BYD Shark 6 vs Kia Tasman

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.

Ute buyers prepared to look beyond the Tasman’s polarising appearance will discover a competent all-rounder. It has its faults like any ute but boasts high standards of engineering, build quality, interior design and performance that make it a worthy new competitor in this space.

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 Tasman is claimed to have more Australian input than any previous Kia model and it certainly has a distinctive ‘Australianised’ competence in the way it performs (see Driving).

It also follows a reassuringly conventional engineering path with its turbo-diesel drivetrain, body-on-ladder-frame-chassis, twin wishbone/coil-spring front suspension, leaf-spring live rear axle, four-wheel disc brakes and electric power-assisted rack and pinion steering.

The Tasman is no shrimp either, as it shares the same 3270mm wheelbase as the market-leading Ford Ranger and is slightly longer and wider.

Work-focused light commercials are often armoured with unpainted plastic in areas prone to bumps and scrapes. The Tasman S 4x2 follows convention here too with dark grey plastic prominent at the front, rear and along the sides, where unusual ‘eyebrows’ are positioned above the wheel-arches which every onlooker we spoke to said looked better in body colour.

The S 4x2 shares the same 206mm ground clearance, 800mm wading depth and approach/ramp breakover/departure angles as its S, SX and SX+ 4x4 siblings. However, they also share a shallow approach angle of only 20 degrees, which is considerably less than its previously-mentioned rival 4x2 models.

The lower ‘spoiler’ section of the front bumper seems largely responsible for this, as it looks too close to the ground and vulnerable to damage from a farmer’s rocky creek-bed crossing or a tradie’s rugged worksite.

The black and grey interior is a functional and spacious design (see Practicality) which looks and feels more upmarket than typical base-model offerings. It has the coolest doorhandles we’ve seen in a ute, which although made of a composite material look like machined steel, complete with a lathe-like knurled finish on the finger-pulls.

There’s also soft-touch surfaces on the door armrests to optimise elbow comfort plus contrasting hard-surface finishes including honeycomb and diagonal patterns, two-tone fabric seat trim with exposed stitching and neat embossed grooves across the seat-facings.

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 its 2126kg kerb weight and 3250kg GVM, our test vehicle has a mighty 1124kg payload rating which is the largest available in the Tasman fleet. And up to 100kg of that can be carried on the roof.

Like its 4x4 siblings, the 4x2 model is rated to tow up to 3500kg of braked trailer but with its 6200kg GCM (or how much it can legally carry and tow at the same time) the payload would need to be capped at 574kg (a reduction of 550kg) to avoid exceeding the GCM.

Although few (if any) owners would need to tow 3500kg, it’s important to be aware of these numbers if you did to avoid overloading. Even so, almost 600kg of payload would still allow for a crew of five and their gear when towing the maximum trailer weight, so this is a useful set of numbers for many working roles.

Internally the load tub is 1573mm long, 1600mm wide and 543mm deep with a load volume exceeding 1.3 cubic metres. And with 1186mm between the rear wheel-housings, it can carry either Aussie or Euro pallets.

The tailgate can be opened remotely and its hinges provide opening/closing assistance. There’s no standard tub-liner but it comes with four load-anchorage points positioned at around mid-height.

There’s ample cabin space for the driver and front passenger plus storage including a bottle-holder and bin in each door, a single glovebox and a centre console with a large open tray at the front with USB-C ports, two cupholders in the centre and a large box at the back with an internal 12v socket and padded lid which doubles as a comfy elbow rest.

Rear cabin access is enhanced by doors that open to almost 90 degrees and Kia claims the rear bench seat offers best-in-class legroom, headroom and shoulder-room. Even so, it would still be a shoulder squeeze for three big Aussies (like all dual cabs short of a full-size US pick-up) so a limit of two would be preferable for long trips.

Rear storage includes a bottle holder and bin in each door plus pockets on the front seat backrests and a slender pocket on the rear of the console ideal for storing phones. A couple of USB ports would be handy here too, but we are talking base-grade.

There’s also no fold-down centre armrest at this level but the bench seat's 60:40-split base cushions can swing up and be stored vertically if more internal cargo space is required, or to access a full-width bin that can store heaps of stuff away from prying eyes.

The Kia Tasman range offers a choice of cab-chassis and ute body styles and five model grades comprising S, SX, SX+, X-Line and premium X-Pro.

Our S 4x2 test vehicle represents the bottom rung of the model ladder, for those not needing the all-terrain capabilities of its S 4x4 sibling and other Tasman models. However, it does share the same 2.2-litre four-cylinder turbo-diesel and eight-speed automatic transmission, for a list price of $42,990.

That's more than competitive with equivalent dual-cab ute rivals like the Ford Ranger XL Hi-Rider 2.0L auto 4x2 ($43,530), Toyota HiLux Workmate Hi-Rider 2.4L auto 4x2 ($44,820) and Isuzu D-Max SX High-Ride 2.2L auto 4x2 ($44,200). Our example is also finished in 'Steel Gray' which is a premium paint option that adds $700 to this price.

