BYD Shark 6 vs GWM Haval H6GT

What's the difference?

The Shark 6 breaks new ground with its PHEV technology and impresses with not only its whisper-quiet and rapid acceleration but also engaging chassis dynamics, build quality, fuel economy and generous standard equipment for a compelling price. However, its modest payload and tow ratings may be deal-breakers for some tradies and recreational buyers with bigger loads to haul.

The new GWM Haval H6 GT Ultra PHEV has got to be one of the few plug-in hybrids that makes sense to me, given I live in a regional area. The longer electric driving range and DC charging capability offers far more convenience and practicality than the usual plug-in hybrids I’ve sampled.

It’s well-priced and has enough features for the average family. So, while I don’t love everything about it, it offers decent value for money.

Our test vehicle rides on a 3260mm wheelbase and is 5457mm long, 1971mm wide and 1925mm high, so it’s in the same ballpark as a Ford Ranger 4x4 dual cab ute.

The Shark 6 features traditional body-on-frame truck chassis design, double-wishbone coil-spring front and rear suspension, rack-and-pinion steering and four-wheel disc brakes.

It also has a compact 11.0-metre turning circle and its off-road credentials include 230mm of unladen ground clearance, 700mm wading depth and 31 degrees approach/17 degrees ramp-over/19.3 degrees departure angles. A large metal bash-plate protects the underside.

Looks are subjective of course and even though there’s too much external black plastic for our liking, we reckon it still passes the pub test on styling with its chunky and purposeful appearance.

The bold grille and headlight design appears to draw inspiration from full-size US pick-ups, but with a ‘technical’ look consistent with its high-tech powertrain.

The predominantly grey interior has a high-quality finish and looks good. It also appears to draw inspiration from rivals, in this case the Ranger Raptor with its contrasting bright red air-vent/cupholder surrounds and exposed stitching along numerous seams.

The H6 GT is the better-looking cousin to the regular H6 SUV because the swoopy rear end adds some much-needed personality.

It's the 19-inch alloys, Michelin tyres and red brake calipers that add to the sporty vibe.

It looks quite large for the segment and while I’m not a massive fan of the heavy plastic moulding around the base of the car, it’s got enough charm to appeal to a wide audience.

Head inside though and you're immediately hit by a strong plasticky presence, whether it be from actual plastics in the dash and door panels or the synthetic feeling of the upholstery itself.

The sunroof and red-stitched 'GT' on the seats add something but its all rather plain and lacks some personality inside.

I do like though that there’s no transmission tunnel, which means more legroom for middle seaters in the rear.

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.

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.

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 most practical aspect of the H6 GT's cabin is its sheer size. It's a spacious cabin for the class and that translates to lots of passenger room in each row. Which is only let down by the relatively small boot capacity of 392L (when all five seats are in use).

The boot does feature a level loading space, a 12-volt power socket, retractable cargo cover and a powered tailgate. The latter I always appreciate with kids in tow.

There are lots of individual storage options with the front featuring a glove box large enough for an owner's manual, a middle console, two cupholders and two drink bottle holders. There's also a large shelf underneath the centre console, a dedicated phone cradle and a sunglasses holder.

In the rear there are two drink bottle holders, two map pockets and a couple of cupholders in a fold-down armrest. So plenty of choices for passengers.

Surprisingly, the most comfortable seats are in the rear which feature thick padding, good lumbar support and long seat beds. The electric front seats have heat and ventilation functions, as well as adjustable lumbar support but the lumbar sits too low and the seat backs curve in too far for them to be called comfortable on a longer journey.

The tech is made up of a 12.3-inch touchscreen multimedia system and 10.25-inch digital instrument panel and while they look nice, they're basic at best. The multimedia system is simply laid out but lacks any real customisation and doesn't have sat nav.

The touchscreen can be laggy and there is wired Apple CarPlay and Android Auto. GWM has confirmed that wireless phone mirroring is due sometime later this year.

Charging options include four USB-A ports (but no USB-C ports), two 12-volt sockets and a wireless charging pad but the pad didn't always work for my iPhone 15 Pro Max (whether that is a user or software issue, I'm not sure).

There is only one grade available for the H6 GT, which is the Ultra and it's available with two powertrains - a 2.0L turbo-petrol engine or the 1.5L turbo-petrol plug-in hybrid powertrain of our test vehicle.

Its sharp drive-away pricing of $53,990 makes it very competitive against its rivals. The BYD Sealion 6 Premium sits at $52,990 MSRP and you have to jump into the Mitsubishi Outlander PHEV Exceed ($69,290 DA) if you want to match on some of the standard equipment of the H6 GT Ultra.

While the PHEV offers a class-leading electric driving range of up to 180km, it features pretty much the same equipment as it's non-hybrid sibling but is $9000 more expensive.

The premium features include a panoramic sunroof, synthetic leather and suede upholstery, electric front seats with heat and ventilation functions, a heated steering wheel, a powered tailgate, powered and heated side mirrors and rear tinted glass.

Technology includes a keyless entry/start, 10.25-inch digital instrument cluster, dual-zone climate control, 12.3-inch touchscreen multimedia system, coloured head-up display, four USB-A ports, two 12-volt sockets, a wireless charging pad, FM/AM radio, Bluetooth, and wired Apple CarPlay and Android Auto.

However, it doesn't have a spare tyre (just a repair kit) or sat nav and there's no wireless phone mirroring. At least, not yet but GWM has confirmed that they are working on getting the phone functionality up and running sometime later this year.

The Shark 6’s hybrid drivetrain with permanent all-wheel drive includes two electric motors, with the front motor producing up to 170kW/310Nm driving the front wheels. The rear motor produces up to 150kW/340Nm and drives the rears.

