BYD Shark 6 vs Hyundai Santa Fe

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.

So I asked at the beginning if the Hyundai Santa Fe FWD petrol offered enough for families looking for a large seven-seat SUV and the answer is: YES!

It's practical, has people-mover space and storage and is downright comfortable to drive. There's so much to like here.

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.

It's boxy and bold and you certainly won't mistake it for anything else on the road. That's both good and bad.

The front works beautifully; pairing a chunky and square aesthetic with cool H-shaped LED headlights (a running motif throughout the car). The front and sides look like the chiseled face of a Greek hero or the latest Romantasy crush, but the rear is just awkward. It's essentially just a big blank body panel and the only interesting thing about the back are the H-shaped tail lights.

Head inside and the interior is exactly the same as the base FWD hybrid variant - you get an interesting black and grey tartan fabric upholstery across the seats, and enough soft touchpoints scattered throughout to stop you looking too hard at the heavy use of plastics.

The dashboard shares similar chunky proportions with the exterior and you can see lots of H shapes in the air vents and panelling, so it flows pretty well inside.

The highlight is 100 per cent the large curved panel on the dash that houses the dual 12.3-inch displays. They look high-end and instantly lift the cabin from feeling 'basic'.

Joinery is flush, nothing rattles and there's an overwhelming sense of high-build quality inside. It's a cabin you'll be able to spend a lot of time in.

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.

I've said it before but I'll say it again. The cabin offers similar, if not the same, level of practicality of a people mover with passenger space and storage solutions.

In fact, Hyundai may have shot their other three-row SUV, the Palisade, in the foot here because I'm not sure why you'd now bother forking out an extra $13,800 on the base Elite grade over out test model. Not when each row will be comfortable for an adult and feature decent amenities.

With seats that don't sit too high and a 177mm ground clearance, the Santa Fe is an easy SUV to get in and out of, even for kids.

The front- and middle-row seats are the most comfortable when it comes to padding and under-thigh support. The powered drivers seat also offers adjustable lumbar support on top of the heat functions that both front seats get.

Storage is top-notch with lots of cubbies to choose from up front with dual gloveboxes, one that can fit a manual and one that will hold smaller items like a wallet, wet wipes etc.

The middle console is huge and has a removable shelf but is also shared with the middle row as the bottom pulls out into a storage drawer for them. This means you can cut out the middle man (AKA the parent) and have a handy place to put any roadie snacks.

The centre console features two phone cradles and a large shelf underneath that easily holds a handbag or Saturday night's takeaway.

There are a total of 12 cupholders (2/6/4) and four drink holders (one in each door storage bin) plus a sunglasses holder and map pockets on the back of the front seats. So, definitely spoiled for choice when it comes to individual storage.

The technology is easy to use and high-quality with display screens that feature crisp graphics and a responsive multimedia touchscreen. The system features wireless phone mirroring for Apple CarPlay and Android Auto, as well as Bluetooth connectivity.

Charging options are good throughout the car with six USB-C ports (2/2/2), and a 12-volt socket and wireless charging pad up front.

Rounding out the cabin is the large boot which offers 642L when the third row is stowed, and up to 1963L when just the front seats are in use.

The loading space is level but you still get a handy under-floor compartment for small items. And the full-size spare tyre and powered tailgate are always practical to have!

The Hyundai Santa Fe is offered in three grades, with the base- and mid-spec options now having the option of having a turbo-petrol engine or a self-charging hybrid powertrain.

Our test model is the front-wheel-drive base-petrol grade, which is priced from $53,000 before on-road costs. That makes it the most affordable variant in the Santa Fe line-up, being $2500 more affordable than the base FWD hybrid model.

This positions it in between its three-row large SUV rivals, the Kia Sorento S ($50,680) and even larger Nissan Pathfinder ST-L ($60,220). But the Sorento is still offered with a choice between V6 petrol engine and a four-cylinder turbo-diesel engine, which will entice some.

Our test model is incredibly well-equipped for a base variant and includes features like heated front seats, a powered driver's seat (with adjustable lumbar support), rear privacy glass and LED external lights.

