BYD Shark 6 vs GWM UTE

What's the difference?

The BYD Shark 6 Premium is perfect for weekend camping trips or ferrying the family around the city, but the underpowered engine, mixed handling, and quirky safety tech hold it back. If it could match its rivals’ capability while keeping its sharp looks, it would be a near-perfect package but right now, it just doesn’t.

In a very competitive ute market, the GWM Cannon XSR represents plenty of bang for your buck, but it’s just not as refined as you’d hope. 

It should be better at this price-point, especially when it’ll be unfavourably cross-shopped with lower-spec variants in the Ford Ranger, Isuzu D-Max and Toyota HiLux line-ups.

It’s a nice enough vehicle on-road, and the XSR is an effective 4WD on the dirt without ever being truly exceptional – but that’s fine for those who want to save big bucks and still drive away in a well-equipped twin-locked off-road vehicle.

The BYD Shark 6 is a seriously handsome ute from almost every angle. It’s boxy and beefy enough to look tough in the school-pick-up line but not so over-styled that it feels try-hard. The wide lighting signature at the front and rear gives it a modern, tech-forward vibe which is a nice hint at what’s going on underneath.

From behind the wheel, space is the first thing you notice. The cabin feels huge and well thought out, finished in black synthetic leather with contrasting orange stitching that adds a sporty pop. You’ll spot the same orange highlights on the air vents, and together with the soft-touch trim and matt-metallic details, the Shark easily punches above its price point in terms of cabin quality.

And then there’s the centre console, which is one of my favourite parts of the interior. With its chunky grab handles, large gear selector and row of tactile switches, it has a bit of a cockpit-meets-ute look going on. The orange starter button is a fun touch too. The only quirk? The tailgate release button sits close enough that it’s a little too easy to tap by mistake and although you have to confirm the selection via the media display, it's still annoying to accidentally press.

The XSR is 5439mm long (with a 3230mm wheelbase), 1958mm wide, and 1918mm high. It has a listed kerb weight of 1965kg.

It looks like the mongrel child of a HiLux, Ranger and D-Max – in a good way.

The wider-than-standard wheel track, as well as the snorkel, sports bar, substantial bash plates, tyres and even red brake calipers add to this ute’s presence.

Comfort is clearly a priority in the Shark 6 Premium. There’s loads of cabin space and the powered front seats are properly plush for a ute, with four-way lumbar support plus heating and ventilation which is a luxe touch you really notice on long drives.

Up front, storage is excellent with a glovebox and dash cubby, large door bins, a deep centre console, two phone trays with a wireless charger, a USB-A and C port, cupholders and a sunglasses holder. Everything has its place, and it’s easy to keep the cabin tidy.

The rear bench is also impressive. Generous seat bases, thick padding, and a flat floor mean adults will be comfortable back there, and kids are happy too. Rear passengers score map pockets, cupholders, big door bins, directional air vents, a USB-A and C port and even a 230-volt outlet.

Despite the 230mm ground clearance, getting in and out is surprisingly easy thanks to big door apertures, side steps and grab handles. My nine-year-old found it easy to get in, though younger kids will still need a hand. He loves the great view, thanks to the low window line, but the doors feel heavy on a slope.

Tech-wise, the 15.6-inch touchscreen looks sharp and responds quickly. The system is simple enough to use once you spend some quality time with it but first-timers might get flustered initially. Wireless Apple CarPlay and Android Auto worked consistently, although most controls live inside the screen, including climate functions, which may frustrate some. The rotating display is clever, but I found portrait mode blocked some forward vision from my driving position. Also, fun fact, when CarPlay fills the full screen, everyone can see it, including cyclists who now know my husband’s nickname!

Out back, the tray is slightly smaller than key rivals but still practical, offering 790kg payload and a 1200L capacity. The soft-opening tailgate is handy but lacks gas struts, and without a step, climbing in requires a bit of a hop. On the plus side, the tub gets lighting, three 230-volt AC outlets and a full-size spare underneath.

The XSR’s five-seat interior is a neat and roomy space but, in line with most utes at this price-point, if you scrutinise it in a critical way you soon discover that some parts feel a bit cheap and flimsy, such as some buttons, dials and switches.

Up front there are two USB ports, a wireless charging pad, a 12V plug and a capacious centre console.

A pair of cupholders can be concealed under a sliding cover and the storage bin is on the right side of big.

The driver gets a six-way power-adjustable seat; the front-seat passenger gets four-way power adjustment. Both seats are comfortable without being too plush.

Second-row passengers get a firm but comfortable seat and amenities include a USB port, a 220V plug, and a fold-down centre armrest.

The second-row seat base can be folded up and out of the way to make room for more gear if only two people are travelling.

