BYD Shark 6 vs Renault Scenic E-Tech

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.

The Renault Scenic E-Tech is lining up against some heavy-hitting competitors, but Renault Australia admits it has one top of mind - the Kia EV5. The Kia’s a quality package and if you’re in the market for a mid-size electric SUV, you’ll no doubt have it on your shopping list. And you should have a look at this slightly smaller car, as well. It has the refinement, practicality and safety to stand up confidently in a rapidly expanding segment.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

There are some design tips of the hat to Scenics past in this latest electric version, including blacked-out door pillars and a recognisably angular C-pillar treatment.

But despite the fact it debuted at the Munich IAA Motor Show in late 2023, from its slimline headlights and jagged grille to its sculpted flanks and saw tooth rear end, this fifth-generation Scenic looks contemporary from every angle.

A highlight is the large Renault diamond logo sitting at the centre of a faux upper grille, surrounded by a multitude of the same elongated hexagon shape as a cool recurring graphic, the pattern merging neatly into the headlights.

Speaking of which, the LED beams can be set to produce an elaborate welcome sequence as you approach the car.

The interior feels slick and screen-rich but not at the expense of user-friendly physical controls for audio, ventilation and other commonly used functions.

Recycled fabric on the dashboard and headliner looks and feels good while doing its bit to suppress cabin noise.

Speaking of which, the Scenic is Renault’s poster child for the use of recycled materials in its construction and end of life recyclability.

Everything from ferrous components consisting of 37 per cent recycled materials to a bonnet and doors made of up to 80 per cent recycled aluminium.

The dashboard cowling is made from kenaf, a plant fibre similar to jute; the steering wheel cover is 51 per cent bio-sourced; the cockpit uses 26 per cent recycled plastic; the storage bins in the door panels are 45 per cent recycled fibre, the floor mats are 54 per cent recycled plastic bottles and the seat upholstery is 100 per cent recycled fabric. The list goes on and on, but you get the idea.

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.

In terms of how it all works in practice, at just under 4.5m long, close to 1.9m wide and less than 1.6m tall with a 2785mm wheelbase, the Scenic is more compact than the larger BYD Sealion 7 or Zeekr 7X, for example.

But there’s plenty of breathing room up front, with the centre screen angled towards the driver enhancing the cockpit feel for the one doing the steering.

There are large carpeted bins in the doors with room for bottles and a lidded storage box between the seats doubles as a centre armrest. That lid slides forward by 70mm to cover a small storage cubby under the front of it, which is a handy trick.

Locating the gear selector on the right-hand side of the steering column liberates extra space for a centre cupholder and large console storage bin. There’s a generous glove box and a wireless smartphone charger under the centre screen includes a rubberised base and two lugs to stop devices sliding around. Power and connectivity runs to two USB-C ports and a 12-volt socket.

Moving to the second row, sitting behind my 183cm driving position, while toe room is a little tight (with the driver’s seat set low down), there’s heaps of leg and headroom as well as enough shoulder room (and foot room thanks to a flat floor) for three adults on short to mid-length trips. A pair of adjustable centre air vents is also a welcome inclusion.  

Storage includes door bins (again with room for bottles), large and device-sized pockets on the front seat backs and the pièce de résistance is the evocatively named ‘Ingenious armrest’, which includes a storage area and two cupholders at the base of articulated horizontal arms that allow passengers to mount a phone or tablet at various angles in rubberised slots for joint or solo viewing.

It is, indeed, ingenious and four USB-C plugs (two in the armrest, two near the air vents) mean back-seaters won’t be short of power options.

Boot volume with the rear seats upright is useful at close to 545 litres (VDA), expanding to around 1670L with the 40/20/40 split-fold second row lowered. A power tailgate is standard across the range.

There are bag hooks, tie-down anchors, lighting and a 12-volt socket back there, although for V2L (vehicle to load) functionality you’ll need an accessory adapter to plug into the charge port.

Maximum braked trailer towing capacity is a handy 1100kg, but there’s no spare tyre, only a repair/inflator kit, which isn’t good enough.

The Scenic E-Tech starts from $55,990, before on-road costs, for the entry-grade Techno. Then there’s the Techno Long Range for $59,990, BOC, while the flagship Esprit Alpine comes in at $65,990.

That’s sharp relative to competitors and follows the brand getting a reality check with the Megane E-Tech after it launched here in late 2024, Renault shaving $10,000 off its price only a few months later.

Equipment highlights across the line-up include a 12-inch multimedia touchscreen, a 12.3-inch driver display, sat-nav, adaptive cruise control, a 360-degree surround-camera view, all LED exterior lights, wireless Android Auto and Apple CarPlay and six-speaker Arkamys audio.

There’s also dual-zone climate control, an electric tailgate, auto-folding side mirrors, cloth upholstery, heated front seats and steering wheel, 48-colour ambient interior lighting, keyless entry and start and 19-inch alloys (on the Techno models).

Then you can fold in over-the-air updates, access to remote services via the ‘MyRenault’ app and Google In-Built that enables voice-control for up to 70 car functions.

