy with the frequent poor phone reception within the Grampians National Park.

So yes, the BYD and GWM dazzle, but the 2025 Ford Ranger Sport PHEV gains the updated 10.1-inch, portrait-style central screen with the latest SYNC 4A Operating System. It has the smallest instrument cluster at 8.0 inches, but it proves easiest to work with.

At face value the Ranger might seem a little underdone compared to the oversize or swivelling units of the Chinese, but the reality is it’s more than enough. And having physical climate controls separate from the infotainment screen is a massive win. There’s no doubt you get used to the others, but they do require a learning period.

All three come with wireless charging pads (the GWM even has one in the rear centre armrest), Bluetooth, voice recognition/activation, myriad USB ports and support for over-the-air (OTA) updates.

And while we dared not disturb the peace of the Victorian countryside, the 12-speaker Dynaudio sound system in the BYD provides top-notch acoustics, with the 10-speaker Infinity offering in the GWM also being of note. Ford’s Bang & Olufsen premium audio is only available in higher model grades.

This trio doesn’t just break with the workhorse tradition – they smash it. So much so, that you’re essentially buying into a luxury SUV these days more than a dual-cab ute.

The 2025 BYD Shark 6 Premium really lives up to the model designation, juxtaposing its low entry price with an ambience that’s anything but budget. Some might find it a bit too dark and the fighter jet/Lamborghini Urus-inspired centre console controls a bit kitsch, but it all works. There’s a feel-good factor coupled with a sense of solidity – and it’s also the best at cocooning you from the outside elements.

While the 2025 GWM Cannon Alpha Ultra PHEV does an amicable job of emulating the BYD’s upmarket vibes, it’s a little more style over substance. The fake woodgrain and analogue clock won’t be for everyone. Like the BYD, there are fewer physical controls (apart from the off-road and hybrid buttons), but ergonomics are largely sound, and it has a powered sliding window aiding access into the tray – a nice addition for four-legged friends.

It’s interesting how far the two Chinese players have pushed into the ‘car-like’ zone, one that the Thai-built Ford ute pioneered with its impressive quality levels. And while the 2025 Ford Ranger Sport PHEV still upholds that ideal by being relatively upmarket (for a dual-cab) and easy to live with, it’s no longer the clear-cut front runner.

Nowhere is that more telling than in the back seat – which feels bolt upright compared to the Shark 6 without even mentioning the reclining Cannon Alpha. If you intend on filling all five pews, the Ranger is the least comfortable. 

While we didn’t spend too much time in the back of each throughout the trip, having the powered back seats with three-stage heating/ventilation and a panoramic sunroof makes the GWM the definitive pick if your travels include friends and family.

All three share the same plug-in hybrid goal but go about it in different ways.

Essentially, the 2025 BYD Shark 6 Premium is an EV with an onboard internal combustion generator. The ICE unit is a 1.5-litre four-cylinder turbo-petrol unit good for 135kW/260Nm, which under certain circumstances, can send drive solely to the front wheels. Therefore, the main source of grunt is the 170kW/310 front and 150kW/340Nm rear e-motors. Combined figures are significant, at 321kW/650Nm.

There’s no physical connection between the front and rear axles, meaning that the dual e-motor setup creates faux-wheel drive. The powertrain gains current from the 29.6kWh BYD Blade lithium-ion battery pack, which offers a claimed EV-only range of 100km – we’ve achieved 81km in previous real-world testing.

The 2025 GWM Cannon Alpha Ultra PHEV flips the BYD concept, feeling more like a traditional hybrid that leans on the 2.0-litre four-cylinder turbo-petrol engine more of the time in conjunction with its electric assistance. The e-motor is housed within the nine-speed automatic transmission, and it retains a proper mechanical driveline.

The Cannon Alpha’s extra cubic capacity also endows it with greater internal-combustion grunt. The Hi4-T unit musters 180kW/380Nm, which is supplemented by the single 120kW/400Nm e-motor for combined outputs of 300kW/750Nm – the most torque on test.

Its battery power supply is also the most robust with two ternary lithium NMC (nickel, manganese and cobalt) battery packs providing a combined 37.1kWh – the battery packs are located underneath the rear tub. Therefore, it also offers the most range in EV mode at 115km; significantly more than the 49km offered by the Ranger.

