BYD Shark 6 Premium v GWM Cannon Alpha Ultra PHEV 2025 comparison

The infiltration of Chinese products has well and truly reached the dual-cab segment.

As we already know, the 2025 BYD Shark 6 Premium has hit the ground running with strong pricing and a new approach to the traditional dual-cab ute. It’s a combination that recently saw it see off the venerable Ford Ranger.

However, for GWM, it’s almost like a second wave given its first attempts Down Under focussed on price, not innovation and quality. Only slightly more than a decade ago, Great Wall – as GWM was formerly known – was serving up sub-par products like the V200, V240 and Steed utes. The 2025 GWM Cannon Alpha Ultra PHEV tested here certainly showcases the manufacturer’s metamorphosis.

In fact, GWM isn’t mincing its words, clearly stating that the BYD Shark 6 has been its target with this PHEV application – and it’s one it wants to beat.

Yet, how much punters are willing to pay is still important. And in this regard, the Shark 6 takes an early advantage by being $11K cheaper than the Cannon Alpha Ultra. That’s $57,900 against $68,990 respectively (both prices are before on-road costs).

The gap does close if you opt for the lower-grade $63,990 Cannon Alpha Lux PHEV, yet it doesn’t align as well on spec with the Shark 6 Premium. And there’s an even cheaper version of that in the works, too.

It will be interesting to see how the demand fares for both dual cabs with the axing of the Fringe Benefits Tax (FBT) exemption. BYD is confident of business carrying on as usual. 

The Shark 6 gains a six-year warranty, but it’s limited to 150,000km. The battery is covered for eight years or 160,000km (whichever comes first) and service intervals are longer at 12 months or 20,000km. The BYD costs $2489 to service over five years ($489 on average).

GWM provides the Cannon Alpha PHEV with an advantage by increasing its warranty to seven years as well as unlimited kilometres. The battery attracts the same eight-year coverage as the Shark 6, but again, it isn’t restricted by distance. But its servicing intervals are shorter at 12 months or 15,000km and more expensive, with the total after five years being $3320 ($664 on average).

In terms of roadside assistance, BYD only includes a year, while GWM offers a generous seven years.

Both big utes cut an imposing silhouette with bold features and oversize badges. You’re left in no doubt about what they are. Although, BYD has opted not to spell out ‘Build Your Dreams’ and GWM relies on the oval brand signature.

Being high-grade models, the spec sheets are robust. The 2025 BYD Shark 6 Premium gains LED headlights, daytime running lights and taillights, 18-inch alloy wheels, side steps, keyless entry and start, electrically adjustable front seats (eight-way for the driver with four-way lumbar; four-way passenger adjustment), front-seat heating and ventilation, dual-zone climate control and faux-leather trim. 

The 2025 GWM Cannon Alpha Ultra PHEV largely mirrors its counterpart for spec, but has notable additions like the panoramic sunroof, massaging front seats, six-way adjustment for the passenger, a powered rear sliding window as well as electronically reclining back seats with heating and ventilation.

It even gains 64-colour ambient lighting, which displays a digital recreation of the front façade in the dash ahead of the passenger. Some will be glad to learn that the feature can be switched off…

The BYD isn’t fitted with any options apart from the $700 Deep Sea Blue paintwork. The GWM’s Marble White hue is no extra cost, but premium colours are $600.

The pair run with a five-star ANCAP safety rating (awarded in 2025) with seven airbags apiece, as well as ISOFIX points and top-tether anchorages.

For active safety, the 2025 BYD Shark 6 Premium gains autonomous emergency braking with cyclist and pedestrian detection, adaptive cruise control, lane-departure warning with steering assist, blind-spot monitoring, cross-traffic alert, driver fatigue monitoring, road-sign recognition, head-up display, parking sensors and a 360-degree 3D camera.

For the most part, the 2025 GWM Cannon Alpha Ultra PHEV shares this rap sheet. Although, it adds a clear chassis view to its camera system, which is very helpful off-road. 

In practice, the safety systems are integrated and calibrated reasonably well in each – something you couldn’t say about GWMs of old. In fact, it’s the Shark 6 that has the more eager active lane-keeping assist. Audible warnings are present for both but they aren’t too annoying.

No longer are dual-cab utes analogue and unsophisticated. In fact, they’re the opposite of what’s come before with screens and gadgets aplenty.

