Ford F150 vs BYD Shark 6

What's the difference?

This update to the F-150 is long overdue and while it does a lot to address previous faults, Ford is going to have a hard time winning back the public’s trust on this vehicle.

Given the pre-update car was subject to so many recalls and stop-sales, it’s hard to shake that somewhat tarnished reputation.

In saying that, the F-150 is arguably the pick out of its rivals. It’s bold with lots of nifty features, has acres of space, plenty of towing capabilities and is surprisingly efficient.

Just be prepared for your hip pocket nerve to ache when you see the price tag, especially if you opt for the flagship Platinum trim.

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

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 F-150 has a very typical, American pick-up silhouette. It’s boxy, large and long, especially in long-wheelbase guise.

The fundamentals of this pick-up's overall design have carried over but the update has helped to improve the visual appeal, especially at the front. It’s great to see LED headlights now feature as standard across the line-up.

XLT and Lariat trims still feature a lot of chrome highlighting which looks somewhat tacky in 2026.

Thankfully the new Platinum gets blacked-out accents instead, along with a slightly different front fascia which is more contemporary. However, I don’t know if this flagship version of the F-150 necessarily looks like it’s worth more than $160K.

Inside the design is more unified across the line-up. Notably the entry-level XLT finally picks up the larger 12.0-inch touchscreen multimedia system which fits the expansive dashboard better.

A 12.0-inch digital instrument cluster is also standard across the line-up now. Previously the XLT had analogue dials with a small screen sandwiched between.

Although there are a range of high-end and plush touches around the cabin, it’s harder to justify on the higher-end Platinum as there is a sea of black finishes. It would be nice to have some different finishes to create some more contrast.

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 F-150 is an incredibly practical vehicle that has inherent American touches throughout. The most obvious are the front seats which are cushy and comfortable, though they’re very broad, meaning you can slide about on winding roads.

The driver’s seat offers plenty of electric adjustment across the line-up, while the Platinum adds a massage function that not only works on the backrest, but also the seat base. This feels a little weird on the move.

Ahead of the driver is a big and chunky steering wheel that feels substantial in the hand, plus there are large and obvious buttons that are easy to interact with.

This is complimented by the 12.0-inch digital instrument cluster which is clear, high-res and easy to understand. There are a range of different layouts and menus that you’re able to cycle through.

Moving across, the 12.0-inch touchscreen multimedia system is similarly high-res and has a user interface that’s clean and hard to get lost in thanks to the shortcut buttons at the bottom of the screen.

There’s wireless Apple CarPlay and Android Auto as standard, along with satellite navigation.

When you adjust the front-seat lumbar or turn on the massage function, it takes over the entire touchscreen display. This isn’t ideal if the driver is trying to use the screen at the same time.

Looking around the cabin, it’s great to see so many physical buttons and switches for key functions, like the climate, media and four-wheel-drive controls. So many of these are now getting integrated into the touchscreen.

Like before, the F-150 XLT has a column-mounted gear selector, while the Lariat (and now the Platinum) gets an electronically folding gear selector. When folded, this allows you to fold out the centre console lid to create a desk-like space to work on.

In terms of storage, there is acres of it. Under the centre console is one of the biggest spaces I’ve ever seen in a new vehicle, plus there are two cupholders, large door bins, as well as dual gloveboxes on the passenger side. You’ll definitely find a place for all of your stuff.

The second row of the F-150 is incredibly spacious, even for adults, and regardless of which wheelbase option you choose, it stays the same. This is because the extra wheelbase length is specifically for the tub area.

At 182cm tall, I have oodles of legroom behind my own driving position, though headroom is a little tight in the F-150 Lariat and Platinum due to the panoramic glass sunroof.

You’ll easily fit three people across the rear bench seat, plus the floor is completely flat.

In terms of amenities, there are air vents on the back of the centre console, heated outboard seats (Lariat and Platinum only), a 12V socket, USB outlets, as well as cupholders galore on the centre console, door pockets and fold-down centre armrest.

