GWM Cannon Alpha vs BYD Shark 6

What's the difference?

The Cannon Alpha Ultra PHEV combines five-star safety, a confident warranty, lavish luxury and short-haul electric driving for a competitive price. However, from a pure workhorse perspective, its class-benchmark 3500kg tow rating is offset by a modest payload limit, plus an awkward spare tyre location which could be a deal-breaker for some tradies as it compromises working floor space and the securing of loads.

BYD’s Shark 6 continues to break new ground with its work-focused Dynamic PHEV cab-chassis, which impresses with its quiet operation, spirited acceleration, excellent handling, single-digit fuel economy and generous standard equipment at a competitive price. However, its tow rating is one tonne less than PHEV ute rivals which could be a deal breaker for some.

Our test vehicle shares the same body-on-frame chassis design, twin A-arm/coil-spring front suspension, four-wheel disc brakes and electric power-assisted steering as the model it replaces, but the previous leaf-spring live rear axle has been replaced by a multi-link coil-spring arrangement. External chrome has also been greatly reduced.

Its luxurious leather-accented interior has a spacious and classy feel with a panoramic sunroof and opulent mix of surface finishes, but some tradies might consider such indulgences too fancy for carting muddy-booted crews.

The PHEV’s larger rechargeable battery pack uses up all the underfloor space behind the rear axle usually occupied by a full-size spare tyre. As a result, the steel-rimmed spare has been moved to a conspicuous location in the load tub, which not only looks like an afterthought but is far from ideal for workhorse duties (see Practicality).

The Shark 6 projects a bold grille and headlight treatment that appears to draw inspiration from full-size US pick-ups, but with an LED-enhanced ‘technical’ look consistent with its hybrid drivetrain.

Like its stablemates, the cab-chassis version rides on a 3260mm wheelbase with generous length/width/height dimensions similar to a Ford Ranger.

The interior with its synthetic leather seating has a high-quality look and feel, with brightly contrasting red air-vent/cupholder surrounds and exposed red stitching along numerous seams throughout the cabin adding to its visual appeal.

Our test vehicle’s substantial 2810kg kerb weight is 235kg heavier than its hefty Alpha Hybrid predecessor, due largely to the bigger battery and electric motor. That makes it about half a tonne heavier than numerous conventional turbo-diesel 4x4 dual cab utes.

This substantial kerb weight contributes to a sizeable 3495kg GVM, yet results in a 685kg payload rating which is modest compared to some turbo-diesel rivals with genuine one-tonne capabilities.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6745kg GCM (or how much it can legally carry and tow at the same time) that would require a 250kg reduction in payload (from 685kg to 435kg) to avoid exceeding the GCM.

While it’s unlikely owners would need to tow at the 3500kg maximum, it’s important to be aware of these numbers if the need arises, as that 435kg of payload could easily be used up by a crew of tradies before you could load any of their tools.

The vertical mounting of the spare wheel in the load tub not only reduces floor space and load volume but also restricts the securing of loads, given there’s no anchorage point accessible in the right rear corner of the tub.

So, all load straps extending rearwards must share the same left-side anchorage point, which is far from the ideal even spread provided by four-corner load restraint. This spare wheel location needs a rethink (perhaps a swing-away carrier favoured by 4x4 wagon owners would be better).

We also noted the big button on the two-way tailgate, which enables it to split into a pair of hinged doors, stopped working during our test. Fortunately, it could still open the tailgate as a conventional single unit.

There’s ample interior space, not only for front seat occupants but also those in the back. That includes tall people, given I’m 186cm and have at least 40mm of knee room when sitting behind the driver’s seat when set in my position.

There’s also about 80mm of rear headroom, despite the presence of a full-length sunroof which can often compromise this dimension. However, shoulder-room is tight for three adults, so two would be preferable for long trips.

Front-of-cabin storage includes a large-bottle holder and bin in each front door, plus a large glove box, overhead glasses holder and a pull-out compartment for the driver in the lower dash.

The centre console offers wireless phone-charging and a lidded box (with internal air-con flow available) and two small-bottle/cupholders. Another storage nook in the lower right-side of the console offers two USB ports, a 12-volt socket and enough space for a phone.

Rear passengers get a large-bottle holder and bin in each door, pockets on the rear of both front seat backrests and small pull-out drawers under each outer seat. The rear of the centre console also offers adjustable air-vents, a pair of USB ports plus controls for seat heating/cooling and the sliding rear window.

The fold-down centre armrest offers another wireless phone-charging pad, pop-out twin cupholders and a hidden compartment for storage of phones or other slimline items.