The S 4x2 comes standard with 17-inch black steel wheels and 265/65 R17 tyres with a full-size spare, automatic LED headlights/daytime running lights/tailgate-mounted rear stop-lights, front/rear parking sensors, rear bumper corner-steps, body-coloured/heated door mirrors, body-coloured doorhandles with pocket lights (front doors only) and more.

Accessing the cabin using the smart key reveals a premium steering wheel and gear knob, remote start, six-way manually adjustable driver’s seat, dual-zone climate control, 12v socket and USB-C ports, tyre pressure monitoring, integrated trailer brake controller, reversing camera and more.

There’s also a six-speaker audio system and what Kia calls the ‘Integrated Panoramic Display’ which in one expansive digital screen combines a configurable 12.3-inch driver’s instrument display, 5.0-inch climate control display and 12.3-inch multimedia touchscreen display.

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.

All Tasmans share the same 2.2-litre four-cylinder turbo-diesel that produces 154kW of power at 3800rpm and 440Nm of torque across a 1000rpm-wide band between 1750-2750rpm, which showcases flexibility that's well suited to hauling and/or towing heavy loads.

This engine is paired with an eight-speed torque converter automatic offering the choice of sequential manual-shifting and five selectable drive modes comprising Normal (default), Eco, Sport, Tow and MyDrive with the latter allowing custom settings.

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.

Kia claims combined average consumption of 7.4L/100km and the dash display was showing 8.3 when we stopped to refuel at the completion of our 591km test, which included suburban, city, highway and backroad driving of which about 120km was hauling its near-maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in higher again at 9.6 which is still within the usual 2-3L/100km discrepancy between lab-based official figures and real-world numbers. That's also excellent sub-10L economy for a vehicle weighing more than two tonnes operating mostly in urban settings.

So, based on our own consumption figure, you could expect a realistic driving range of more than 800km from its 80-litre diesel 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.

There’s no cabin side-steps but large handles on the A and B pillars assist climbing aboard. People of most shapes and sizes can find a comfortable driving position given its supportive seating, large left footrest and height/reach-adjustable steering wheel featuring a flat top to optimise forward vision and a flat base to provide ample torso room.

It exudes solidity in its engineering and build quality along with excellent steering feel, handling and braking. It also has energetic acceleration and all-round performance.

We trialled the sequential manual-shifting and selectable drive modes but spent most of our test in the ‘Normal’ default setting as it provides the best compromise. It’s also a low-stressed highway cruiser requiring only 1600rpm to maintain 100km/h and little more for 110km/h.

The unladen ride quality is firm, as you’d expect given its big payload rating, but it’s more supple than some other 4x2 one-tonners we’ve tested without loads.

To test its GVM rating we forklifted 890kg into the load tub, which combined with our crew of two equalled a total payload of 1070kg which was only about 50kg below its legal limit.

Under this weight, the large bump-stop rubbers fitted to the rear leaf-springs engaged with the chassis rails above them very early in compression, which eliminated the hard thuds experienced with traditional designs that ‘bottom-out’ over large bumps and through dips.

The Tasman proved to be a competent heavy load-hauler in ‘Normal’ drive mode, maintaining its hearty performance and sure-footed handling with more than one tonne on board.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, self-shifting down to third gear to easily haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was equally strong until the engine reached 4000rpm on overrun (no redline is displayed) and promptly shifted up a gear.

These engine-protection protocols are increasingly common in light-commercial vehicles (both utes and vans) but can spring a surprise when you’re ‘leaning’ on the engine to restrain its payload during steep descents and it suddenly shifts up a gear and starts running away from you. Even so, the Tasman’s four disc brakes easily maintained the posted 60km/h speed limit for the remainder of the descent.

Overall, we struggled to find fault in the driving experience apart from one baffling oversight in cabin design, given the steering wheel’s rim blocks the driver’s view of the climate control screen located between the instrument and multimedia screens.

This is distracting for drivers, given climate control settings are among the most-adjusted cabin functions. Hopefully this will be corrected in future upgrades.

The Tasman S 4x2 and X-Line/X-Pro 4x4 models are yet to be ANCAP-rated, but other grades earned the maximum five stars when tested this year.

There’s a full suite of airbags, auto emergency braking (AEB) with multiple object detections, blind-spot monitoring, rear cross-traffic alert, trailer stability assist, driver attention alert, smart cruise control, lane-keeping and lots more.

Junior tradies get ISOFIX and top-tether child-restraint anchorages on the two outer rear seating positions.

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.

It comes with Kia’s excellent seven-year/unlimited km warranty, plus 12 months complimentary roadside assistance which is renewed each year for up to eight years if serviced by an authorised Kia dealer.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Capped-pricing applies to the first seven scheduled services up to seven years/105,000km totalling $3971, or a pay-as-you-go average of $567 annually. Alternatively, Kia offers pre-paid servicing packages with cost savings for three, five or seven-year terms.

There are currently more than 160 Kia dealerships across Australia, which also provide vehicle servicing.