BYD Sealion 6 vs MG Hs Super Hybrid

What's the difference?

So, should Toyota, Tesla, Hyundai and others be worried about the arrival of the Sealion 6 and BYD’s new DMi powertrains? Yes, but not because it represents any major breakthrough in technology or dynamic prowess. 

Instead, the strength of the Sealion 6 is how average it is. It may not be the obvious class-leader in any particular area, but it does a good job in almost every measurable aspect and doesn’t possess any major flaws.

Yes, there are still questions about the long-term dependability of BYDs but that’s a risk any new owner will need to accept. But the very sharp pricing should tempt plenty of buyers to take that chance and continue BYD’s steady upwards trajectory in the Australian market.

The MG HS Super Hybrid Essence gets a lot right. It’s well sized for families, comfortable on the road and easy to live with day to day.

However, it misses a few features you might expect for a flagship grade. More notably, the calibration of some of its technology and safety systems could do with further refinement.

This is one area where BYD has a mixed record. Not to be unkind or create an international incident, but the Chinese car industry has a history of not being totally original with all of its automotive designs.

However, things are improving and the Sealion 6 is a good example of the Chinese industry learning to develop its own style. While there are some subtle hints from European models, overall it’s a smart-looking mid-size SUV with some character to it - rather than being a bland imitation of something else.

One area where the Sealion is a cut above its competition is its size, being longer than and wider than the RAV4, Mitsubishi Outlander and Nissan X-Trail.

On the outside, the HS leans confidently into an athletic look, with strong body lines, side steps and a swooping front end. The black accents add a nice edge, while the 19-inch alloy wheels and full suite of LED lighting give it a sportier presence. It looks particularly good in the Diamond Red Metallic paintwork of our test car.

Step inside and the cabin carries through that sharp design, with a mix of soft-touch and well-finished materials. The standout is the optional tan synthetic leather upholstery. At $700, it’s not essential, but it does a lot of the heavy lifting in giving the interior a more premium feel.

A panoramic sunroof and dual 12.3-inch displays help round things out, creating a space that feels well put together.

That external size translates to a roomy cabin, which also has some flair to the design but thankfully a bit more restrained than the smaller Atto 3 - which is a bit over-the-top in this reviewer’s opinion. 

The element that sticks out immediately is the large central touchscreen which, like other models in the range, can rotate either vertical or horizontal, depending on your preference.

I don’t understand the point of this, because when rotated vertically it impacts your forward vision and can interfere with the air conditioning vents; and I can’t even see it with my polarised sunglasses.

It simply makes more sense horizontally, but I guess all carmakers are looking for catchy gimmicks these days. But while it may seem like a cool party trick it remains somewhat confusing to me, like one more thing to go wrong. But maybe I’m just getting old and grumpy.

What I do like and think is a great idea is double smartphone charging pads in the centre console. And overall the design of the cabin feels well thought out and has plenty of useful storage areas.

The seats are fine, a little flat and the fixed headrests are irritating, but overall they’re soft and supportive enough.

The key in the second row seating is the amount of space, with the extra length of the Sealion 6 compared to its rivals showing up with more knee room in the back for families with growing teenagers or those who need to carry their adult friends.

There’s also a pair of USB ports in the back too, so everyone can keep their electronics charged.

The boot is a good size, measuring 425 litres on paper, and has a nice long and wide floor. But some of that space is thanks to the lack of a spare - so that counts against it in my book.

The HS covers the basics well when it comes to comfort and space, but its day-to-day usability is let down somewhat by its technology.

Up front, the cabin is a comfortable place to spend time. The seats are supportive with plenty of padding, making longer drives easy. The heated seat function is controlled through the multimedia screen, though, which means it’s easy to forget about and the heating cycle switches off fairly quickly.

Storage is decent for the segment. You get a pair of cupholders, sunglasses holder, large door bins and a phone tray, although the middle console is on the smaller side.

Where things fall down slightly is in the technology. Wireless Apple CarPlay and Android Auto are included, but CarPlay didn’t consistently reconnect on its own during our time with the car, requiring daily set-up. The Bluetooth connection was stable, although it didn’t pull through contacts or call history.

The 12.3-inch touchscreen multimedia display can be laggy and because most functions, including climate control and some seat settings, are buried within it, it can become frustrating to use day-to-day.

That said, there are some positives. The built-in satellite navigation works well and can be mirrored in the driver’s display, which is a nice touch. Charging options are also good, with two USB-C ports per row, a 12-volt socket and a wireless charging pad up front.

In the back, there’s plenty of space for legs and headroom and the seats are impressively plush. Access is generally easy, although the side steps feel a unnecessary. There’s a fold-down armrest with cupholders, but the window line is quite high, which may not suit younger passengers.

