BYD Shark 6 vs Isuzu NLR

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.

Work out the weight of all the tools, equipment, materials, crew and (if applicable) trailer that you need to haul around each day and measure it against this truck’s formidable GVM and GCM ratings. When combined with its compact dimensions, robust design and build quality, solid warranty and ready-to-work pricing, you may find it’s hard to beat if you’re prepared to think outside the square on what a single cab-chassis ute can look like.

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.

This vehicle looks compact in comparison to a one-tonne ute - and the tape measure confirms it. Compared to a Ranger 4x4 dual cab ute for example, its 5020mm overall length is a surprising 339mm shorter, its 2490mm wheelbase is 730mm less and its 1855mm width is line-ball.

The Isuzu’s 2172mm height is 357mm taller, which could present a challenge if access to underground or multi-storey carparks is required. However, its remarkably small 8.7-metre turning circle is a whole 4.0 metres tighter than the Ranger, so it's highly maneuverable.

Built on a heavy-duty steel ladder-frame chassis, it has independent wishbone/coil spring front suspension, a leaf-spring live rear axle, power-assisted rack and pinion steering and four-wheel disc brakes. It also runs a 24-volt electrical system with twin batteries.

The single cab provides fabric-trimmed seating for up to three (driver bucket, passenger bench) but our test vehicle was fitted with seat covers from the Isuzu accessories range. With torsion bar assistance, the cab can be easily tilted forward to rest at a 45-degree angle and provide full access to the engine.

The service body, which is a blend of lightweight aluminium and steel, has a tough powder-coated finish. It comprises a large main storage compartment with big gull-wing doors on each side, plus a compact rear tray with checker-plate floor, drop-sides and load anchorage points. There are also rear underbody storage boxes on each side, plus sturdy body-mounted roof racks, safety yellow non-slip steps and sturdy grab handles front and rear.

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.

With a hefty 2825kg tare weight and 4500kg GVM, the Isuzu has a big 1675kg payload rating. It’s also rated to tow up to 4000kg of braked trailer and with its sizeable 8000kg GCM, it can legally tow that weight with a 500kg reduction in payload. Or you can cap the towing weight at 3500kg and keep the full payload. Either way, these are substantial GVM and GCM ratings for any number of working roles.

In terms of cabin storage, there’s no glove box but both doors have narrow storage bins and there are overhead shelves with restraint netting to keep loose items in check. There’s also a pop-out dual bottle/cup holder in the centre dash along with two small storage nooks, but more places to store things would be welcome in this space.

Our test vehicle, to use its full model name, is the NLR 45-150 SWB AMT Servicepack X. It’s the most compact model in the N-Series range and as a result is similar (and in some cases much smaller) in key dimensions to a one-tonne ute. It only comes in one specification with 3.0-litre turbo-diesel, six-speed automated manual transmission (we’ll get to that) and dual-rear wheels, for a list price of $87,789.

In addition to its service body, this hard-worker comes standard with half a dozen 16-inch steel wheels, 195/75R16C Michelin tyres and a full-size spare. The single cab is well-equipped with useful features like keyless entry with central locking of cab and service body, big door mirrors with power adjustment, heating and lower wide-angle view, driver’s bucket seat with mechanical suspension and weight adjustment up to 130kg, two-way adjustable steering column, cruise control and bright LED interior lighting. Also standard is a 4000kg-rated tow-bar, reversing camera, loud reversing alarm and door-mounted cornering lamps.

There’s also an infotainment system with smallish 6.2-inch control screen and DAB+ radio. Even though there’s no Apple CarPlay or Android Auto, it has multiple connectivity including internet radio via smartphone, external camera inputs, navigation, reversing sensors and tyre pressure monitoring. The driver also gets a multi-information display and there’s plenty of the latest safety tech headlined by AEB.

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.

Isuzu’s 4JJ1-TCS 3.0-litre four-cylinder turbo-diesel is closely related to the 4JJ3-TCX in the current D-Max ute and MU-X wagon. Tuned for hard work and long life, it produces 110kW at 2800rpm and 375Nm across a 1200rpm-wide torque band between 1600-2800rpm. It’s also equipped with a vacuum-controlled exhaust brake which can be switched on or off.

Isuzu’s MYY-6E is a six-speed fully-automated manual transmission, which may sound like a contradiction in terms, However, like the engine, it's designed for a long service life under continuous heavy loads. It uses an electro/hydraulically controlled wet clutch and lock-up torque converter to provide either fully automatic or clutch-less manual shifting. There’s also slow/fast gear engagement control, first gear start (for heavy loads) and normal or economy drive modes.

A handy power take-off (PTO) facility can drive numerous on-site implements, with drive coming from a counter gear on the left-hand side of the transmission case.

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.

Average combined fuel consumption figures are not required for commercial vehicles in this weight division. Even so, the dash display was claiming 13.2L/100km at the end of our 295km test which included about one third of that distance hauling a heavy payload. So, based on those figures you could expect a real-world driving range of around 570km from its 75-litre tank.

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 doors open 90 degrees for easy access and there are decent boot-sized steps plus big handles on the windscreen pillars to help you climb aboard.

It’s a different driving position to a ute, as you sit high above the engine with your feet ahead of the front wheels and hands on a bus-style flat steering wheel. There’s also a big left footrest with lots of open floor around it, so there’s ample space to rest your foot given there’s no clutch pedal.

The suspension seat can be easily adjusted to suit a driver’s weight and works well in providing a more comfortable ride. The seat’s base cushion has no rake adjustment but there is some movement available in the backrest. Large glass areas deliver a commanding view ahead and to the sides while the big door mirrors provide excellent coverage of what’s behind. 

Its harsh ride quality when unladen is to be expected as it’s designed to carry permanent payloads between 1.0 and 1.5 tonnes. You do get thrown around, particularly on poor road surfaces with large bumps and dips. However, it’s no worse than the rodeo ride we’ve experienced in some unladen single-cab chassis utes which don’t have the luxury of a suspension seat.

The cab’s insulation ensures low engine and tyre noise, particularly during highway use where the turbo-diesel requires 2200rpm to maintain 100km/h and 2500rpm at 110km/h. The most noticeable noise at these speeds comes from wind buffeting around the mirrors, roof racks etc but it’s far from intolerable, as conversations can still take place at normal volumes.

Braking (particularly when using the exhaust brake) and steering response are good but the automated manual transmission takes some getting used to, as it shifts gears at about the same leisurely speed you would do manually.

These long pauses between cogs can be frustrating when climbing hills, as you naturally want to downshift quicker to avoid losing momentum, but you can’t do it in either automated or manual modes. Isuzu claims that the duration of these automated shifts can be shortened, but after consulting the owner’s manual to make this adjustment, we didn’t notice much if any difference (or perhaps we just didn’t do it correctly).

The engine has good flexibility and does not respond well to aggressive treatment. A more relaxed approach is best, using low rpm to optimise torque.

There’s no ANCAP rating required for vehicles in this weight class. Even so, it does have numerous passive and active safety features including driver and passenger airbags plus advanced driver assistance systems (ADAS) including AEB, forward collision warning, distance warning, lane departure warning, traffic movement warning, cab-tilt warning and more. There’s also a reversing camera, reversing alarm (the loud beep-beep type) and door-mounted cornering lamps.

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.

There's a reassuring standard warranty of six years or 250,000km (unlimited operating hours) whichever occurs first. Includes three years/unlimited km coverage for body equipment, plus six years of 24/7 roadside assistance with unlimited km. Scheduled servicing every 15,000km/12 months whichever occurs first. Choice of servicing packages available.