There are great practical items like a full-size spare wheel, a powered tailgate, keyless entry/start, a 360-degree camera system, dual-zone climate control and tyre pressure monitoring.

Technology is also a standout with dual 12.3-inch displays taking centre stage, FM/AM and digital radio, wireless Apple CarPlay/ Android Auto, Hyundai 'Bluelink' app, over-the-air updates, Bluetooth connectivity, a wireless charging pad, six USB-C ports and two 12-volt sockets.

Bluelink connected car services brings features like ‘Automatic Collision Notification’ an emergency call (SOS) function, geo-fencing, valet, speed and time alerts and more.

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.

Our Santa Fe is the front-wheel-drive base variant, which features an eight-speed dual-clutch auto transmission and a 2.5-litre four-cylinder turbo-petrol engine that produces up to 206kW of power and 422Nm of torque.

Our model has a braked towing capacity of 2000kg, which is up from its hybrid siblings which can only tow up to 1650kg.

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 base petrol Santa Fe has an official combined fuel cycle usage of 9.3L/100km and 67L fuel tank, giving it a theoretical driving range of 740km, which isn’t as good as its hybrid siblings but still sufficient for the odd road trip.

After doing lots of open-roading this week and a good three days of city dwelling, my real-world usage has popped out at 8.7L/100km, which is a solid result for such a large SUV.

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.

The petrol engine definitely has more pep to it than the hybrid variants I've sampled. The power is responsive and you still feel like there’s heaps leftover when you have to overtake or get up a hill without any annoying engine whines.

The steering isn’t too heavy, despite the size of this car but turning off the lane-keeping aid will keep the on-road experience feeling smooth. Otherwise, you sort of ping-pong in your lane as the aid readjusts strongly.

All Santa Fes feel way more nimble than they have any right to in corners. You do get some roll, but our test model is sure-footed, even in heavy wet weather. 

The eight-speed dual-clutch auto transmission is smooth enough and you don’t get any annoying lags when you accelerate from a full stop, which is unusual for such a unit.

Ride comfort is pretty high as well, with suspension that feels forgiving over the worst of the bumps and a cabin that remains quiet, even at higher speeds. 

You have really great visibility in this model because of how big the windows are and the taller driving position helps as well. None of the pillars hindered my vision either from my driving position.

The Santa Fe well and truly fills out a car space and it was easy to see it in a car park because the butt hangs out a bit, but it’s still easy to park with its very clear 360-degree camera system and parking sensors at the front, side and rear. So while it is big, it doesn't feel big to park.

Overall, the petrol Santa Fe is an simple SUV to drive and will be a forgiving choice for lots of different driving styles.

All hybrid Hyundai Santa Fe variants are covered by a maximum five-star ANCAP safety rating from testing done in 2024, but the petrol variants are not, so our test model is currently unrated. It does feature 10 airbags, though, which is excellent for a family SUV and the curtain airbags extend to the third row.

The standard safety equipment includes blind-spot monitoring, LED daytime running lights, driver attention alert, leading vehicle departure alert, safe exit assist, rear occupant alert (first two rows only), rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert and a lane-keeping aid.

There's also lane following assist, traffic sign recognition, an intelligent seatbelt warning (first two rows only), adaptive cruise control (with start/stop), the 360-degree camera system and front, side, and rear parking sensors.

It's also nice to see the blind-spot monitor on the base model, which is a system that pops a video feed of your blind spot onto your dashboard.

However, some of the safety features, like the driver attention monitor and traffic sign recognition, can be intrusive to daily driving. If you could permanently disable the sound alert, it would be a lot more enjoyable to drive long term.

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 Santa Fe comes with a five-year/unlimited-kilometre warranty, which isn’t as good as some of its rivals, especially with Nissan now offering a 10-year warranty on its models, albeit conditional.

The pre-paid servicing plans are competitive, though, and the five-year plan averages just $481 per service.

Servicing intervals could get a bit annoying if you do a lot of kays every year as they're at every 12 months or 10,000km, whichever occurs first.

The Santa Fe petrol is a simple gal and enjoys 91RON unleaded petrol and is even E10 suitable.