With its hefty 2600kg kerb weight (without tray) and 3500kg GVM, the Shark 6 Dynamic has a 900kg payload rating which, after deducting the weight of the aluminium tray (150kg) and towbar assembly (50kg) as fitted to our test vehicle, lowers the remaining payload to 700kg.

It’s also rated to tow up to 2500kg of braked trailer which is 1000kg or one tonne less than the category benchmark and all PHEV ute rivals. And with its 5750kg GCM rating (or how much weight it can legally carry and tow at the same time), towing its maximum trailer weight would leave 650kg of vehicle payload capacity which drops to 450kg after deducting the combined weight of the tray/towbar.

And that 450kg of payload could easily be used up by the weight of four large tradies before you could think about loading their gear, so it’s important to be aware of these weight ratings if you’re planning to tow heavy trailers.

The optional aluminium tray is designed in partnership and manufactured by Aussie aftermarket off-road equipment specialist, Ironman. According to our tape measure, its internal dimensions are 1680mm length and 1810mm width with 260mm-deep drop-sides.

It has a sturdy tubular aluminium front bulkhead topped by vertical load retainers on each side plus external rope rails and eight internal load anchorage points.

The driver's side lockable storage box tucked up behind the rear wheel is integral with the cab-chassis structure and therefore separate from the tray, which allows any tray or service body to be mounted above it without compromising the propulsion battery's charge port and trio of V2L three-pin sockets mounted inside. The matching passenger-side storage box differs only in being part of the tray structure and therefore removable.

Seating is spacious and comfortable for the driver and front passenger while the rear bench seat is equally accommodating, given I’m 186cm and when seated behind the driver’s seat set in my position I still have ample knee and headroom.

Head clearance is also sufficient when seated in the central position, which is enhanced with a flat floor to avoid having to straddle a transmission tunnel. However, shoulder room for a trio of adults is tight, so travelling with three in the rear seat is best limited to short drives.

Cabin storage for front seat occupants includes a bottle holder and bin in each front door, an overhead glasses holder plus a glove box and dash storage shelf on the passenger side. The centre console has wireless phone charging and two USB ports up front, a pair of cupholders in the centre and a lidded box at the back containing a 12V accessory socket.

Rear passengers also get a bottle holder and bin in each door, plus pockets on the rear of both front seat backrests and a fold-down centre armrest with two cupholders. The rear of the centre console offers adjustable air-vents, two more USB ports and another 230V V2L three-pin plug socket to power numerous domestic appliances inside the cabin.

The bench seat’s base cushion can be raised and stored vertically if more internal luggage space is required but there’s no under-floor storage.

Our test vehicle, finished in optional Outback Orange, is available only in ‘Dynamic’ model grade which combines an internal combustion engine with two electric motors, a plug-in rechargeable lithium-ion propulsion battery, single-speed transmission and permanent all-wheel drive for a list price of $55,900, before on-road costs.

It represents the entry level in the three-model Shark 6 range which now includes the original ‘Premium’ pick-up ($57,900 + ORCs) and new ‘Performance’ pick-up ($62,000 +ORCs).

The Dynamic’s pricing also occupies the middle ground when compared with base model plug-in hybrid ute rivals including the Ford Ranger XL PHEV ($61,000), GWM Cannon Alpha Lux Hi4-T PHEV ($57,490) and JAC Hunter Pro PHEV ($49,998).

Our example is fitted with BYD's optional heavy-duty aluminium tray which adds another $5000 (for the tray) plus $1155 for factory fitment.

The work-focused Dynamic’s standard equipment list misses out on several luxuries shared by its higher priced ute siblings like a head-up display, rain-sensing wipers, rear privacy glass, front seat heating/cooling and 15.6-inch multimedia touchscreen.

However, for a cab-chassis workhorse model, it still offers a generous serving of standard features that combine luxury with practicality including:

• 18-inch alloys with 265/65 R18 Giti tyres and full-size spare
• Roof rails
• Side steps
• Heated door mirrors
• LED lighting
• 360-degree camera view
• Front/rear parking sensors
• Fog lights
• Keyless entry/start
• Synthetic leather-appointed seating
• Eight-way power adjustable front seats
• Leather-wrapped steering wheel
• 10.25-inch digital instrument cluster
• 12.8-inch multimedia touchscreen (Apple/Android/DAB)
• 11-speaker premium audio
• Dual-zone climate control
• Wireless phone-charging
• 230V V2L (Vehicle to Load) with 6.6kW output
• USB-A/USB-C ports and more

The Alpha PHEV drivetrain consists of a 2.0-litre, four-cylinder, turbo-petrol engine that produces 180kW of power and 380Nm of torque. This is paired with an electric motor that adds another 120kW/400Nm, so combined they officially produce 300kW and 750Nm.