At the back, the F-150 XLT retains a manual tailgate with a fold-out step ladder and while the Lariat and Platinum still have a power tailgate, they also pick up a new party trick.

There’s a new central section that’s side-hinging, allowing you to more easily access the tub from ground level. It’s a similar set-up to what GWM offers on the Cannon Alpha.

In the SWB, the tub measures 1700mm long, 1650mm wide (1285mm between the arches) and 543mm tall. The LWB gains 300mm of length, bringing the total tub length to 2000mm.

Payload varies depending on the wheelbase length and trim level. It has received a slight bump compared to the pre-update model, however it’s still only between 704kg and 878kg. The smaller Ranger, for example, overlooking the beefy Super Duty, has higher payload figures.

Where the regular Ranger can’t match the F-150 though is with its 4500kg braked towing capacity. This is something that has been addressed with the Ranger Super Duty.

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 BYD Shark 6 arrives in a single, well-equipped Premium grade, priced at $57,900 before on-roads, making it the most affordable PHEV dual-cab ute you can buy right now. Its closest rival, the GWM Cannon Alpha Lux, is $2K more, and the next step up is the Ford Ranger XLT Hybrid from $71,990. So before you even look inside, the Shark 6 already offers strong value.

Standard equipment is generous for the money, with synthetic leather upholstery, powered heated and ventilated front seats, dual-zone climate control, full LED exterior lighting, wireless phone charging, four USB-C ports and a 360-degree camera system. You don’t get everything as there’s no sunroof or heated steering wheel but you don't miss them too much.

Inside, the tech looks properly premium. There’s a 15.6-inch touchscreen that swivels between portrait and landscape (although wireless Apple CarPlay sticks to landscape), wireless Android Auto, built-in sat-nav, a 10.25-inch digital driver’s display, a coloured head-up display, and a digital key via the BYD app.

On the practical side you’ll find keyless entry, push-button start and a full-size spare tyre. There are four 230-volt AC outlets, three of them in the tray, which is brilliant for camping, tradies, or powering kids’ gadgets at sport. BYD also includes a portable home charging cable, which is handy if you’re not ready to commit to a wallbox just yet.

Although there are a wide range of other engine options available in the US, including hybrid and V8s, the sole engine available in Australia continues to be a 3.5-litre twin-turbo V6 petrol. It produces 298kW and 678Nm which is competitive among its rivals.

This is mated to a 10-speed automatic transmission as standard with drive sent through a four-wheel-drive system The XLT gets a part-time system with a shift-on-the-fly function, whereas the Lariat and Platinum get a full-time system which allows for ‘4A’ functionality on sealed surfaces.

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.

Ford claims the F-150 consumes an average of 13.4L/100km, according to ADR 81/02 testing. During our testing on regional and rural roads at the launch we recorded between 11-12.5/100km, which is surprisingly good for a ute this big.

There’s a mammoth 136L fuel tank as standard. Using the claimed fuel consumption this means the F-150 can theoretically travel more than 1000km on a tank.

A minimum of 91 RON regular unleaded petrol is required.

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.

Although the F-150 retains the same 3.5-litre twin-turbo V6 engine as the pre-update model, this is no bad thing as it’s a sweet and perky unit with plenty of rolling acceleration.

It gets this large, lumbering pick-up moving with no problems and makes you wonder why you wanted a V8 engine in the first place.

In the Lariat and Platinum some fake engine noise is pumped into the cabin through the speakers. I don’t hate it as it adds an almost V8-like gargle to the note.

Like before there’s a 10-speed automatic transmission which has a lot of ratios to choose from and sometimes can take a beat to kick down if you punch the accelerator harder.

It also feels like the transmission is constantly changing gears when you’re accelerating and as a result it almost sounds like a vehicle equipped with a continuously variable transmission (CVT).

