BYD Sealion 6 vs Rivian R1S

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.

While there are some obvious signs that the R1S is Rivian’s first mass-market vehicle, the good news for the company is that its problems are not impossible to overcome. The suspension needs retuning to improve the ride quality and the multimedia system’s software needs upgrading. But even with those issues the R1S left a positive impression.

This is a very stylish SUV with great space and excellent performance, that also happens to be electric, rather than relying on being electric as its primary selling point.

Rivian has put more effort into the design and finishes than many of its EV rivals and the result is a vehicle that can genuinely compete with the established premium players with more credibility.

The only catch is there’s no clear timeframe for when, or even if, this generation of R1S will make it to Australia. The brand has repeatedly spoken of its hopes of entering the market here without locking anything in, but given the current state of the EV sales it may pay off to wait until the conditions are right for a new, premium player to try its luck here.

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.

Design is another area where Rivian has carved out a unique position for itself. Whereas other brands, including Tesla, have focused on simplicity and aerodynamic efficiency, Rivian has given the R1T a unique style that looks interesting, different and most definitely not plain.

The oval daytime running lights make every R1S and R1T stand out from a mile away, even on LA’s busy freeways. The overall design is high quality and manages to strike a good balance between aesthetics, aerodynamics and practicality - even if it doesn’t suit everyone’s personal taste.

The cabin is worth highlighting in particular, because rather than go for the ‘minimalist’ look that so many brands are going for these days, with as little switchgear and different trims as possible to keep costs down, Rivian has opted for something more complex and, frankly, more impressive.

There’s a level of craftsmanship, a great mixture of premium materials (including some striking light wood options) that make the R1S feel like a stylish and relaxed environment inside the cabin. Our particular example had a great mixture of colours, textures and patterns that really elevated the cabin experience.

The technology is also nicely integrated into the design, rather than being the focal point, like so many other modern electric vehicles. It still offers the same level of technology - a pair of screens - but doesn’t rely on them to carry the design of the interior.

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 R1S comes standard as a seven-seat SUV, split across three rows (two in the first row, three in the second row and two in the third row). Space across the three rows is fairly typical for an SUV of this size, which is to say generous up front, good in the second row and a little bit tight in the back.

What is good though, is the length of the cabin allows for quite a spacious boot even with the third row in use, which is definitely not something all seven-seat SUVs can claim. Using a direct conversion from Rivian’s specifications that list cargo capacity in cubic feet, the R1S has a claimed 498 litres with the third row in use and up to 1331L with the third row folded down. There’s also 314L under the bonnet and another 144L underneath the boot floor (although that comes at the expense of a spare tyre).

As mentioned in design, Rivian has nicely integrated the technology into the cabin, with the 12.3-inch digital driver display and 15.6-inch central multimedia touchscreen feeling like a natural part of the car rather than a centrepiece. Rivian has also managed to incorporate eight USB-C charging ports spread around the cabin to keep everyone’s devices charged up.

However, while the technology is nice from an aesthetic design perspective, the same cannot be said about its useability. Like Tesla, Rivian has opted to go it alone with its multimedia system and has developed its own Google-based software that is not compatible with either Android Auto or Apple CarPlay. That would be acceptable, although still disappointing, if the system worked as well as Tesla’s, however the Rivian system is very slow. It repeatedly took several seconds to load between the various functions, which may not sound like long, but when you’re trying to get back to the navigation so you don’t miss your freeway exit a few seconds can make a big difference.

But, honestly, in this day-and-age, systems like this should work quickly and seamlessly, so it’s an area Rivian needs to improve.

On a positive note, Rivian does have some cool accessories for the R1S including what it calls a ‘Camp Speaker’ which is a US$400 option that it integrates into the sound system but is also removable, so you can pull it out of the centre console and listen to your music if you’re around the campfire or having a picnic.

When we drove the R1T in 2023 Rivian was still in the ramp up stage of production and was limited with what it could offer customers. Fast forward to 2025 and the brand now has both the R1T and R1S available with dual or tri motor powertrains, with a quad-motor powertrain expected by the end of the year.

The R1S Dual Standard begins the range at US$75,900 (approx. A$118,000), the R1S Dual steps it up to US$83,900 (A$130k) and the R1S Tri-motor completes the current line-up at US$105,900 (A$165k). While those prices are definitely in the premium end of the market the R1S is actually cheaper than the Tesla Model X, which is still on sale in the US market, and starts at US$86,630 (A$135k) and stretches to US$101,630 (A$158k).

For more context, the Audi Q8 e-tron starts at US$74,800, the BMW iX from US$87,250 and the Mercedes-Benz EQE from US$77,900.

