BYD Shark 6 2025 review - GVM test

The BYD Shark 6 is available in one model specification which combines two electric motors with an internal combustion engine, single-speed transmission and plug-in rechargeable battery for a list price of $57,900.

Our test vehicle is finished in 'Great White' (yeah, we get it) and comes with a standard equipment list as long as an extension ladder. There’s 18-inch alloys with 265/65 R18 tyres and a full-size steel spare, roof rails, side-steps, heated door mirrors, rear privacy glass, 360-degree camera view, front and rear parking sensors, LED lighting, fog lights and (useful for tradies) three 230V V2L (Vehicle to Load) three-pin outlets in the tub to power everything from tools to camping accessories.

2025 BYD Shark 6 (image: Mark Oastler)

Step aboard using the keyless entry/start and you’ll find synthetic leather-appointed seats with the front buckets offering heating/cooling and multiple power adjustment.

The driver also gets a genuine leather-wrapped steering wheel with multiple remote functions plus a 10.25-inch LCD instrument display and head-up display.

2025 BYD Shark 6 (image: Mark Oastler)

There’s also dual-zone climate control, wireless phone-charging, USB-A/USB-C ports and 12V/230V V2L power outlets plus premium 12-speaker sound for a multimedia system offering voice assistance, digital radio and wired or wireless connectivity for Apple CarPlay/Android Auto devices.

Media and many other vehicle functions are controlled by a large 15.6-inch touchscreen on the dash, which can power-rotate between landscape and portrait positions according to personal preference.

With its hefty 2710kg kerb weight and 3500kg GVM, the Shark 6 has a 790kg payload rating which is less than some turbo-diesel rivals.

It’s also rated to tow up to 2500kg of braked trailer which is 1000kg less than the category benchmark. And BYD does not publish a GCM (Gross Combination Mass) rating, so we don’t know how much weight the Shark 6 can legally carry and tow at the same time.

The load tub is almost square with its 1520mm length and 1500mm width. And with 1224mm between the rear-wheel housings, it can carry either Aussie or Euro pallets. Its 517mm depth results in 1.2 cubic metres of total load volume.

2025 BYD Shark 6 (image: Mark Oastler)

There are six load-anchorage points but those located in the sidewalls at the front and centre of the tub are too high for securing low-profile loads. Anchorage points located near floor-level are preferable, as they can secure loads of all heights.

The tub’s internal surfaces are protected by a spray-in liner and there’s bright internal lighting and a hydraulic strut to ease tailgate operation.

Seating for the driver and front passenger is spacious and comfortable. The rear bench seat shares similar qualities, given I’m 186cm tall and when seated behind the driver’s seat in my position I still have ample kneeroom.

2025 BYD Shark 6 (image: Mark Oastler)

Rear seat passengers also enjoy sufficient headroom, even for tall people seated in the least popular central position who also have a nice flat floor given the absence of a transmission tunnel. However, shoulder room for adults sitting three-abreast is tight and best limited to short drives.

Cabin storage for front seat occupants includes a large-bottle holder and bin in each front door, overhead glasses holder plus a dash storage shelf and glove box on the passenger side.

The centre console has two small-bottle/cupholders in the centre and a lidded box at the back.

Rear passengers also get a large-bottle holder and bin in each door, plus pockets on the rear of both front seat backrests and a fold-down centre armrest with two small-bottle/cup-holders.

The bench seat’s base cushion can be raised and stored vertically if more internal luggage space is required, but there’s no under-floor storage.

The seating is comfortable and supportive and the driving experience is enhanced by the head up display, large left footrest and thick-rimmed leather wheel.

It’s quiet to drive and the ride quality is outstanding, with refined and disciplined suspension tuning combined with responsive steering and braking. It all adds up to handling agility on winding mountain roads that belies the fact it’s a high-riding 2.7-tonne ute.

Rapid acceleration from standing starts (BYD claims 0-100km/h in just 5.7sec) is also effective in masking its bulk, as instant torque from the dual electric motors gets it rushing towards triple-digit speeds with unrelenting ease, regardless of gradient.

2025 BYD Shark 6 (image: Mark Oastler)

We did most of our test in the ‘Normal’ (default) drive mode, as it provides a happy medium between the heightened response of ‘Sport’ and the slightly subdued ‘Eco’ modes.

To test its GVM rating, we loaded 650kg into the load tub which with driver equalled a 750kg payload that was only about 40kg less than its legal limit. The independent rear suspension compressed about 60mm, but there was no bottoming-out detected as it competently hauled this load on our test route.

Although the ‘Energy Manager’ on the touchscreen allows drivers to pre-set a minimum SoC between 25-70 per cent, we didn’t enter any setting as we wanted to see how the hybrid system performed without these inputs.

2025 BYD Shark 6 (image: Mark Oastler)

Fact is, it did not allow the SoC to drop below 20 per cent, even during highway driving when there was minimal charging assistance available from regenerative braking.

As displayed live on the energy manager, the petrol engine maintained the battery charge needed to feed the electric motors while also providing intermittent drive to the front wheels as required.

At times the little 1.5-litre turbo engine sounded like it was working very hard doing this, but it did prove effective in performing these dual roles.

2025 BYD Shark 6 (image: Mark Oastler)

The hybrid system also produces minimal engine-braking (even with maximum regenerative braking) which is an important consideration if you regularly carry and/or tow heavy loads, particularly in hilly terrain.

With a traditional turbo-diesel and multi-speed transmission, a low gear can be manually selected to allow the engine on overrun to assist the brakes in restraining loads on steep descents. However, with its single-speed transmission and small petrol engine, the Shark 6 must rely on brakes alone.

The Shark 6 is covered by BYD's six-year/150,000km warranty and an eight-year/160,000km battery warranty.

Scheduled servicing is every 12 months/20,000km whichever occurs first. Capped-pricing for the first six scheduled services totals $2945 or an average of $490 per year.