Plug-in hybrid

The Hyundai Santa Fe was CarsGuide’s overall Car of the Year for 2026 but to say it’s a polarising vehicle is putting it lightly.A through-and-through family car, this fifth generation of the Santa Fe marks a significant departure in terms of exterior design. It features a boxier, more Range Rover-esque look.While some like the look, others dislike it with a passion, and as a result Hyundai is reportedly readying an early mid-life facelift.The following is a rundown of what’s set or expected to change with this forthcoming update.What is the biggest change?Undoubtedly the biggest change with the updated Santa Fe will be the exterior styling.It’s understood that Hyundai will replace the low-mounted tail-light set-up with a more typical vertical lighting signature.Additionally the Pixel-style headlight design, which currently spells out the letter ‘H’, could be replaced by a full-width light bar and jagged daytime running lights (DRLs).What will be under the bonnet?Overseas reports have indicated the updated Santa Fe will come with the option of a range-extender (REEV) hybrid set-up.These types of hybrids use a petrol engine purely as a generator for the battery once it runs out of charge. This means the electric motor(s) only drive the wheels. The battery can also be charged by plugging it into a charger or household powerpoint.At this stage no details about the REEV powertrain this Santa Fe may receive have been confirmed, but it will likely deliver more than 1200km of driving range with the fuel tank and battery combined.It’s expected that the petrol, hybrid and plug-in hybrid power options will carry over with this update.Hyundai may ditch the eight-speed dual-clutch automatic in the turbo-petrol variant for a conventional eight-speed torque-converter automatic. Kia has already done the same in the Sportage and K4.Hyundai may go to a hybrid-only line-up with the Santa Fe with this update in Australia following tightening CO2 emissions targets. Toyota has already done the same with the Kluger, which is arguably this car’s closest rival.What else is expected to change?It’s understood Hyundai will likely introduce its new Pleos Connect multimedia software, which is built on Android Automotive OS.There could also be a larger touchscreen multimedia system to replace the current 12.3-inch unit that’s wrapped into a curved display with the 12.3-inch digital instrument cluster.A range of other small changes like new alloy wheel designs and a revised steering wheel are also likely.When will it be revealed?Overseas reports have indicated that this updated Santa Fe will be revealed later in 2026 or early 2027.When will it come to Australia?Given the expected global reveal timing, don’t expect the updated Hyundai Santa Fe to arrive in Australia until 2027.

Audi’s global boss has hinted that the iconic R8 mid-engined supercar might be making a return, and this next-generation model could be powered by the Lamborghini Temerario's astonishing hybrid V8The brand’s CEO Gernot Dollner revealed that despite tightening emissions laws, he still had the V8s on his mind."I'm a big fan of the V8," he said, according to Motor1. Audi is in the process of replacing the revered 4.0-litre twin-turbo V8 in its high-performance saloons and SUVs with more efficient V6 hybrids.We’ve seen the Audi RS5 move from using a V8 10 years ago to a V6 plug-in hybrid in the just-launched new generation, Future versions of RS6, and others, are expected to also follow suit.But it appears there will still be a place for the V8, which Dollner admires. The new Lamborghini Temerario plug-in hybrid uses the same V8 paired with three electric motors. "There's no restriction to an engine like that," Dollner said.He’s not joking. The V8 in the Temerario can rev to 10,000 rpm, which is higher than any V8 production supercar has been able to hit. The output of the PHEV system is outrageous. The combined output of the V8 and motors in the Temerario is 676kW and the 0-100km/h sprint is over in 2.7 seconds.The same platform could easily be used for a new-gen R8 - Lamborghinis and Audi R8s have shared the same platform in the past.Production of the Audi R8 ended in 2024 after an 18-year run and during that time was powered by the V8 and a V10, also used by Lamborghini in its supercars.Whether a new Audi R8 actually happens will be down to demand, and of course Dollner.Emissions laws may not be the barrier some might think.Last year Audi Australian boss Jeff Mannering told CarsGuide the existence of more and more hybrids and EVs such as the Q4 and Q6 electric SUVs in the range means a couple of V8 models can be included without exceeding the overall fleet emissions limits.“A BEV, a PHEV, an ICE car - if you look at the market this is why the Q4 and Q6 are so important because it adds volume to BEVs, but we need plug-in hybrids as well because of those C02 targets,” he said. 