The 2025 BYD Shark 6 Premium’s 15.6-inch touchscreen dominates the interior. It’s clever, too, as it can swivel between landscape and portrait modes (although the latter position can’t be used in conjunction with the wireless Apple CarPlay and Android Auto). It also runs Google-based satnav and the operating system supports apps like Spotify.

Elsewhere there’s a 10.25-inch digital instrument cluster with modern graphics, but there isn’t much in the way of customisation and the trip computer isn’t overtly intuitive.

If tunes are important to you, the Shark 6 is fitted with a 12-speaker Dynaudio sound system. Other features include a wireless charging pad, DAB+ digital radio, Bluetooth, USB-A/USB-C ports and voice activation. The BYD also comes with provisions for over-the-air updates.

Despite running a smaller, fixed 14.6-inch central display, the 2025 GWM Cannon Alpha Ultra PHEV isn’t left behind in the tech stakes. The touchscreen isn’t as responsive, but it gains marks with sharp visuals, cohesive menu operation with useful shortcuts and a native satnav that works well.

The driver has access to a larger 12.3-inch digital instrument cluster with marginally more configurability. Like the Shark 6, the Cannon Alpha’s head-up display is informative with navigation, speed limit and cruise control data in your line of sight – just don’t be wearing polarised lenses.

As you’d expect, the GWM also comes with wireless Apple CarPlay and Android Auto, but the Cannon Alpha Ultra adds a wireless charge pad in the rear as well as one up front. Along with the native satnav, there’s Bluetooth, DAB+ digital radio, USB-A ports and voice activation.

The Ultra grade scores a premium 10-speaker Infinity audio system. It delivers high-quality acoustics with richer levels of bass, but compared to the Dynaudio offering, it can distort as the volume increases.

As we’ve stated, this duo does things a bit differently with four-cylinder turbo-petrol engines and electric motors with battery packs instead of diesels. The dual cab is going high-tech.

While performance isn’t the focus here, the 2025 BYD Shark 6 Premium is quick. Try 0-100km/h in just 5.7 seconds despite weighing 2710kg. How, you ask? Well, it’s not all down to the 135kW/260Nm 1.5-litre four-cylinder petrol engine.

The Shark 6 mainly relies on its two permanent magnet synchronous electric motors, adding 170kW and 310Nm at the front axle and 150kW and 340Nm at the rear. All power sources combined, you’re getting 321kW and 650Nm of shove.

It essentially tries to work predominately as an EV with the petrol unit’s main use being that of a generator for the BYD Blade battery pack. It can help drive the front wheels in certain situations, but with no mechanical connection between the two axles, it’s a pseudo four-wheel-drive arrangement.

The 2025 GWM Cannon Alpha Ultra PHEV tackles things a bit differently. It’s still swift for a dual-cab ute (0-100km/h takes 6.9 seconds), but the focus is more on its off-road nous than being endowed with Ford Ranger Raptor-beating performance.

It uses a 2.0-litre four-cylinder turbo-petrol engine (branded Hi4-T) with 180kW and 380Nm, which is supplemented by a 120kW and 400Nm electric motor for a total of 300kW and 750Nm.

Where it differs from the Shark 6 is that it uses a BorgWarner 4A+MLOCK four-wheel-drive system running through a nine-speed hybrid automatic transmission. The Ultra even scores a front differential lock to add to the middle and rear mechanical lockers.

The numbers show that the Shark 6 is faster and it enjoys a more immediate throttle response. Once off the mark, the Cannon Alpha PHEV motivates eagerly and provides more than enough poke despite trailing its counterpart.

The BYD’s 1.5-litre engine is quieter and more refined than the sometimes coarse 2.0-litre unit in the GWM, yet both transition between their respective power sources autonomously and relatively seamlessly.

On paper the 2025 BYD Shark 6 Premium is rated at a claimed average consumption of 2.0L/100km when the battery is above 25 per cent charge. However, due to electric assistance and how that figure is generated, achieving that over an extended drive is impossible.

Throughout our testing, the Shark 6 returned 9.5L/100km. For context, BYD claims a real-world economy of 7.9L/100km when the battery is below 25 per cent. It also has an EV-only range of 100km but, on a designated route that included more outer urban and highway stints, it managed 81km.

The Shark 6’s 29.6kWh lithium-ion battery pack can be charged at up to 55kW via a DC connection or 7kW with AC. Replenishing from 30 to 80 per cent takes about 25 minutes with the former, while a full charge occurs in 4.5 hours for the latter.