The electric motor draws its energy from a 37.1kWh lithium-ion rechargeable battery. GWM claims it can be charged from 30 to 80 per cent in less than 30 minutes using 50kW DC charging, or around 6.5 hours using AC charging.

It also has up to 6.0kW of V2L (Vehicle to Load) functionality, using a dedicated adapter cable which plugs into the vehicle’s charging port and provides a standard three-pin AC outlet for numerous electric tools and appliances.

The nine-speed torque converter automatic, which offers sequential manual-shifting using steering wheel-mounted paddles, is paired with the familiar Borg Warner ‘Torque on Demand’ 4x4 system.

For road use, this has three selectable drive modes ('Standard'/'Sport'/'Eco') with the centre differential remaining unlocked to automatically adjust torque delivery between the front and rear wheels in response to any loss of traction.

For off-road use, selecting '4H' (4x4 High Range) or '4L' (4x4 Low Range) locks the centre differential to provide an even 50:50 torque split between the front and rear wheels. 4L traction can be optimised by engaging the front and rear diff-locks.

The hybrid drivetrain provides permanent all-wheel drive courtesy of its two electric motors, with the front motor producing up to 170kW/310Nm driving the front wheels and the rear motor providing up to 150kW/340Nm driving the rears.

These motors are teamed with a 1.5-litre turbocharged four-cylinder petrol engine producing up to 135kW/260Nm, which serves dual roles as a generator to maintain charge in the 29.58kWh ‘Blade’ lithium-ion battery and to assist with driving the front wheels as required. It can also perform both roles simultaneously.

Charging of the propulsion battery is assisted by regenerative braking served in a choice of standard or high strength, along with three energy management settings from pure EV mode to full Hybrid (HEV) mode.

The combined official output is up to 321kW/650Nm. There are also three drive modes comprising Eco/Normal/Sport plus different all-terrain settings to optimise performance in Mud/Sand/Snow/Mountain.

The plug-in propulsion battery can be charged using either the AC Type 2 (7.0kW) port or DC CCS/2 (55kW) port.

Our test vehicle features a traditional body-on-frame chassis design, combined with double-wishbone front and rear suspension which enhances ride and handling. There’s also rack-and-pinion steering and four-wheel disc brakes.

The turning circle is a compact 11 metres, combined with off-road credentials including 230mm of unladen ground clearance with 31 degrees approach/17 degrees ramp-over/19.3 degrees departure angles.

Its standard wading depth is capped at 530mm (compared to the ute's 700mm) to allow for the lower height of the electrical components located in the driver's side storage box.

GWM claims official combined average consumption of only 1.7L/100km when the highly-charged battery allows most driving to be done in pure electric mode. GWM also claims an official ‘low charge’ figure of 7.9L/100km, when the battery is depleted and the petrol engine is doing most of the work.

It has an NEDC electric-only driving range of up to 115km and a ‘hybrid’ driving range (petrol engine and electric motor combined) of up to 1060km. The petrol engine drinks standard 91 RON unleaded.

The dash display was showing average petrol consumption of 6.4L/100km at the completion of our 324km test, which comprised a mix of suburban, city and highway driving of which about one third was hauling a heavy payload. This was lineball with our own figure of 6.2 based on fuel bowser and tripmeter readings.

Starting with 90 per cent battery charge, we completed 72km of electric-only driving before it automatically switched to hybrid mode when the charge reached 14 per cent. The system would not allow charge to drop lower than that for the remainder of our test, which was conducted in hybrid mode.

So, based on our own test figures, GWM’s claim of more than 1000km of hybrid driving range is credible from its combined 37.1kWh battery and 75-litre fuel tank capacities.

BYD claims combined average fuel consumption for the petrol engine as low as 2.0L/100km with 25-100 per cent SoC (State of Charge) which spikes to 7.9L/100km when SoC drops below 25 per cent.

It also claims a battery-only driving range of up to 100km and up to 800km when the dual motors and battery are assisting the petrol engine in hybrid mode. However, these figures are based on NEDC certification, which is renowned for its optimism compared to more realistic WLTP ratings.

We covered 352km during our test comprising a mix of city, suburban and regional roads plus some highway driving, of which about one third was hauling a near-maximum payload.