These motors are teamed with a 1.5-litre turbocharged four-cylinder petrol engine producing up to 135kW/260Nm, which serves dual roles as a generator to maintain charge in the 29.58kWh lithium-ion battery (in addition to regenerative braking) and to assist with driving the front wheels as required. It can also perform both roles simultaneously.

The combined output of electric motors/petrol engine is up to 321kW and 650Nm. There are also three selectable drive modes comprising Eco, Normal and Sport, plus different terrain settings to optimise performance in Mud/Sand/Snow/Mountain.

The plug-in battery can be charged using either the AC (7.0kW) or DC (55kW) ports. Cables for both were supplied with our test vehicle and stored in a carry bag behind the rear seat.

The new H6 GT Ultra has a plug-in hybrid powertrain that combines a 1.5-litre four-cylinder turbo-petrol engine with three electric motors, two at the front and one at the rear.

Together they produce a combined power output of 321kW and 762Nm of torque. That gives this 4WD a 0-100km/h sprint time of 4.9 seconds. So it's a quick SUV but somehow it doesn't manage to feel 'blow-your-hair-back' quick.

The engine is paired with a two-speed dedicated hybrid transmission (DHT) and the switch between the electric and engine components is practically seamless.

BYD claims combined average fuel consumption for the petrol engine as low as 2.0L/100km with 25-100 per cent SoC (State of Charge) which spikes to 7.9L/100km when SoC drops below 25 per cent (see Driving).

BYD also claims an NEDC battery-only driving range of up to 100km (with 25-100 per cent SoC) and up to 800km when combined with the petrol engine in hybrid mode.

We covered 522km during our test which was a mix of city, suburban and regional roads plus some highway driving, of which about one fifth of that distance was hauling a near-maximum payload.

At the completion of our test, the Shark 6’s onboard computer claimed average petrol consumption of 6.6L/100km with 204km of range remaining, which suggests a real-world driving range of at least 700km is credible from its 60-litre petrol tank.

The new H6 GT has a ternary lithium battery with a large 35.43kWh capacity. It also has a Type 2 CCS charging port, which is pretty rare but welcome on a plug-in. This system can accept up to 6.6kW on an AC charger and up to 48kW on a fast DC charger, which is great.

It means you can plug in at a DC fast charger during a road trip like a normal EV and that improves overall efficiency.

The combined fuel cycle figure is just 0.8L/100km and with the 55L fuel tank, you’ll get a theoretical driving range of over 1000km. That’s just something to consider right there. The considerable pure electric driving range of up to 180km also ensures that you can do your daily errands and school run without really touching the fuel tank. 

Which I totally proved this week after doing 469km of open-road driving and my daily 'urban' errands and only using 2.3L of fuel all week. I had two full charges during my week and that means my real-world usage beats the claimed figure at 0.49L/100km. Haval H6 GT for the win.

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.

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.

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.

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 new powertrain took a few days to get used to because it doesn't behave like some of the PHEVs I've driven before. The emphasis is on EV driving rather than the ICE components. The pedals are quite stiff which takes a moment to adjust to, but the auto-hold braking and strong regenerative braking means it's difficult 'creep' forward like you can in a regular ICE car.

The one-pedal function is true one-pedal driving and if you time your deceleration right, you won't touch the brake pedal. You'll either like that or you won't but it's been nice to use this week.

The power delivery is prompt and there's a lot of power available. It doesn’t feel wicked quick like a performance EV but it certainly has enough punch to satisfy. You don’t notice when it switches between the engine or motor, which makes it a very smooth powertrain.

The steering is a little spongy but responsive enough to feel spry for quick lane changes. It's just not particularly dynamic on a winding road with the combination of the firmer suspension and soft steering.

Road noise can creep up at higher speeds and there is an annoying whirring sound from the motors that my son likened to a dull aeroplane engine roar.

The suspension is on the firmer side and you notice the bumps but you also don’t wince when you hit one. Visibility is okay but the thick A-pillar can get in the way when you're scanning the road at intersections, and the back window is narrow. A digital rear-view mirror would be a handy feature for the model.

The H6 GT Ultra PHEV is pretty easy to park because it has a clear 360-degree view camera system and parking sensors at the front and rear. The 12-metre turning circle makes it pretty friendly in a carpark, too. 

The Haval H6 GT has a maximum five-star ANCAP safety rating from testing done in 2022 and scored 90 per cent for adult protection, 88 per cent for child protection, 73 per cent for vulnerable road users and 81 per cent for safety assist.

It features seven airbags, including a front centre airbag. 

There are seatbelt reminders (all seats), hill-start assist, tyre pressure monitoring, front and rear parking sensors, surround-view camera system, adaptive cruise control with stop and go, rear cross-traffic alert, lane keeping aid, lane departure alert, rear collision warning, forward collision warning, traffic sign recognition and a driver monitoring system.

The autonomous emergency braking (AEB) with cyclist, pedestrian, car and junction turning assist is operational from 5.0 - 85km/h (up to 150km/h for car detection).

There are two ISOFIX child seat mounts and three top tether anchor points and the rear seat is wide enough to accommodate three child seats side by side.

The driver assist features seem to work smoothly most of the time but I did find the driver attention monitor a bit annoying, as you get a few more chimes than you need and the lane keeping aid feels too jerky.

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.

GWM offers the H6 GT with a seven-year unlimited kilometre warranty, which is becoming the normal term for the class and you will enjoy five years of roadside assistance through Allianz.

There is also a five-year capped-price servicing program that costs $1680, which is competitive. The first service is at 10,000km but subsequent intervals are spaced at every 12 months or 15,000km.