Interestingly, the Shark 6 won’t allow the State of Charge (SoC) to drop below 25 per cent. It’s also capable of charging back up to 70 per cent using the petrol engine as a generator while on the move using HEV mode. It’s clever tech and means you could seldom use the petrol engine or its 60L tank – although there’s a claimed 800km range if you do. 

On the other side of the fence, the 2025 GWM Cannon Alpha Ultra PHEV runs with an official average consumption of 1.7L/100km that grows to 7.9L/100km with a low SoC. Interestingly, it returned the same 9.5L/100km figure as the BYD during our time testing.

Yet, it differs greatly to the Shark 6 in how it achieves its efficiency. The Cannon Alpha PHEV uses a bigger 37.1kWh battery with NMC (nickel, manganese, and cobalt) chemistry that supplies energy to the e-motor located within the nine-speed transmission – hence, it still changes gears in EV mode.

Like the Shark 6, it can funnel charge back into the battery on the move (both utilise regenerative braking). When off-roading, the Cannon Alpha PHEV seemed to do this more so when using the 4x4’s low-range setting.

GWM claims an EV-only range of 115km, but during testing it mustered 77km. Its fuel tank also holds an extra 15L of capacity, equating to a quoted maximum range of 1060km.

Interestingly, while the BYD uses solely its front wheels in ECO mode to reduce rolling resistance, the electric power is sent to the rear with the GWM. When using the e-motors alone, the Shark 6 retains noticeably more straight-line performance.

In terms of charging, the GWM maxes out at a lower DC rate of 50kW, while it can handle 6.5kW from an AC connection. The company claims it will charge from 30 to 80 per cent in 24 minutes on DC, while it takes 6.5 hours to replenish from zero to 100 per cent using AC.

Both utes have V2L (vehicle to load) capability of 6kW. However, they split that by three via the trio of household plugs. For the BYD they’re in the tray (there’s also one in the back seat), while the GWM requires a connector that’s fitted to the external charge port.

Despite both continuing to use a rather rudimentary ladder-frame chassis, they raise the bar in terms of ride quality and driveability.

Jump in the 2025 BYD Shark 6 Premium and the leather-bound steering wheel feels nice in hand. The quicker-ratio steering seemingly shrinks the body around you even though it’s dimensionally bigger than its rival. Despite the size, it doesn’t feel intimidating to drive around town.

Utilising independent, multi-link rear suspension with coil springs and passive dampers, the BYD’s ride quality is better than most in the dual-cab segment. It isn’t perfect as there’s still a bit of vibration over corrugations meaning the secondary ride isn’t totally sorted.

At 2710kg, the Shark 6 can’t quite escape its weight. Therefore, it uses a lot of its suspension travel over smooth undulations, resulting in some porpoising and a slight resistance to changing direction. However, the BYD handles appreciably well for what it is and doesn’t roll too much through corners.

Wearing road-focused Continental CrossContact tyres, the Shark 6 turns in well with ample grip. However, its dual-motor setup seems to favour the front axle, meaning there’s more of a sensation of being pulled, rather than pushed, out of the corner.

There are drive modes to choose from (Eco, Normal and Sport). They aren’t there for show, either, with Sport perking up the throttle response as it takes advantage of all three power sources. Even Eco generates tangible benefits by shutting down the rear e-motor for greater efficiency thanks to reduced rolling resistance.

Speaking of modes, the steering and brakes also offer Sport and Comfort. There’s little need to access Sport as it mainly increases the artificial weight, meaning Comfort is the more natural setting. Regenerative braking doesn’t hamper the pedal feel too much, although it is a little more wooden compared to a conventional dual cab.

So, it’s safe to say that the Shark 6 sets a relatively high benchmark. Spoiler alert, the 2025 GWM Cannon Alpha Ultra PHEV can’t quite match its rival in terms of a cohesive touring package. Yet, against what’s come before it within the brand, the progression is tangible.

On first impressions, the Cannon Alpha feels bigger despite the smaller raw numbers. The slower steering rack goads you into thinking it’s physically larger and not as ‘nimble’ compared to the BYD. Additionally, at 13 metres, the turning circle is 2m greater than its counterpart. Yet, the GWM is far from intimidating within city limits. 

While the Cannon Alpha also uses coil springs with passive dampers, it runs a solid rear axle. Swapping to compact springs over the leaf arrangement was also necessary given the placement of the battery pack.

In terms of ride quality, it takes a small bite out of the Shark 6 with greater compliance. In the dual-cab world, the GWM is certainly one of the comfiest – a fact that should only get better with ex-Holden expert Rob Trubiani joining the fray.