In saying this though, the transmission is just keeping the engine within its torque band so acceleration is punchier.

With this update Ford was required to change the steering rack fitted to the locally converted F-150. Previously it was a Ranger unit and while Ford hasn’t detailed what the new steering rack is, it said it’s an amalgamation of existing Ford parts.

It’s hard to say definitively how different the steering feels from the pre-update model without driving them back to back, however, it does feel just a touch heavier than before. This isn’t bad as the F-150 is a big unit and it makes steering feel more substantial.

While you may be lulled at times into thinking this is just an overgrown Ranger on the open road, if you start driving with more intent and on twisty roads, this is far from a dynamic car. It also fills the lane quite generously, leaving minimal space between the painted lines.

The suspension, especially at the front end, is rather American and feels floaty, taking multiple movements to settle over bumps or undulations.

Thankfully this is where the flagship F-150 Platinum’s adaptive dampers come to save the day. In the Tow/Haul and Sport drive modes, the dampers are stiffened to create a more compliant ride and in reality they do iron out road imperfections better.

I particularly like how the ride in the Sport drive mode feels from behind the wheel, however there’s no way to split out the Sport suspension from the Sport engine calibration. This means you’re always driving around with the revs flared.

I wish there was a custom drive mode where you could pick and choose the engine, transmission and suspension calibrations. This would be a game changer for F-150 Platinum buyers.

In terms of towing, it’s the F-150’s bread and butter. With a 4500kg braked towing capacity, you can tow virtually anything without the pick-up breaking a sweat.

The Tow/Haul drive mode makes it feel even easier, plus having the Pro Trailer back-up assist takes the hard work out of reversing with a trailer.

Around town and even out on the highway, the F-150 is an incredibly quiet and serene car to drive, despite its heft. The transmission usually opts for the highest gear possible and you can barely hear it whirring away under the bonnet.

Surprisingly there’s barely any wind or tyre noise present in the cabin. Ford seems to have done an excellent job at insulating the F-150.

The only note I’ll make is the lack of noise makes you pick up on minor interior creaks and rattles more obviously. This isn’t ideal in a brand-new car.

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 BYD Shark 6 has a maximum five-star ANCAP safety rating from testing done in 2025 and is fitted with seven airbags, including a front centre airbag and curtain airbags that cover both rows, which is great to see on a family ute.

There’s a suite of safety equipment including big ticket items like forward and rear collision warning, front and rear cross-traffic alert and braking, blind spot monitoring, lane keeping aid, lane departure warning, intelligent seat belt warning, driver attention warning and a super clear 360-degree camera system.

However, some systems don’t always feel properly dialled in. Traffic sign recognition occasionally displays the wrong speed (once showing 150km/h) and the lane keeping aid is pushy. The adaptive cruise control is quick to slow down but slow to get back up to speed. It’s also worth noting that while it does have child presence detection, ANCAP says it falls below their required functionality limits, which is something to consider if you have kids.

There are two ISOFIX child seat mounts and two top tether anchor points, so you’ll only be fitting a maximum of two child seats in the rear row.

The autonomous emergency braking has car, cyclist, pedestrian and motorcycle detection and is operational from 4.0 - 150km/h but it is usual to see the top figure hover closer to 180km/h.

Overall, the Shark 6 offers strong baseline protection, but a few calibration quirks are needed.

The F-150 is covered by a five-year, unlimited-kilometre warranty which is fairly average now for mainstream brands, however in the world of American pick-ups this is still generous.

There’s also 12 months of complimentary roadside assistance which gets extended every time you service the car when required.

Logbook servicing is required every 12 months or 15,000km, whichever comes first. 

You can purchase a five-year pre-paid service package for $1968, which averages out to just under $400 per service.

This is considerably better than its rivals which typically don’t offer any form of capped-price servicing.

Ford has an expansive dealer network across urban, regional and rural Australia. It currently has around 180 sites.

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.