Build quality is generally okay, part from the aforementioned flimsy-feeling buttons.

The XSR’s business end, the tub, has a durable-looking tub liner, tie-down points and a handy pop-out step hidden in the top of the tailgate.

But it's worth noting this ute’s tailgate can’t be locked.

The XSR has a manufacturer suggested retail price of $52,990 drive-away.

Standard features include a 9.0-inch multimedia touchscreen system (with Apple CarPlay and Android Auto), a 7.0-inch digital driver info display, quilted leather seat trim, quilted leather door trim, 18-inch black alloy wheels, a sports bar, an assisted tailgate (with a pop-out step) and roof rails. 

It also has LED headlights with LED DRLs, side steps, powered mirrors, keyless entry, push-button start, power-adjustable and heated front seats, a leather steering wheel, single-zone climate control air conditioning, an auto-dimming rear view mirror, tinted rear glass, and a six-speaker audio system.

As well, the XSR gets a part-time 4WD system (with 2WD high-range, 4WD high-range and 4WD low-range), rather than full-time 4WD, which is on lower-spec GWM utes; a front differential lock (in addition to the existing rear diff lock) and Cooper Discoverer AT3 all-terrain tyres.

It also gets red brake calipers, an underbody bash plate, wheel arch flares, and a sunroof.

Elsewhere, it gets steel front and rear bumpers and a new black grille.

The Shark 6 pairs a 1.5-litre four-cylinder turbo-petrol engine with two electric motors - one on each axle. On its own, the petrol engine makes 135kW/260Nm, but the hybrid system boosts total outputs to a more impressive 321kW and 650Nm.

Despite the strong numbers, braked towing capability sits at a low 2.5 tonnes, which is a full tonne less than key rivals. If you regularly haul larger caravans, horse floats or big trailers, that’s worth keeping in mind.

It’s also worth noting the Shark 6 runs an AWD system rather than a full 4WD, with no low-range gearing or diff locks. So while it’ll handle gravel roads, campsites and wet grass just fine, it’s not aimed at hardcore off-road buyers. For a deeper look at its rough-terrain performance, check out Crafty’s recent Adventure review.

The XSR has the Cannon’s 2.0-litre four-cylinder turbo-diesel engine that produces 120kW at 3600rpm and 400Nm from 1500rpm to 2500rpm. 

It has an eight-speed automatic transmission. 

As mentioned, the XSR has part-time 4WD – with 2WD high-range, 4WD high-range and 4WD low-range – rather than the full-time 4WD set-up that’s in standard Cannons.

Official combined fuel use for the Shark 6 in hybrid mode is 7.9L/100km, but after over 800km of mixed driving (starting with three-quarters charge and regen braking keeping the battery hovering around 25 per cent), I saw 8.9L/100km. So it’s a touch thirstier than the claim, but you’ll unlock its best efficiency when you charge daily and make full use of the 100km pure EV range for school runs, commuting and errands.

There is a 29.58kWh BYD Blade battery paired with a Type 2 CCS port. It takes up to 7kW on AC home charging and up to 55kW on a DC fast charger, where you can expect around 30 - 80 per cent in roughly 25 minutes. There’s also vehicle-to-load capability, so you can power tools, camping gear or larger tech items when you're out and about which is very handy for family trips and weekend adventures.

The Cannon XSR has a listed fuel consumption of 9.4L/100km on a combined cycle.

Actual fuel consumption on this test, from pump to pump, was 11.2L/100km but, as is the nature of my testing, I did a lot of low-range four-wheel driving.

The Cannon XSR has an 78-litre tank so, going by that fuel figure above, you could reasonably expect a driving range of about 696km from a full tank.

Note: Drop 30km to 50km from any vehicle’s total calculated fuel-range figure for a better idea of that vehicle’s safe touring range – so, following that advice, the above driving range figure (696km) would become 666km after a 30km safe-distance buffer has been subtracted.

Also, remember that numerous other factors affect your fuel consumption and so impact your driving range, including how much extra weight you have onboard (passengers, camping gear, etc), whether your vehicle is fitted with any aftermarket equipment (bullbar, spare-wheel carrier, etc), whether you are towing (a camper-trailer, caravan, or boat, etc), your vehicle's tyre pressures, and the conditions.

On the road, the Shark 6 is a bit of a mixed bag. In EV or hybrid mode it’s genuinely impressive being smooth, quiet and quick off the line with a nice, immediate power delivery. But once the petrol engine fires up, things change. It becomes noticeably loud and whiny, and it can feel short on grunt, especially on hills. I wouldn’t rely on the petrol side alone if you regularly drive with heavy loads or tackle steep country roads.