The Esprit Alpine ups the ante with 20-inch rims, nine-speaker Harman Kardon audio, synthetic leather and cloth seat trim, six-way power adjustment (with memory settings) for driver and front passenger seats, a massaging driver’s seat, brushed metal pedal covers and facial recognition for seat and mirror settings.

In short, the Scenic is well-equipped relative to its competitive set and cost of entry, with Renault confirming there are mainly demonstrator cars in dealers at the moment, with the majority of stock landing in late May or early June this year.

There are three optional paint choices - metallic ($800), two-tone ($1000) and matt ($1200), the latter exclusive to the Esprit Alpine.

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.

Like its Megane E-Tech sibling, the Scenic E-Tech uses an excited synchronous motor which Renault says is more efficient than the more commonly used permanent magnet type, with the bonus that it uses no rare earth materials.

The entry-level Scenic E-Tech Techno's fitted with a 60kWh NMC battery. Its electric motor transfers 125kW and 280Nm to the front wheels and Renault claims a 0-100km/h time of 8.6 seconds.

The Techno Long Range and top-spec Esprit Alpine pack an 87kWh battery and a more powerful motor, raising outputs to 160kW/300Nm and lowering the 0-100kmh sprint time to 7.9 seconds.

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.

Official energy consumption numbers for the combined (urban/extra-urban) cycle are close between the two powertrains at 16.3kWh/100km for the Techno and 16.8kWh/100km for the Techno Long Range and Esprit Alpine, which are bang on average for the class.

Range for the standard Techno is 430km, which is at the lower end of expectations for a medium electric SUV but adding the bigger battery pushes that number out to 625km, which is much healthier and useful day-to-day.

On the launch drive program, which took in some urban but mostly rural B-road running, we saw an average consumption figure of 17.1kWh/100km in the Esprit Alpine, which is pretty good in those conditions.

The car’s 400V electrical architecture allows for DC charging at up to 130kW for the entry model and 150kW for the bigger-battery variants.

At that speed, claimed 15-80 per cent charge times are 32 and 37 minutes, respectively. Not the best, not the worst. AC charge capability is 11kW on all models and a Mode 3 charging cable is included.

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.

Renault says the entry-grade Scenic Techno will accelerate from 0-100km/h in 8.6 seconds with the more powerful Techno Long Range and Esprit Alpine lowering that number to 7.9sec. So, it’s quick without being scary fast.

It’s certainly nippy in traffic and at the risk of stating the bleeding obvious, quiet. Even in the context of premium EVs the Scenic is quiet and refined.

Suspension is strut front, multi-link rear and the car feels super planted. The launch drive took in some reasonably rapid twisting corners and there’s no hint of lateral movement in the car. Body roll is minimal, too.

Tyres are energy-efficient Michelin e.Primacy (Techno - 205/55x19 / Esprit Alpine - 235/45x20) and the steering is quick with a relatively low number of turns lock-to-lock. It’s never jerky or too sharp. Rather, it means the car starts to turn into a corner the instant you apply steering lock.

That said, the feel between your hands on the wheel and the front tyres on the road is less than intimate.

There are four drive modes - ‘Comfort, ‘Eco’, ‘Sport’ and ‘Custom’. None of them adjust the suspension tune, it’s more about accelerator response and we found Comfort delivers the best blend of right-foot urgency and overall composure.

Most of the braking you’re going to do will be courtesy of the regenerative system and there are five levels, adjustable via steering wheel paddles, including the most aggressive single-pedal mode.

The one-pedal setting pulls the car up nice and progressively and if you do need to use the physical brakes, they’re ventilated discs all around. Some bite on initial application, but even on downhill corner sections, leaning on them quite hard, they perform well without drama.

Under the heading of miscellaneous observations, you can sense the ADAS (Advanced Driver Assistance Systems) including functions like lane-keeping assist doing their thing occasionally, but it’s all quite subtle, which is a good thing.

The Esprit Alpine’s sports front seats remained grippy and comfortable after a couple of hours behind the wheel. And it’s worth noting the Scenic’s relatively compact 10.9-metre turning circle helps in slow-speed manoeuvring.

Speaking of which, some of the modes in the audio system and external warning sounds for pedestrian safety have been designed by French composer and performer Jean-Michel Jarre, noted for his electronic, ambient-style music. Hats off to Renault for commissioning him.

The Scenic E-Tech has a maximum five-star ANCAP rating from assessment in 2022 with active crash-avoidance tech including AEB (with pedestrian and cyclist detection and junction assist), adaptive cruise control, lane departure warning and lane-keep assist, blind-spot detection, traffic sign recognition, a 360-degree camera view, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring as well as front, side and rear parking sensors.

If a crash is unavoidable, there are seven airbags onboard including a front centre bag and for child seats there three top-tether points across the second row with ISOFIX anchor in the outer 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.

Warranty is five years/100,000km, which is well off the market pace with many competitors at seven, eight and up to 10 years conditional. The battery warranty at eight-year/160,000km matches the market.

Roadside assistance is included for five years, service is recommended every 12 months/30,000km and fixed price servicing is available at a reasonably sharp average of $325 per workshop visit for the first five years.

Renault has 52 dealers across the country covering major cities and key rural areas.