BYD Sealion 6 vs Toyota HiLux

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 Toyota HiLux SR5 now feels nicer and more modern inside and out and it no longer lags behind some other utes – even some of the cheaper ones – in terms of comfort, refinement and all-round driveability.

Toyota has in the past been guilty of sometimes doing the bare minimum when it comes to producing a ‘new’ vehicle – especially LandCruisers or HiLuxes – but this time even though this HiLux is definitely not a new model, the exterior revamp and interior refresh have added more than enough to the HiLux package to keep fans and new buyers happy.

This is the best HiLux so far.

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.

This HiLux is 5320mm long (with a 3085mm wheelbase), 1885mm wide and 1865mm high. No change there.

It does, however, have a new distinctive front end incorporating a revised design, which includes LED headlights, retro-style ‘Toyota’ brand across the front, and honeycomb-style mesh grille.

Initially I wasn’t keen on the HiLux’s revised front end, but it looks a lot better in the metal than it does in photos and it has grown on me.

This ute’s profile remains the same as before, but the rear end has also been given a sly slap and tickle, giving it a squared-off look.

The interior has also undergone a glow-up – there’s a real 250 Series LandCruiser look and feel to this cabin – and it now has a 12.3-inch touchscreen multimedia system rather than the old 8.0-inch unit.

It still has plenty of hard plastic surfaces but, overall, the HiLux interior doesn’t look or feel anywhere near as old as it used to.

While it remains definitely a HiLux, the new look brings this Toyota ute closer to its rivals, such as the Ford Ranger, in terms of contemporary styling.

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 HiLux cabin is very familiar – you know where everything is and how to use it and that’s reassuring – but besides some minor changes and the introduction of an electric park brake the most noticeable change is that aforementioned new 12.3-inch unit.

Apple CarPlay is easy to get working via the multimedia system, and the screen is now big enough and clear enough to operate with ease.

Beyond that, there are plenty of durable hard plastic surfaces, numerous storage spaces, a reasonable number of charging points up front – two USB ports as well as a wireless charging pad and two 12V sockets and a 240V socket inside the centre console.

The driver’s seat is power-adjustable and comfortable without ever being at risk of being described as “plush”.

The rear seat is on the wrong side of squeezy across the shoulders and is best suited to accommodating three children, three jockeys or two adults.

People seated back there have access to two USB-C ports, bottle holders in each door and a dual cupholder in the fold-down centre armrest.

In terms of packability for touring, the SR5’s tub is 1550mm long (1100mm between the wheel arches), 1520mm wide and the load space itself is 490mm deep. Load height is 830mm.

There is nothing extra-special going on in the SR5’s tub – no marine-grade carpet, LED strip lighting, or hidden storage compartments – but it does have four tie-down points.

In terms of practicality, the HiLux, while it does have a barebones approach, still holds its own against the likes of the Ford Ranger.

The SR5 sits in the middle of the HiLux line-up. This version – with a six-speed manual gearbox – has pricing starting at $63,990 before on-road costs. Our test vehicle has Toyota’s premium interior pack ($2500) and premium paint ($675).

Standard features include a 12.3-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto plus wireless charging), eight-speaker stereo, dual-zone climate control, and 18-inch alloy wheels.

Other features include high-grade LED headlights, a “comfort-oriented” leaf-spring rear suspension tune, larger front brake discs, power-folding, heated exterior mirrors, an integrated tow-bar, as well as LED tail-lights and LED rear fog lights.

Exterior paint choices include 'Glacier White', 'Frosted White', 'Ash Slate', 'Eclipse Black', Feverish Red' and 'Sunglow'. Some – like 'Stunning Silver' on our test vehicle – cost $675.

The HiLux offers reasonable value for money when cross-shopped against the likes of Ford Ranger, especially the XLT (approx. $64,000) or Sport (approx. $72,000) variants.

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.

This SR5 has a 2.8-litre four-cylinder turbo-diesel engine, producing 150kW at 3400rpm and 420Nm at 1400-3400rpm and a six-speed manual gearbox; the six-speed auto SR5 gets 500Nm at 1600-2800rpm and auto HiLuxes also have the 48-volt mild-hybrid technology onboard.

This is a proven engine-and-gearbox combination, with plenty of lowdown torque, and it’s more than a match for the likes of Ranger and D-Max/BT-50 in terms of overall performance.

This SR5 has part-time four-wheel drive and a rear diff-lock.

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.

Official fuel consumption for the manual is listed as 7.1L/100km on a combined cycle. The auto is 7.4L/100km.