Standard equipment across the range includes the 12.3-inch digital instrument display, 15.6-inch multimedia touchscreen, dual-zone climate control, heated and ventilated front seats, heated steering wheel, eight-way power adjustable driver and passenger seat and panoramic glass roof, so it certainly has premium levels of equipment.

We drove the range-topping RS1 Tri-motor which, aside from an extra motor, gets standard 22-inch alloy wheels, a dynamic glass roof, a soft-touch suede textile headliner as well as unique colour and trim options.

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.

As mentioned earlier, there are currently three versions of the R1S available, each with a different powertrain. 

The Dual Standard AWD has, unsurprisingly, dual motors (one at the front and one at the rear) which make a combined 397kW/827Nm. That’s enough for it to launch 0-60mph (0-96km/h) in just 4.5 seconds. The R1S Dual AWD has the same power, torque and acceleration figures, however it gets Rivian’s Large battery, which we’ll detail below.

The Tri-Motor AWD obviously has three motors, one on the front axle and two on the rear, which naturally provide more power, 633kW/1495Nm. With so much power and torque the Tri-motor is wickedly fast, taking just 2.9 seconds to launch 0-60mph.

If, for some reason, the Tri-Motor isn’t fast enough for you, Rivian has released the details on the Quad-Motor. It will have two motors on each axle providing a staggering 764kW (that’s 1025-horsepower!) and 1624Nm, enough to rocket it from 0-60mph in just 2.6 seconds and across the quarter mile in 10.5 seconds.

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.

Rivian offers three different battery types across the three variants, each with a different driving range. The R1S with the Standard battery (92.5kWh) has a claimed 434km driving range, the R1S Dual with Large battery (109.4kWh) extends that to 530km, while the Tri-Motor comes standard with the Max battery (141.5kWh) that has an impressive 597km of range.

It is worth noting, though, that those range claims are based on US EPA estimates, rather than either the WLTP or NEDC methods usually used.

Charging times vary depending on the type of charger used, in the US Tesla has given access to its network to other EV brands and the Rivian is available with a plug adaptor to use a Tesla charger. The R1S is capable of charging up to 220kW, which means it takes approximately 40 minutes to take the battery from 10 to 80 per cent. 

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 R1S and R1T are Rivian’s first mass-produced cars, and it shows. It’s not all bad news by any stretch, but there are some major issues the brand will need to address in the future if it wants to succeed globally (or even just in the US). 

The biggest issue is the ride, which just doesn’t feel as well resolved as the more established brands that have been designing, developing and building cars for decades. The R1S isn’t bad to drive by any stretch, but the ride is too firm at times and it also lacks control and feels too soft at others. 

All R1S grades come standard with Air Suspension that has multiple levels of firmness and can adjust the ride height. However, in the ‘normal’ setting the ride feels too busy, with the heavy (3096kg) SUV skittering over the imperfections in the road rather than absorbing them. The problem is, if you adjust the suspension to the softer setting it lacks control and has a tendency to bounce over bigger bumps and take a few seconds to settle. This was particularly noticeable on LA’s concrete freeways, but it would be an issue on any road with undulations or joints.

But while the ride needs improvement, the R1S has strengths in other areas - namely performance. The Tri-motor AWD we sampled had immense punch from its three motors and it certainly felt like 633kW and 1495Nm was on tap. We didn’t test its acceleration claim officially, but any take-off could be made into a rapid one with just a squeeze of the accelerator pedal. 

The R1S is also capable of towing up to 3500kg, so it’s a strong and capable SUV too, rather than just a speedy EV.

Another strength is the regenerative braking system. There are multiple settings but we found the lowest regen was the best option, as it still provides powerful regen but is more progressive than the more powerful modes.

The R1S comes loaded with safety equipment across the range, including eight airbags, adaptive cruise control, autonomous emergency braking, blind spot monitoring, forward collision warning, lane departure warning, lane keeping assist and rear cross-traffic alert.

It also comes with what’s called the ‘Rivian Autonomy Platform’ that includes 11 cameras and 12 ultrasonic sensors for mild-autonomous functionality in specific circumstances, such as freeway driving or on well-marked roads. 

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.

Rivian offers a four-year/80,000km warranty for the R1S vehicle as a whole, as well as a separate battery pack and drivetrain specifically. The Standard battery is covered for eight years/190,000km while the Large and Max batteries are covered for eight years/240,000km.

As for servicing, Rivian uses an app-based system, which allows owners to schedule a service at any time via the app and then either have a Rivian technician come to your home for a small service or drop it off at a service centre if it’s a bigger job. The app is also connected to the car, so if the car’s own diagnostic system recognises a problem, it can prompt you to book a service proactively.