Rear amenities include map pockets and directional air vents. However, given the price jump over the petrol equivalent, it feels like a few extra premium touches could have been included. It’s comfortable, just not especially feature-rich.

Around the back, the boot offers a solid 507 litres of capacity. The flat loading floor makes it easy to slide items in and out, and there are handy netted side pockets for smaller bits. A powered tailgate adds convenience, though the absence of a spare wheel in favour of a tyre repair kit may be a drawback for some buyers.

There are seven variants in the MG HS line-up, spanning three powertrains: turbo-petrol, hybrid and plug-in hybrid. For this review, we’re in the flagship Essence plug-in hybrid, priced from $46,990, MSRP. That puts it around $6000 to $10,000 above its petrol and regular hybrid siblings.

At this end of the range, it starts to edge into the territory of key Chinese rivals like the Jaecoo J7 SHS Summit and BYD Sealion 6 Premium, which are priced from $47,990 drive-away and $52,990 MSRP, respectively. Against those, the HS doesn’t feel quite as generously equipped.

There’s still a solid list of premium features on offer. You get synthetic leather upholstery, a panoramic sunroof and heated, electrically adjustable front seats. However, it misses a few niceties that are becoming more common with its flagship rivals, like ventilated front seats and heated rear outboard seats.

On the tech front, it’s well covered with dual 12.3-inch displays, wireless Apple CarPlay and Android Auto, four USB-C ports, digital radio, Bluetooth, satellite navigation and a wireless charging pad.

Our test car is fitted with the optional tan interior, which adds $700. It’s a worthwhile upgrade, lifting the overall look and feel of the cabin and giving it a more premium edge.

If you want the HS in anything but white, premium paintwork will add a further $700.

While BYD has made its name in Australia as an all-electric brand it has always referred to itself as a 'new energy' company, and the Sealion 6 (and upcoming Shark ute) are why.

That’s because these feature BYD’s new 'Dual-Mode Intelligence' (DMi) powetrain - a hybrid system to you and me.

As mentioned above, the biggest difference between the Dynamic and Premium models is the powertrain, with two reasonably different systems.

The Dynamic is powered by a 78kW/135Nm 1.5-litre four-cylinder petrol engine, paired with a 145kW/300Nm electric motor - making for a combined system output of 160kW/300Nm. Notably, this powertrain only drives the front wheels.

In contrast, the Premium has an all-wheel drive set-up, combining a turbocharged version of the petrol engine (good for 96kW/220Nm) with a pair of electric motors, one on the front axle and one on the rear to produce a combined output of 238kW and 550Nm.

Both models get the same 18.3kWh ‘Blade’ battery, which is BYD’s proprietary technology underpinning all of its models and is attracting attention from other brands.

For reference, the Outlander PHEV has a 20kWh battery, Nissan’s X-Trail e-Power has a 2.1kWh battery, while the more conventional RAV4 Hybrid has just a 6.5Ah battery.

The MG HS Super Hybrid is front-wheel drive and combines a 1.5-litre four-cylinder turbo-petrol engine with an electric motor, delivering combined outputs of 220kW and 350Nm.

The system integrates the electric motor smoothly, providing immediate response off the line. Even when the battery charge is low, performance remains largely consistent, with the hybrid system continuing to support the drivetrain rather than dropping off noticeably.

There are multiple modes to drive it in, including electric only, with the Dynamic able to go up to 92km on a single charge, while the Premium manages a claimed 81km.

However, it's important to note these are the NEDC standards and not the more real-world like WLTP,  so you may not achieve those in practice.

The claimed fuel consumption is an impressive 1.1L/100km for the Dynamic and 1.4L/100km for the Premium although again achieving those in the real world will take some effort.

With a 60-litre fuel tank BYD claims the Dynamic has a driving range of just over 1000km, while the Premium can manage around 960km.

It's also worth noting the Sealion 6 comes equipped with vehicle-to-load charging which means you can draw power from the batteries to run small electronic devices if you need to.

It’s a bonus feature that may or may not be of use, but is one of those things that may come in handy one day to get you through a camping trip or a BBQ at the park.

The HS Super Hybrid is equipped with a 24.7kWh lithium iron phosphate battery, with a claimed WLTP electric-only range of up to 120km.

The combined (urban/extra-urban) fuel cycle figure is 0.7L/100km. In the real world, under normal driving conditions, you won’t see that but you’ll be able to comfortably travel over 1000km before you have to fill up - which is impressive for a 55L fuel tank.

Over a week of driving close to 1800km, mostly on the highway with some urban use mixed in, I recorded an average of 4.6L/100km. Hybrids typically aren’t at their most efficient on longer highway runs, so this is a solid real-world result.

Charging is handled via a Type 2 port, supporting AC charging up to 6.0kW. On that set-up, a full charge takes around four hours, while a standard domestic socket will see it stretch out to an overnight job.