This included an initial 67km in pure EV mode, which depleted the battery’s charge from 92 per cent (when we collected the vehicle) to 34 per cent. It then automatically switched to HEV (hybrid) mode for the remainder of the test during which the engine charged the battery to its 70 per cent limit (for engine charging) set by BYD.

At the completion of testing the onboard computer claimed average petrol consumption of 8.1L/100km and a remaining hybrid range of 282km, suggesting a real-world driving range (including some heavy load hauling) of around 650km from the 60-litre petrol tank.

It has good steering feel with sophisticated ride quality, the latter thanks to four-coil suspension and substantial sprung weight which helps iron out the bumps and deliver a ride that’s more SUV than ute.

Flatten the accelerator from a standing start and up to 750Nm of torque responds with impressive force, even though you can feel that every one of those Newton metres is required to overcome more than 2.8 tonnes of inertia to get this jigger moving swiftly.

Although the option of sequential manual-shifting is available using the steering wheel paddles, we spent most of the test in auto mode as it felt like it was getting the best out of this complex drivetrain.

It’s a competent highway cruiser, too, with the petrol engine requiring 2200rpm to maintain 110km/h with low noise levels.

To test its GVM rating we forklifted just over half a tonne (505kg) into the load tub, which with driver equalled a 600kg payload that was less than 90kg under its limit. The rear coil springs compressed about 50mm, but there was no evidence of bottoming-out on our test route.

Ride, handling and braking were largely unaffected, along with the drivetrain which made light work of our 13 per cent gradient, 2.0km set climb at 60km/h.

Engine-braking on the way down, in a manually-selected second gear, was equally impressive. It never exceeded the 60km/h speed limit, even though its total vehicle weight of around 3.5 tonnes was being restrained by only a 2.0-litre four and regenerative braking.

Large handles on the A- (and B-) pillars assist climbing aboard, where most drivers will find a comfortable and supportive seating position enhanced by a large left footrest and thick-rimmed leather-wrapped steering wheel.

It’s not only quiet to drive but feels refined and solidly built. It also has excellent ride quality and agile handling thanks to the disciplined tuning of its double-wishbone suspension and nicely weighted steering which belie the fact you’re riding high in a 2.7-tonne all-terrain ute.

Near-instant torque from the dual electric motors also helps to mask its bulk which combined with permanent all-wheel drive allows triple-digit speeds to be reached in less than six seconds.

We did most of our test in the ‘Normal’ (default) drive mode, as it provides a happy medium between the heightened response of ‘Sport’ and the slightly subdued ‘Eco’ modes.

To test its GVM rating, we loaded 650kg into the load tub which with driver and about half a tank of petrol was lineball with its payload limit. The rear suspension compressed almost 60mm with the upper rear suspension arms close to nudging their rubber bump-stops, but there was no hard bottoming-out detected on our test route.

As displayed live on the energy management screen, the petrol engine maintained the minimum battery charge needed to feed the electric motors while also providing drive to the front wheels as required. At times the 1.5-litre engine sounded like it was working very hard doing this, but it did prove effective in performing these dual roles.

The heavily-loaded test vehicle also made light work of our 13 per cent gradient, 2.0km set-climb, which was no surprise given we had up to 650Nm of torque to work with.

However, the hybrid system with its single-speed transmission produces minimal engine-braking (even with the maximum regenerative brake setting) which is an important consideration if you regularly carry and/or tow heavy loads, particularly in hilly terrain.

The BYD Shark 6 boasts a maximum five-star ANCAP rating (awarded in 2025) and comes standard with a suite of passive and active safety features including:

• Multiple airbags including front/rear side-curtains
• AEB including cyclist/pedestrian detection
• Lane-keeping
• Adaptive cruise control
• Front/rear parking sensors
• Rear cross-traffic alert
• Blind-spot monitoring
• 360-degree camera view
• Two top-tether/ISOFIX child-seat anchorages and more

Warranty cover is seven years/unlimited km with an eight years/unlimited km traction battery warranty and seven years of roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first. GWM offers seven years of capped-price servicing totalling $4615, or an average of $659 per service.

Comes standard with a six-year/150,000km vehicle warranty (Ford has recently topped this with seven years/unlimited km if Ford dealer serviced) and separate eight-year/160,000km propulsion battery warranty. There’s also 12 months of complimentary roadside assistance from the date of purchase.

Scheduled servicing is every 12 months/20,000km, whichever occurs first. Capped pricing for the first six scheduled services totals $2945 or an average of $491.00 annually. BYD has an evolving national network of around 120-150 dealerships spanning all states and territories, including many regional areas.