Then there’s the 2025 Ford Ranger Sport PHEV, which takes roughly the same route as the GWM. Under the bonnet is the brand’s venerable 2.3-litre four-cylinder turbo-petrol engine that’s been used in various performance guises – like the Mustang and retired Focus ST. However, a go-fast nature isn’t the point here, as it’s been detuned to 138kW and 411Nm.

It runs a single 75kW e-motor (Ford doesn’t state a torque figure) inside the 10-speed automatic transmission for combined outputs of 207kW/697Nm. It uses the smallest high voltage (lithium-ion) battery at 11.8kWh. You don’t have to feel hard done by though, as it runs the same four-wheeled driveline as its turbo-diesel siblings, which is a boon for those who want to do a bit of bush bashing.

There’s no slow coach among this trio, despite the BYD, GWM and Ford weighing 2710kg, 2810kg and 2566kg respectively. The Shark 6 is almost hilariously fast, reaching 100km/h in just 5.7 seconds. The GWM and Ford aren’t slow either, despite taking 6.9 and 6.8sec respectively to attain the same speed marker.

Unless you want to spend the big bucks with something like the 403kW/707Nm RAM 1500 Limited Hurricane HO, there aren’t many ways to go faster aside from the Ford Ranger Raptor.

Aside from the straight-line prowess, the BYD has a different driving characteristic to its present company. The little four-cylinder is made to work hard to retain charge levels, but the transition between power sources is more seamless than the sometimes-imprecise GWM. The Ford mingles in the middle of the two in that regard, but it’s a different story dynamically.

Travelling from the hustle and bustle of Melbourne to the Grampians provides plenty of time to see what these dual-cabs are like to live with outside of a camping trip.

The 2025 BYD Shark 6 Premium aims to up the suspension-comfort ante with an independent, multi-link rear-end as well as coil springs and passive dampers all-round. By and large, the BYD’s competent at ironing out bigger bumps (especially at CBD speed) for a controlled experience, but its shock absorbers can’t completely mask its weight on rebound and it can fuss over corrugations.

Which is something the 2025 GWM Cannon Alpha Ultra PHEV struggles less with to a degree, although there is more scuttle-shake through the chassis. It also uses coil springs (instead of leaf springs due to the placement of the battery packs) with passive dampers, but runs a solid rear axle. And considering ex-Holden guru, Rob Trubiani, is now in the fray at GWM, the Cannon Alpha’s leading primary ride quality should only get better.

Neither of the Chinese utes are fitted with all-terrain tyres, so their road-focused rubber serves up decent grip on tarmac. Yet, even with this advantage, the GWM is the most reluctant when cornering – basically, it’s the most ‘dual-cab feeling’ dual-cab here.

While joking around the campfire at night, a throw-away line regarding the fact the 2025 Ford Ranger Sport PHEV is the ‘hot hatch’ of the trio sort of stuck. Okay, that needs to be taken with a grain of salt, but it certainly shrinks around you, with greater agility and keener responses despite running less sophisticated leaf springs with a live rear axle. Its steering is also the most pleasant, with a quicker ratio, decent weight and an overall more positive feel.

As far as the suspension tune goes, the Ford’s unladen temperament is more than agreeable. It’s on the stiffer side, but never uncomfortable. Even the all-terrain tyres fail to spoil the party despite providing less purchase on bitumen and generating a bit of highway roar. Essentially, if your drive route includes country back roads, the Ranger is the most ‘fun’ to drive on tarmac.

But, how do they all fare off it?

In previous tests at Victoria’s renowned off-road proving ground, the Lerderderg 4x4 Park, each of these dual-cabs have stood up to the task with varying degrees of success. The challengers aren’t as great in the Grampians, yet it still provides valuable insight. 

This is one of the areas where the 2025 BYD Shark 6 Premium has copped a bit of flak from punters – particularly online warriors. No, it isn’t endowed with the mechanical driveline gubbins of the other two, instead relying on tricky electronics and terrain modes (Mud, Sand, Snow and Mountain) to see it through. They work in principle, but yes, the Shark 6 can be caught out.