One of Volkswagen’s most important vehicles has welcomed what will almost certainly be its most important powertrain, with a plug-in hybrid variant here to capture all those people tired of having to black-market an organ every time they need to fill up.And it turns out that there are a lot of those people. Plug-in hybrid sales are up 119 per cent so far this year — and more than 500 per cent in April alone — and it’s into this PHEV feeding frenzy that Volkswagen launches its plug-in Tiguan, which is available in Elegance guise, or as a sportier and more powerful R-Line.In Elegance guise, the sticker price is $64,590 before on-road costs, while the R-Line ups the cost to $74,550. Both have sharp drive-away price deals at the moment that will see you on the road for less than the RRP.There's a solid inclusion list too, mirroring the non-hybrid range, as well as some driving kit, like adaptive damping, and a clever e-diff that smooths out understeer and dials up grip.Well, VW calls it an eHybrid, which is company parlance, but the end result is the same, with its powertrain combining a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh battery.Electric driving range is around 115km (WLTP), and both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox-style charger.Opt for the Elegance, and the total system power is 150kW and 350Nm, while the R-Line is tuned to deliver 200kW and 400Nm. Both feed their power through a six-speed dual-clutch automatic gearbox, and are front-drive only, with the electric motor positioned on the front axle.Power is only ever a small part of a new-car story. Producing grunt is often the easy part. Delivering it in a car that feels properly ready to receive it is seemingly much harder.Happily, the Tiguan is a definite bright spot on the soft and spongy horizon of new-car sales in Australia. It feels properly engineered from behind the wheel, with a ride that delivers true connection with the road surface below, even if it does definitely stray into too-hard (and even a bit jittery) territory over corrugated road surfaces. There's not a huge amount of body roll when cornering, and it feels sorted from behind the wheel.The way the electric power is delivered in this car is also a bonus. It is very noticeable that it is using exclusively electric power from low speeds. The torque is instantaneous and it propels you forward before the engine kicks in at about 20 kilometers an hour or so. The result is an SUV that feels more like a nippy little EV at city speeds, before turning into plug-in family transport elsewhere.There are only two quirks that irk me a little. One is the consistency of the brake pedal feel, which sometimes feels like there is plenty of pedal travel, and other times feels like there isn't much at all, which makes how much pressure to apply a little unpredictable at times. The other is the weight of the steering, which can go from very light as you brake into a corner, before quickly weighting up as you accelerate out. Neither are major problems, but can take a little getting used to.Inside, the interior lighting is customisable and has a nice, sporty touch in the R-Line, while the twin screen setup – including the gigantic centre screen – is premium in look and feel, too.Be warned though, the driver-distraction monitor doesn't just sound an alarm, but locks you out of the screen until it decides that you're paying attention again, so if you're doing something on the screen, it then freezes.But kudos to Volkswagen for concocting an iPhone wireless charging solution that actually holds your phone in place, with a little lift flap in the centre console that keeps things secure while charging, whether that's via the twin USB-C ports or via the twin wireless charging pads.Elsewhere, and apart from the plastic-feeling centre console edging, everything in the cabin is nicely wrapped, and it does give the sense of a car that just feels well sorted, both on the road and from the driver's seat.Space in the backseat is ample for my 175cm frame, and boot space is pretty family friendly – despite a slight space penalty to pay compared to non-hybrid models –with 490 litres with the rear seats in place, and 1486 litres with the second row stowed.