It isn’t without blemish, though. As the speed increases, the GWM’s obedience advantage reduces. Although, there’s a slight lack of refinement in the GWM given that the body doesn’t always quell jitteriness through the chassis as well as the BYD. There’s also slightly more roll, too, with the GWM being less eager to change direction.

The GWM also wears rubber more at home on tarmac than on dirt – no all-terrains here, then. The drivetrain can apportion torque in a 50:50 fashion, but it feels more rear biased than the Shark 6. Although, the Giti Xross tyres don’t offer as much purchase. 

In terms of drive modes, the Cannon Alpha PHEV pretty much mirrors its rival with Eco, Normal, Sport and 4H (more on that later). Sport merely sharpens the responses of the nine-speed auto and adds artificial weight to the steering.

While the rack is slower in the GWM and there is a bit of play on dead centre, the weighting is more natural, and it generally responds in an organic way. There are no dedicated steering modes and the same goes for the brake pedal, too. The Cannon Alpha PHEV also relies on regeneration (you can tailor the level in both), but there’s a bit more immediacy and positivity to its operation. 

Ultimately, it’s the Shark 6 that provides a better on-road driving experience. Given their respective potency underfoot, they both hustle along at a rate of knots dual cabs aren’t accustomed to. 

Think they’re merely humble workhorses? Think again.

Despite relying on its tricky electronics to gain traction and not the customary mechanical fare, the 2025 BYD Shark 6 Premium is surprisingly capable if you venture off-road.

Without low-range provisions and locking diffs, the Shark 6 gains electronic aids via its terrain modes, which include Mud, Sand, Snow and Mountain. The latter is the one to go for in trickier situations and gives the four tyres the best chance at purchase. It still scrabbles for traction but generally prevents excessive slip and assists the BYD to get through tougher tracks than you expect.

It has 230mm of ground clearance and a wading depth of 700mm. The multi-link rear-end and excessive wheel articulation does present some issues when trying to keep all four wheels on terra firma. Additionally, the stiffer ride quality can result in the Shark 6 bucking around a bit more on corrugated dirt roads.

Conversely, it’s hard to faze the 2025 GWM Cannon Alpha Ultra PHEV when the going gets tough. It just does everything with so much more ease. This is largely due to the BorgWarner 4x4 systems that incorporate diff locks as well as 4L (low range) and 4H (high range) provisions. Mechanical gubbins largely replace electronic sensors.

Even with the cheaper, road-focused Giti tyres, the Cannon Alpha PHEV isn’t troubled by much. And to be honest, it’s so capable that engaging the front locker is largely unnecessary. Plugging in 4L and calling on the rear diff lock is usually enough. The slower steering and more compliant ride also promotes confidence and comfort on dirt, too.

The fact the GWM has 20mm less ground clearance doesn’t seem to hamper it, either. Nor does the 27-degree approach angle (31 degrees on the BYD) or 20-degree departure angle (19.3 degrees on the BYD). And through water crossings you’ll be thankful for the extra 100mm in wading depth.

It also tends to keep its wheels on the ground more often, aiding traction. Plus, its throttle is easier to modulate, leading to less slip, more purchase and smoother progress.

Despite both being exceptionally portly, it’s the GWM that proves far more capable in all off-road conditions. If this competence is important to you, then the decision between the two becomes a little easier.

Regardless of whether buyers utilise the full capacity or not, this section is all about touting a 3.5-tonne towing capacity – and only one here can.

It isn’t the 2025 BYD Shark 6 Premium. Which could be another sticking point for buyers wanting a more hardworking, jack-of-all-trades dual cab. If bragging rights aren’t a priority, then the 2500kg braked towing capacity could be enough for most – something we’ve tested.

At 790kg, the payload doesn’t reach the one-tonne capacity of other dual cabs and there are fewer adjustable hooks and tie-down points in the tub. However, it fights back with a damped tailgate, pushbutton LED lighting and a spray-in bed liner. As mentioned, the three-pin plugs are super handy for those who enjoy activities like camping.

If the extra mechanical 4x4 hardware wasn’t enough to entice, then the 2025 GWM Cannon Alpha Ultra PHEV’s 3500kg towing capacity just might. The Ultra is also fitted with a dual-opening tailgate that either splits in two (60/40) or can be lowered in one piece. Although, the open-and-close button on our test vehicle was a bit sticky and didn’t always work.