With both the BYD and GWM shod in road-focused tyres (Continental CrossContact and Giti Xross respectively), we are cautious to avoid a puncture given the topography offers up myriad sharp rocks. Mountain mode is the most effective in the Shark 6 up a moderately difficult ascent.

Ultimately, the BYD struggles the most. It loses traction the easiest and is hardest to maintain steady progress. It requires thinking time, too, and will even remain at a standstill with the throttle flat to the boards as its electronic smarts try to work out how to progress. You hear it working away, which is an odd sensation. Without any diff locks or true off-roading hardware, it feels like you have less tools at your disposal to get through the tough stuff.

Which is the polar opposite in the 2025 GWM Cannon Alpha Ultra PHEV with its BorgWarner 4A+MLOCK 4x4 system as well as rear, middle and front (Ultra only) locking differentials. It has 2H, 4L and 4H, too, as well as off-road modes including Mud, Sand and Standard.

The GWM certainly puts up a strong fight and the extra locking diff will be a must-have item for those seeking true bush-bashing ability. Although, you really do need to be tackling difficult tracks to warrant using the front locker, such is the Cannon Alpha’s competence with low range engaged.

It does slip a bit up the rocky ascent, which is mainly due to the Giti tyres not having chunky tread, but constant throttle sees it scrabble up with no real issues. Despite the heavy electric assistance, all three aren’t too difficult in terms of throttle modulation, but the Cannon Alpha does have the vaguest steering, which can make it harder to place and know where the front wheels are pointing.

Much like the GWM, the 2025 Ford Ranger Sport PHEV retains all the off-road knowhow of its turbo-diesel siblings with 4x4 and a two-speed transfer case, but loses out to the Cannon Alpha Ultra with just a rear locking differential. It also offers 2H, 4H and 4L, with an Auto function thrown in, too. Slippery, Mud/Ruts and Sand modes optimise its ability.

To say the Ranger crushed the Grampians off-road sections is an understatement. With the extra traction from afforded by the General Grabber tyres, it barely needs anything more than 4A to conquer everything we put in front of it. And it never struggles in the engine department, either, with plenty of grunt – a factor shared with the other two PHEV dual-cabs.

The Ranger’s on-road competence also translates to dirt tracks. It feels the most agile and responsive to inputs, with the Ford’s steering remaining positive and its brake pedal being the most natural, which is important given all harness regenerative capabilities.

While all the utes are lardy, it’s the Shark 6 that feels the heaviest and most inept off-road. And yes, its more sophisticated rear suspension has benefits on-road, but it doesn’t allow as much articulation off it, which hampers its ability to keep all four wheels on solid ground through mogul-type terrain – unlike the GWM and Ford.

Ultimately, the fact the Ranger is shod in all-terrain tyres doesn’t change the outcome. Yes, they no doubt afford the Ranger extra talent, but we’d argue it’d still hold an advantage without them.

The raw figures have the BYD coming in with 230mm of ground clearance, a 700mm wading depth as well as an approach angle of 31 degrees and a departure angle of 19.3 degrees. The GWM comes to 210mm, 600mm, 27 degrees and 20 degrees, while the Ford offers 228mm, 800mm, 30.1 degrees and 24.7 degrees respectively.

It’s worth noting that we did come across an issue with the GWM’s departure angle and the placement of the trailer plug. Being the lowest part of the vehicle at the rear is an odd move and during off-road testing it hit the deck, damaging the plug.

This resulted in no lights/turn signals for the caravan, which is a no-go scenario. And given the relatively ‘remote’ surroundings, it wasn’t until we made it to Hamilton where it was able to be fixed by an auto electrician after presenter Daniel’s valiant efforts to fix it failed.

There are a lot of numbers to cover, but they’re all important to buyers in this segment. Putting each under some duress is a 2260kg (tare), 16-foot, single-axle New Age Manta Ray pop top Adventurer caravan, which also doubles as presenter Daniel’s home base (watch the video in the gallery above).

Each of the dual-cabs have their own Tow/Haul modes. In terms of capacities, it’s a bit of a case of ‘you win some, you lose some’. Infamously, the BYD doesn’t tout a 3500kg towing capacity like the GWM and Ford, instead making do with 2500kg.