Around town, the ride is comfortable and almost glides over the road, which sounds lovely, but in a big ute I prefer a bit more feedback. Out on regional roads, the Shark can start to feel less composed, particularly over big bumps or loose gravel, so it’s definitely happier in urban settings.

Visibility is mostly good thanks to the high driving position and big windows. The thick B-pillar does require a proper head-check, and parents take note: I can’t always see my son when he’s right up close to the vehicle, so extra awareness around kids is essential.

Regen braking is subtle but effective and the battery never dipped below 20 per cent and often gained charge on downhill runs. The lack of that grabby EV brake feel is also very nice.

Parking, however, is where things get entertaining and not always in a good way. With a 13.5m turning circle and at almost 5.5m long, it’s not what you’d call nimble. My mum and I genuinely had an Austin Powers three-point-turn moment in a tight ramp. It's also best to reverse into spaces to allow for the tray overhang. The saving grace? The 360-degree camera system is genuinely helpful due to its clear, wide feed.

If you’re not expecting a dynamic, sporty driving experience from the Cannon XSR, then you won’t be disappointed.

I’m enjoying the fact that off-road vehicles from China and India are improving all the time but there are significant trade-offs when opting for a much cheaper version of the ute you actually want.

The XSR is not an insubstantial ute, but that doesn’t excuse its less-than-ideal steering (which feels too loose) or its stiff ride on upgraded suspension which, even though it increases wheel travel (for 4WDing – more about that later), seemingly hasn’t been tuned to suit the XSR’s bigger tyres, wider wheel track and greater bulk than its lower-spec stablemates.

Also, this ute has an unwieldy turning circle of 13.7m, which makes it an interesting vehicle to manoeuvre along busy urban streets or through a bustling car park.

This is a well priced ute if compared to similarly equipped, much more expensive utes, but that doesn’t excuse its touchy throttle and thrashy transmission.

However, its engine, which can feel underdone when challenged, has a relaxed feel about it when open-road cruising and if you aren’t putting too much pressure on it you likely won’t think it’s much of a let-down.

Overall, the XSR does okay on sealed surfaces, without ever getting anywhere near great – it’s simply not as refined or compliant as it could – or should – be.

On the dirt track leading to our 4WD test track, the XSR was very skippy over corrugations and tended to thump through potholes.

This ute does go well off-road though when it comes time for low-range 4WDing but, equipped with front and rear diff locks, that’s to be expected.

Off-road traction control and other systems including hill descent control, are adequate without being as seamlessly smooth as the equivalent systems in more expensive vehicles.

It also has 'Crawl Mode' (allows for no-pedal, low-speed driving) and 'Turn Assist' (which brakes the XSR’s inside rear wheel to reduce the ute’s turning circle on traction-compromised surfaces).

The over-sensitive throttle is far from ideal during low-speed low-range 4WDing when you need absolute control for safe driving, but I did become used to it – or at least I put up with it.

As mentioned earlier, the upgraded suspension has boosted wheel travel, which means you’re more than likely able in the XSR to stretch a tyre to the dirt for better traction and controlled forward progress.

The XSR’s Cooper Discoverer AT3 all-terrain tyres help, especially when the dirt becomes sticky mud that would gum up a lesser tyre, and we had no strife getting up and over one of our more severe set-piece hill climbs on that rubber.

All in all, the XSR is a capable twin-locked 4WD without ever being exceptional – and that’s fine.

The Cannon XSR has towing capacities of 750kg (unbraked) and 3000kg (braked).

The Cannon range has the maximum five-star ANCAP rating from testing in 2021, however the Cannon XSR is not covered by this rating. 

Standard safety gear on the XSR includes seven airbags, AEB (sans pedestrian detection) forward collision warning, lane-departure warning, lane-keep assistance, adaptive cruise control, traffic sign recognition, rear parking sensors, a 360-degree camera and tyre-pressure monitoring.

It does not get front parking sensors, lane-change assist or a door-open warning.

The BYD Shark 6 comes with a six-year/150,000km warranty, which is solid, though some rivals offer unlimited-kilometre terms and ongoing roadside assistance if you service through their dealer networks.

BYD provides a price guide for servicing rather than a fixed capped-price or pre-paid program, with average costs around $515 per service (subject to change). This method doesn't add the peace of mind its competitors do.

Finding somewhere to service your Shark 6 is fairly straightforward thanks to 46 BYD service centres across Australia, though most are concentrated in major cities. Regional owners will appreciate BYD’s partnership with select mycar Tyre and Auto service centres, which helps extend access outside metro areas.

The XSR is covered by a seven year/unlimited km warranty.

The first service is scheduled at the six-month/5000km mark (and costs $260), then every 12 months or 10,000km, with each service costing $360 a pop.