Unlike some rivals, there’s no DC fast charging capability here. That’s something you may notice on longer trips, where quicker top-ups would make a difference.

We drove the Sealion 6 Dynamic and despite having the less powerful powertrain it feels good on the road. The DMi system offers good performance, with quiet acceleration off the mark and a good integration between the petrol engine and electric motors. We haven’t driven the Premium yet, so we can’t make any comment on how different it feels.

It’s hard to make a definitive call on the Sealion PHEV powertrain because, like every plug-in hybrid, its greatest strength relies on how the owner operates it.

If you don’t charge the battery every day or so, you’ll just end up lugging around a battery and electric motor for little benefit. However, if you do keep the battery topped up, you can do most of your urban commuting without needing to turn the petrol engine on, which should result in some very low fuel consumption figures.

The company clearly knows this, which is why BYD Australia is offering a complimentary home charger to the first 3000 customers who order a Sealion 6.

Not only will that encourage sales but it will also help owners become evangelists for PHEVs in the future, because they’ll have the best possible experience.

So, a large part of its strength or weakness rests on the owner’s behaviour and that’s something we can’t assess.

As for the rest of the driving experience, the ride comfort is fine. It can’t match the class-leaders for compliance or dynamics, but the Sealion feels pleasant to drive around the urban environment and on the freeway at speed.

Biggest criticism is the steering is very, very light. While that makes parking easier, it feels so light you get very little feedback from the front wheels so it can feel vague at times.

Overall the driving experience is best described as fine. It doesn’t have any major vices but neither does it set any new benchmarks. 

The HS Super Hybrid is an easy car to get along with on the road. Power delivery is smooth and immediate and the transition between the petrol engine and electric motor is largely seamless.

Through corners, it feels composed with minimal body roll, and there’s enough control to make a winding road enjoyable without pushing into anything overly sporty. The suspension strikes a nice balance, remaining forgiving over bumps without feeling floaty, while the steering is responsive enough for everyday driving.

The regenerative braking system offers two levels of adjustment, although it can feel a abrupt on steeper descents, occasionally resulting in a lurchy sensation.

The cabin stays impressively quiet, with minimal road and wind noise even at higher speeds, making it a comfortable companion for longer trips.

Visibility is generally good out the front, though the A- and B-pillars, along with the side mirrors, are on the thicker side, so you do need to be mindful when checking around them.

Around town, it’s an easy car to park. The 360-degree camera system is clear, and the overall size of the HS means it doesn’t feel intimidating in tighter car parks.

The MG HS holds a maximum five-star ANCAP safety rating based on 2024 testing and comes equipped with seven airbags.

The safety suite is comprehensive, including front and rear cross-traffic alert, blind-spot monitoring, lane keeping aid, emergency lane keeping aid, lane departure warning, front and rear collision warning, and tyre pressure monitoring. However, it does miss a couple of features seen elsewhere, such as emergency call capability and side exit assist.

In practice, some of these systems can feel overly intrusive. The driver monitoring system, traffic sign recognition and lane keeping alerts are particularly sensitive, with frequent audible warnings that can become tiresome over time.

For families, there are useful inclusions like two ISOFIX child seat mounts, three top-tether anchor points and seatbelt reminders across the cabin.

Autonomous emergency braking is included with car, pedestrian and cyclist detection, operating from 8.0km/h to 85km/h, or up to 150km/h for car detection. However, it is common to see this system operate from as low as 4.0km/h.

BYD is a small company but has partnered with mycar service centres to make maintaining your Sealion 6 easier. The Sealion is covered by BYD's six-year/150,000km warranty as well as its 10-year capped price servicing plan.

Service intervals are every 12 months/20,000km and prices range from $265 up to $1184 for the major eight year/160,000km tune up. Over the first five years, in keeping with most of its rivals, you’ll be paying $1648.

As I’ve written in previous BYD reviews, the biggest question mark hanging over the brand is arguably its long-term prospects. Quite simply, the brand is still too new to know how well it will perform on the used car market.

We also can’t tell you how it will hold up from a reliability point-of-view. We’re not suggesting there’s any doubt over its quality, but each car brand must prove itself reliable and dependable over time, and BYD hasn’t had that time yet.

The HS is backed by MG’s seven-year, unlimited-kilometre warranty, which is competitive for the class. There’s also the option to extend this to 10 years or 250,000km, provided servicing conditions are met.

Servicing is covered by either a three- or five-year capped price program, with the five-year plan costing $2166. That’s a reasonable figure for the segment, and service intervals are set at every 12 months or 15,000km.

The HS Super Hybrid requires 95 RON premium unleaded fuel or higher, so while it’s efficient, it doesn’t quite sip the cheapest fuel on offer.

There are 110 MG dealers across the country (plus three service-only sites) covering all states and territories as well as key rural and regional centres.