Yet, it pulls back some ground by offering a payload of 790kg compared to the Cannon Alpha’s 685kg – yet neither come close to the Ranger’s 934kg.

Still, the 2025 BYD Shark 6 Premium remains a powerhouse with the caravan attached, maintaining a heady mix of electrified power and torque to haul the load – it’s the least fussed by it. That’s in terms of performance, however, it does negatively impact the Shark 6’s ride quality and control, with undulations and dips in the road felt most here.

The 2025 GWM Cannon Alpha Ultra PHEV deals with such things better, but shimmying is still felt through the chassis. The plug-in hybrid powertrain deals well with the pop top attached and, like its competition, handles overtaking and hill climbs without too much fuss. You just must remember the size, although, going down hills is aided by the trailer brakes and the trio’s ability to harvest electricity through regenerative braking.

As it did off-road, the 2025 Ford Ranger Sport PHEV upholds its dynamic edge with Daniel’s mobile sanctuary on wheels attached. You don’t have to worry about your campsite or holiday park being at the end of a twisting country road, either, as the Ranger tackled our towing road loop with ease. It doesn’t have quite as much shove as the Chinese duo, but it isn’t lacking. And its sharper dynamics and steering make towing that bit easier – as does its optional Pro Trailer Backup Assist.

With BYD’s OTA update 2.1, it now allows cruise control (but not adaptive) to be activated while towing, yet it also doesn’t allow the battery to dip to less than 50 per cent – you also can’t switch to EV mode below that percentage, either.

That's one of the biggest problems with BYD Shark 6 PHEV ute. When the battery loses half its charge, it becomes a major fuel efficiency problem as the tiny engine strains to keep the battery charged when towing heavy loads. This is a complicated issue that's best explained in our recent video where Dan Gardner clearly addresses the problem.

The Ford has cruise control while towing, but the GWM doesn’t, which can become tiresome, but there’s an aftermarket fix online.

The Ranger also has a handy feature that allows you to save and name a towing list. This includes what type of load you’re carrying (like a trailer or caravan), with its key dimensions and weight stored for quick access.

It’s hard not to acknowledge the elephant in this room, though. And that’s turbo-diesel propulsion – which both the Cannon Alpha and Ranger possess. All three deplete their electric reserves quickly while towing, to such a point that the turbo-petrol units are required to become the predominant source of energy for both drive and replenishment.

And the longer you travel in that state, the more inefficient the drive becomes.

Out of all the testing, this result comes as the biggest shock. And it’s almost the most important factor in ditching diesel for electric assistance – apart from the vehicle-to-load (V2L) benefits.

While we would have liked to take each dual-cab on a long tour with the New Age caravan hitched, time realities prevent this. Yet, all three cover the same 65km route consisting of country roads, 100km/h highway and a winding section that included a steep climb and decent. We even tested overtaking and roll-on performance from 40km/h in equal measures.

And spoiler alert, to our surprise, the Ranger is the most efficient.

At the other end of the scale, the 2025 BYD Shark 6 Premium drank the most juice – impressively, all three will accept lower grade, cheaper 91 RON unleaded. Consuming 15.4L/100km, the BYD races through its EV-only range with almost 2.3 tonnes attached. This results in the diminutive 1.5-litre engine having to work overtime to merely hold 50 per cent charge. In this state, it sounds as though it’s under significant duress while sitting at 6000rpm, which can’t be good for longevity.

The 2025 GWM Cannon Alpha Ultra PHEV fills the middle ground with a 14.0L/100km average. At first it looks like it’s easily going to be the thirstiest as its 2.0-litre turbo unit is called upon more readily instead of relying on the e-motor. However, it soon evens out, while all three utes work hard at battery regeneration going downhill with the caravan attached – somewhat mimicking selecting a lower gear for engine braking.

So, despite harnessing the least electric and battery capacity, the 2025 Ford Ranger Sport PHEV is the most frugal, using 12.8L/100km through our test schedule. Like the GWM, it balances out its EV allocation a little more broadly and, despite its power deficit, the petrol engine isn’t working overtime or chewing threw unleaded petrol.