While the BYD falls down in terms of towing, it makes up ground via a bigger tray and a higher payload. The GWM’s 685kg rating is 105kg less than the Shark 6. Additionally, when you investigate the fine details, the Cannon Alpha PHEV’s Gross Combined Mass (GCM) leaves about 200kg of wriggle room for passengers in the cabin. 

The Cannon Alpha PHEV utilises a corded V2L system, which initially could be frustrating given you have to carry an extra cable. However, it’s essentially an extension cord for a power board affording three 2000-watt outlets. Like the Shark 6, both really amp up the lifestyle appeal.

However, an issue we did encounter was that the material spare-wheel cover constantly wanted to be set free. Why is the spare wheel mounted vertically in the tray? That’s because the battery pack hides where it would usually be. The Shark 6’s dedicated EV platform means its spare is concealed underneath the tray.

Luxury has certainly entered the dual-cab segment – who’d have thought? It’s just another reason why a luxury SUV could be cross shopped, especially if you need one vehicle for myriad purposes.

Inside, the 2025 BYD Shark 6 Premium is, err, premium. No other ute on the market has the same feel-good factor as this. It’s matched with a high level of perceived quality and solidity, too, as the doors close with a thunk and the materials are plush.

Even the design is intriguing with intricate toggle controls, coloured accents and a general sense of tactility. The space is also practical with provisions for big bottles in the door cards and efficient storage throughout. It is a tech-heavy environment, though, and the swivelling touchscreen’s operating system does take some time to become familiar with.

Rear-seat occupants don’t miss out on luxe. The seat back is slightly more reclined than other dual cabs, while the pews themselves are supple and sculpted, which only increases the sink-in factor. Leg and headroom are decent, while amenities are covered off by air vents, USB-C ports, three-pin plug, map pockets and a central fold-down arm rest.

Sliding behind the wheel of the 2025 GWM Cannon Alpha Ultra PHEV is also a pleasing experience. Anyone stepping up from a used Ranger, Triton or HiLux from a few years ago will be impressed by the visual appeal and touchpoints.

Yet, it doesn’t manage to be as classy as the BYD, with its faux-wood finishes and try-hard analogue timepiece seeming a bit too contrived. However, it’s still a nice place to be compared to a vast majority of the segment and, like the Shark 6, the cabin is well insulated from noise, vibration and harshness.

You aren’t as reliant on the central touch-screen display as the BYD, either. While it doesn’t harness something like the Shark 6’s three-finger swipe for climate controls, it does have dedicated physical buttons within the dash to manipulate airflow. The gear lever is also surrounded by controls for the 4x4 system and, like its counterpart, a switch to go between EV and HEV modes.

We could also pass on the Ultra’s somewhat quirky mood lighting. Still, like the refreshed safety systems, the cabin in general is a big step forward from what has come from GWM in the past.

Where the Cannon Alpha Ultra PHEV elevates the game is in the back. Yes, the rear seats are not only heated and ventilated, but they electronically recline, too. Unless you step up in size (and price) to some of the American trucks, you won’t find a more roomy and deluxe space for occupants. Even having the panoramic sunroof is a treat.

In terms of amenities, having an extra wireless charger in the back is a great addition, as is the electronic sliding rear window, but it misses out on the 230-volt plug and it runs older USB-A ports.

The buyer demographic of dual cabs is changing. While the majority still favour a more workmanlike nature, their purpose now must be far more malleable. Being family friendly and almost SUV-like is a massive boon to punters seeking a chameleon approach to their ute.  

The mould-breaking 2025 BYD Shark 6 Premium certainly smashed through the ceiling of what a dual cab was assumed to be. And against legacy brands, it doesn’t break the bank, either. Yes, it has certain limitations, but as an all-round mix of work and play, it ticks a lot of boxes.

In many ways, the 2025 GWM Cannon Alpha Ultra PHEV seems to take the concept and run further with it, filling in the gaps in off-road and towing ability that the BYD can’t match. Yet, it’s considerably more expensive to buy and service, while the feel-good factor isn’t quite as high. It just feels like it requires finishing school to reach full potential.

Which gives away the victor here. The Shark 6 attacks and wins once again. It has an upmarket, feature-packed cabin, flexible powertrain and a use case filled with plenty of bandwidth to balance out its slight shortcomings.

Yes, timing is important. However, the BYD Shark 6 Premium’s current success is about more than merely being first.

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 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 stars (ANCAP 2025)

2025 GWM Cannon Alpha Ultra HEV at a glance:
Price: $68,990 (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 stars (ANCAP 2025)

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