Hyundai Staria vs BYD Shark 6

What's the difference?

The Staria Load HEV offers numerous advantages over its diesel equivalent including superior fuel economy, lower exhaust emissions, higher power output and a bigger payload. However, it also has a higher purchase price and no tow rating, so careful analysis of your specific work requirements will determine if Hyundai’s new hybrid van is fit for purpose.

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.

The updated Staria Load range brings mild styling revisions of the headlights and front bumper along with a more conventional and (in our eyes at least) stylish grille design.

The roomy and practical cabin has also been refreshed with a new four-spoke leather-trimmed steering wheel and a more spacious and versatile centre console (see Practicality).

The refreshed Staria Load is available only in a two-seater configuration, as the five-seater ‘crew’ variant with a bench seat in the cargo bay has been discontinued.

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.

With its peak kerb weight of 2091kg and 3130kg GVM, our test vehicle has a one-tonne-plus payload rating of 1039kg which is slightly higher than its diesel sibling (997kg). And it can legally carry up to 100kg of that payload on the roof.

However, unlike the diesel version which is rated to tow up to 2500kg of braked trailer, our HEV variant is not rated for towing. Obviously, this could be a deal breaker for tradies and other users who rely on being able to haul trailers to get the job done.

The cargo bay is 2500mm long and 1640mm wide with (according to our tape measure) 1250mm between the rear wheel housings, which means it can carry up to two 1165mm-square Aussie pallets or up to three Euro pallets, secured by a choice of eight load anchorage points.

It can also accommodate load heights up to 1436mm and offers a total (VDA) load volume of 4935 litres. That’s a snip under 5.0 cubic metres which is significantly less than the 6.2 cubic metres offered by the segment-leading Toyota HiAce LWB. Walls and doors are lined to mid-height and there’s a rubber load floor covering.

The cargo bay is accessed through sliding doors on each side with 870mm openings (just wide enough for a Euro pallet) or through the rear via the standard swing-up tailgate. However, for working roles that need rear forklift access, optional twin-swing doors with 180-degree opening are available. Our example is also equipped with a sturdy mesh-type cargo barrier from Hyundai’s genuine accessories range.

The cabin is a comfortable and practical workspace with its work-focused vinyl floor (ours also has genuine accessory all-weather floor mats), dark fabric-trimmed seats and wipe-clean hard surfaces.

There’s also plenty of storage courtesy of a glovebox, two overhead shelves, wide-opening doors with three tiers of storage including large-bottle holders, long shelves on either side of the dash plus a cup-holder next to the driver’s instrument display.

The centre fascia adds a wireless phone-charging pad, two USB-C ports, 12V socket and more small bins while the new centre console between the seats provides a cavernous open bin and two cup/small-bottle holders.

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 Staria Load HEV is powered by Hyundai’s 1.6 T-GDi (Turbocharged-Gasoline Direct Injection) hybrid drivetrain, which comprises a 1.6-litre four-cylinder turbo-petrol engine producing 132kW at 5500rpm and 265Nm across a wide peak torque band between 1500-4500rpm. It also has combined CO2 emissions of 147g/km which is lower than the diesel’s 183g/km output.

This engine is paired with a single electric motor that produces up to 54kW of power and 304Nm of torque. Their official combined power output is rated at 180kW (50kW more than the diesel’s 130kW) but there’s no official combined torque figure, given the petrol engine and electric motor do not produce their peak torque values at the same time. Even so, based on our test drive, its torque is ample for mid-size van duties.

The six-speed automatic transmission replaces the conventional hydraulic torque converter with a hybrid electric motor/engine-disconnect clutch assembly. However, it still shifts and behaves much like a conventional auto, including the choice of sequential manual shifting.

It also offers three drive modes comprising ‘Eco’, ‘Sport’ and ‘Smart’ with the latter offering the best balance of performance and fuel efficiency which we mostly used during our test.

The hybrid system is also equipped with what Hyundai calls ‘e-Motion Drive’ which incorporates a series of automated control strategies for the electric motor that actively enhance chassis dynamics to optimise ride quality, handling and stability.

New front subframe bushings bring additional rough-road comfort while rear hydro bushings allow for more natural body movement over bumps. NVH (Noise/Vibration/Harshness) has also been addressed with greater noise insulation within the dash structure and body mountings.

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.

Hyundai claims HEV combined consumption of only 6.5L/100km and the dash display was close to that at 6.8 when we stopped to refuel at the completion of our test. We covered a total distance of 339km comprising our usual mix of suburban, city and highway driving, of which more than 100km was carrying a heavy payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly higher at 7.1L/100km. Even so, that’s outstanding economy for a mid-size commercial van in real-world use, given the much higher figures we recorded with a Toyota HiAce LWB (10.7L/100km) and Staria Load diesel (10.9L/100km) during our most recent tests of those models using similar test procedures.

So, based on our numbers, you could expect an extensive real-world driving range of around 900km from its 65-litre petrol tank, which is 10 litres less than its diesel sibling.

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.

Driving a hybrid van is no different to driving a non-hybrid van. Apart from accelerating, braking and switching between drive modes, the driver has no input in how the vehicle performs as it continuously monitors and distributes outputs from the petrol engine, electric motor and hybrid battery to ensure sufficient charge, good response and optimum fuel efficiency at all times.

So, the driver only needs to concentrate on driving while the hybrid components talk among themselves. You can feel and hear the smooth transitions between petrol and electric power which are also visually tracked by information on the digital screens.

Although the HEV has more power than its diesel sibling, we didn’t sense a dramatic performance increase given its kerb weight is also higher.

Even so, it’s an energetic performer with good acceleration from standing starts combined with surefooted handling and braking. The unladen ride quality is firm, as you’d expect given its one-tonne payload, but with enough suppleness to maintain acceptable ride comfort.

To test its GVM rating we forklifted 650kg into the cargo bay which with driver equalled a total payload of around 750kg. The rigid-beam axle/leaf-spring rear suspension only compressed about 20mm under this weight which ensured it had plenty of wheel travel remaining to avoid any bottoming-out on our test route.

It hauled this payload with ease which included 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 not as robust but within expectations given its relatively small 1.6-litre displacement restraining a heavy payload. Overall, this hybrid drivetrain is well calibrated for commercial van use.

However, for potential buyers doing regular highway travel, we recommend fitment of Hyundai’s genuine accessory solid bulkhead between the cabin and cargo bay, to insulate occupants from considerable tyre noise emanating from the rear wheel housings at these speeds.

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

The Staria Load HEV comes standard with a five-year/160,000km warranty and a separate eight- year/160,000km warranty covering the hybrid battery. There’s also 12 months of complimentary roadside assistance which is renewable annually with scheduled Hyundai dealer servicing.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Hyundai offers a five-year pre-paid servicing plan covering the first five scheduled services but pricing is calculated from a participating dealer's scheduled servicing prices at the time the plan is purchased, rather than a national standard set by Hyundai (hence the lower score in this segment).

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.