That said, the Ford takes the longest to recharge as it can only handle a maximum AC rate of 3.5kW – yep, that’s right, no DC charging. Both the BYD and GWM can handle DC charging, specifically up to 55kW and 50kW respectively, while 7kW and 6.5kW is achievable on AC. This is important to note because battery levels are central to supporting V2L – meaning managing charging versus EV-only driving is key, too.

Our campsite remained powered thanks to V2L, not to mention the slow cooker filled with lamb. While the BYD and GWM provide a 6kW output spread across a trio of three-pin household plugs in the tray, the Ranger provides two 3.45kW sockets. The GWM misses out, yet both the BYD and Ford add an additional plug in the cabin with 2.2 and 2.3kW respectively.

It’s worth noting that if you’re looking to plug your caravan into the back of your dual-cab, check the adaptors as ours wouldn’t fit with how the plugs are arrangement in the BYD and Ranger, resulting in the GWM’s power-board method making more sense.

This isn’t an easy decision. There are myriad valid reasons for buying any of the trio. How you intend to use and of these plug-in dual-cabs is the clincher.

A trophy cabinet with crowns from recent carsales comparison test wins would suggest the Shark 6 has to claim this clash – making it three on the trot. Yet, a threepeat it isn’t. Admittedly its value-proposition is hard to look past, but so are its towing and off-road shortcomings.

This doesn’t undermine the Shark 6’s previous success. If anything, it further proves the theory that it’s a near unbeatable example of the contemporary, family-friendly and city-centric lifestyle vehicle. But it has limitations, and they were the BYD’s undoing here. 

While the bargain price of the Shark 6 counted for it, the absorbent cost of the Ranger Sport PHEV certainly hampers it. A metaphorical hand tied behind its back before the test even starts. Just about all the virtues of its Ford badged turbo-diesel brethren translate to the PHEV formula, you’re just going to have to really want one to justify the monetary void.

So, that leaves the 2025 GWM Cannon Alpha Ultra PHEV as the somewhat surprise victor. It might seem like faint praise to say that it wins by virtue of neither excelling nor failing, but it is the consistent competency that proves worthy against competition with more prominent flaws.

The Cannon Alpha PHEV, particularly in Ultra guise, offers the most back-seat luxury with proper 4x4 hardware to go off the beaten track and tow efficiently. It’s a true showcase of how plug-in utes can add to the way of life for an adventurous buyer and that the concept has merit.

Yet, just like the mountainous terrain of the Grampians, it seems there’s a bigger hill for PHEV utes to climb. Despite not being able to power your home away from home, for the type of towing and long distances Aussies like to cover during grand tours, turbo-diesel propulsion still makes a lot of sense.

2025 BYD Shark 6 at a glance:
Price: $57,900 plus on-road costs
Available: Now
Engine: 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 BYD Blade LFP lithium-ion
EV Range: 100km (NEDC)
Fuel: 2.0L/100km (battery SOC above 25%); 7.9L/100km (battery SOC below 25%)
CO2: 46g/km
Safety rating: Five-star (ANCAP 2025)

2025 GWM Cannon Alpha Ultra HEV at a glance:
Price: $67,990 (plus on-road costs)
Available: Now
Powertrain: 2.0-litre four-cylinder turbo petrol-electric
Output: 180kW/380Nm (electric motor: 120kW/400Nm)
Combined output: 300kW/750Nm
Transmission: Nine-speed hybrid automatic
Battery: 37.11kWh Ternary Lithium
EV Range: 115km (NEDC)
Fuel: 1.7L/100km (with full charge – 7.9L/100km when battery depletes)
CO2: 39g/km
Safety rating: Five-star (ANCAP 2025)

2025 Ford Ranger Sport PHEV at a glance:
Price: $75,990 (plus on-road costs)
Available: Now
Powertrain: 2.3-litre four-cylinder turbo petrol-electric
Output: 138kW/411Nm (electric motor: 75kW)
Combined output: 207kW/697Nm
Transmission: Ten-speed automatic
Battery: 11.8kWh lithium-ion
EV Range: 49km (NEDC)
Fuel: 2.9L/100km
CO2: 66g/km
Safety rating: Not tested

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