Fuel consumption on this test was 9.1L/100km, which is pretty good because I have done a lot of low-range 4WDing.

The SR5 has a 80-litre fuel tank so, going by that fuel figure, you could reasonably expect a driving range of about 879km out of a full tank

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. 

As mentioned, there have been no major mechanical upgrades to the HiLux, but it does now have electric power steering (rather than the hydraulic assistance it’s had in the past). Result? There’s a smoother, more precise feeling to the steering, with a nice weight and balance to it, on sealed and unsealed surfaces.

The HiLux, with a listed kerb weight of 2215kg and a turning circle of 12.6m, is not an insubstantial vehicle but, at the same time, it’s not unwieldy either and manages to feel quite nimble on and off the road.

On sealed surfaces it yields a surprisingly high level of ride and comfort. It’s actually quite compliant, controlled and somewhat refined. That’s largely because this SR5 has multi-purpose suspension on board rather than the heavy-duty suspension, which is on lower-spec, work-focussed HiLux variants for load-carrying duties.

This set-up is intended to offer a softer ride on road – and it does – but off-road it's a different story. Even on minor imperfections (small potholes, minor corrugations and the like) on dirt tracks it tends to thump and bump in and out and it doesn't offer such a comfortable all-round ride as you might be hoping.

I didn’t have much weight onboard – vehicle-recovery gear, a first-aid kit, four Maxtrax and an air compressor – and it will, of course, settle down with more of a load but I was expecting the multi-purpose suspension to be better than it was at soaking up a track’s lumps and bumps – it’s not terrible, but it is noticeable.

However, in terms of pure off-road effectiveness, the HiLux is impressive.

It's never been an underperforming 4WD, it’s simply never been as refined or as comfortably capable as others, such as the Ranger, but it is much more comfortably capable now than it used to be.

There is plenty of power and torque in this HiLux and while this six-speed manual version has 80Nm less than the auto version, it uses what it has really well. The 2.8-litre is a tractable engine and works well as part of an effective powertrain that is well suited to low-range 4WDing. There is a heap of torque at low revs, which is great for low-speed, technical off-roading.

Low-speed throttle response is also impressive, offering nice control when you need it.

I have driven auto HiLuxes in the past and the auto is very clever and it may be your better bet, but I like the manual.

Ground clearance is listed as 224mm and while the HiLux doesn’t have any trouble clearing most jagged rock steps or tree roots you’ll likely encounter on a weekend trip, I didn’t have the opportunity to seriously scrutinise the 700mm wading depth because our testing area was pretty dry. Next time.

Off-road angles – 29-degree approach and 26-degree departure (no rampover is listed) – all check out, even though they are a little shallower than the Rugged or the Rogue variants, they are fine for light-to-moderate 4WDing.

The off-road traction control system in this HiLux is well calibrated and if you do need more dirt-grabbing ability, then this ute does have a rear diff lock.

The only real off-roading weaknesses in the HiLux package are the tyres (Dunlop Grandtrek A/T 31, 265/60R18 110H). They’re not well suited for anything more than light to moderate 4WDing. If you’re planning anything rougher than a well-maintained dirt road in dry weather then consider replacing the showroom tyres with a set of decent all-terrain tires, light-truck construction preferably and away you go.

In terms of towing capacity the SR5 is rated to tow 750kg unbraked, and 3500kg braked.

Payload is a listed 900kg, Gross Vehicle Mass is 3090kg and Gross Combined Mass is 6300kg (a 450kg increase).

While nothing mechanical has changed onboard this vehicle, the combination of 4WD set-up, driver-assist tech, rear diff lock, as well as structural modifications (such as thicker steel in the ladder-frame chassis, a stiffer roll-bar, and reinforced side rails) and suspension tweaks (including retuned dampers and re-rated coil springs at the front, and new dampers and softer spring rates on the live-axle rear) all works well together in this current HiLux package.

The HiLux has now drawn closer to the Ranger in terms of comfortable capability, if not matched it.

The Toyota HiLux SR5 has the maximum five-star ANCAP safety rating, as a result of testing in 2025.

As standard, it has eight airbags (now with a front-centre airbag) and an upgraded suite of driver-assist tech including improved auto emergency braking (AEB), lane-keep assist, adaptive cruise control, and blind-spot monitoring.

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 HiLux has a five-year/unlimited kilometre warranty.

Service intervals are scheduled for every six months or 10,000km and cost $395 per service.

Toyota Australia has about 300 dealerships across the country.

This type of warranty is pretty standard among the HiLux's rivals so the Toyota ute does remain competitive, in terms of these ownership costs.