The Volkswagen Tayron eHybrid might just be the hidden gem in VW’s SUV line-up, and it’s all because you get less of something, not more.Sounds weird, I know, but stay with me. It was once pretty easy to identify the difference between the Tiguan and the Tiguan Allspace. One had five seats, and the other mostly had seven. Simple.But this Tayron eHybrid changes that equation. It’s the plug-in hybrid replacement for the Allspace, joining the petrol-powered versions that have already launched in Australia.And like the just-launched Tiguan eHybrid, it’s exclusively a five-seat affair. But it’s also bigger, cheaper and I reckon better to drive than the Tiguan, if it doesn’t have the immediate nameplate recognition of its smaller sibling.Same five seats, same petrol-electric powertrain, just with more space for less money, even if its equipment list isn’t quite as generous as the one in the Tiguan.The Tayron eHybrid is the latest arrival in Volkswagen’s plug-in hybrid push, sharing its powertrain specifics with the Tiguan eHybrid. That means a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh (net) battery, and an all-electric driving range of around 115km on the WLTP cycle.Both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox charger.There are two trim levels, the Elegance and the sportier-feeling R-Line, with the latter also adding progressive steering to the driving aid list (both also get adaptive damping and an e-diff lock). There are also different power outputs for each — in Elegance guise, that means 150kW and 350Nm, while the R-Line improves the grunt on offer to 200kW and 400Nm.Each trim has its petrol engine and electric motor up front, meaning front-wheel drive, with the battery at the rear, and feed their power through a six-speed dual-clutch gearbox.And all of that is largely identical to the Tiguan. But from there, things change.The Tayron PHEV might not sport the seven seats of internal combustion versions, but it’s still got the body size to fit them. It’s both longer and wider than its five-seat sibling, and it serves up wagon-like space in its boot, with a sizable 705 litres with the second row in place, and a massive 1915 litres with the row folded flat. That makes this a proper family transporter. There is oodles of room in the back seat, too, though there is a comically large tunnel running through the centre of the backseat that will definitely impact leg room for adults riding in the middle seat.The window seats offer an adult-friendly amount of room, though. I’m 175cm, and had no issue getting comfortable. There’s also a pull-down divider, twin USB ports and tri-zone automatic climate with twin rear vents.Both the Elegance and R-Line interior treatments are clean and modern, with solid material choices and a genuine feel of quality in the elements you interact with.In more good news, I think the cheapest version is the stronger buy. The extra power on offer in the $75,990 R-Line version actually feels unnecessary in the context of the Tayron. The performance in the $62,390 Elegance feels ample, especially with the added zip from the electric motor when taking off at city speeds. Right now both models are significantly cheaper, too, with a limited drive-away offer on both grades that will see you on the road for less than the RRP.Anyway, the Elegance is officially about one second slower to 100km/h than the R-Line, sure, but a) it doesn’t feel it, and b) who cares? This is spacious family transport, not a Nurburgring rocket.It can get a bit revvy when when you really plant your foot from a rolling speed, and it can feel too firm on properly jittery road surfaces. But it’s otherwise a competent and pretty comfortable drive, with a confident weight to the steering and a feeling of connection between drive and car, especially on winding roads, that’s sometimes missing from its competition.There are subtle differences in the way the Tayron and Tiguan drive. Both feel competent and buttoned down, but the Tayron feels a little more stable and better balanced, likely owing to the 110mm longer wheelbase.Like in the Tiguan, the EV power delivered when you take off really eases forward progression so much so that you really don't want for more power.In Elegance trim, your spend buys you 19-inch alloy wheels, an auto-opening boot, and LED lighting. Inside, there’s leather trim with seats that offer heating, cooling and ventilation, a digital driver display, a 12.9-inch central screen and wireless charging.Springing for the R-Line nabs you a sportier look, as well as 20-inch alloy wheels and VW’s clever Matrix LED headlights. There’s a bigger screen and some other niceties, too, but how much all of that matters is up to you.Unfortunately, Volkswagen won’t budge on its now-too-short-feeling five-year and unlimited-kilometre warranty, which grates in a world of seven-, eight- and 10-year warranties. Volkswagen insists its customers don’t want or need more, but I’d like to speak to some of these customers. The battery is covered for eight years or 160,000kms. Servicing is required annually, and a three-year prepaid package will set you back $1605, while a five-year package is $3391For mine, the Tayran is the VW sleeper, and the Elegance eHybrid is the pick of the plug-in bunch.

BYD shook up the ute establishment with the arrival of its ground-breaking plug-in hybrid, the Shark 6. Now it’s looking to target the heartland of the ute audience with its newest addition.The Shark 6 Dynamic is a cab-chassis variant, expanding the appeal of the Chinese-made ute to a more working-class audience, and in particular the lucrative fleet segment.Or at least that’s what the company is hoping for, as the Dynamic joins an expanded Shark 6 line-up that also includes the more powerful Performance variant, which introduces 3.5-tonne towing capacity.Priced from $55,900 plus on-road costs the Dynamic Cab Chassis is the new entry point to the Shark 6 line-up, $2000 cheaper than the existing Premium and $7000 less than the new Performance.It’s powered by the same combination of 1.5-litre turbocharged petrol engine and dual electric motors (one on each axle) as the Premium, which is good for a combined output of 321kW/650Nm. The motors are supported by BYD’s signature Blade battery, a 29.5kWh lithium iron phosphate unit that's the same as the other Shark 6. That’s enough for a claimed driving range of 800km combining the battery and 60-litre fuel tank, with a 100km electric-only range and fuel consumption rated at 2.0L/100km.Interestingly, BYD has opted to limit the new, bigger 2.0-litre engine to the Performance, so the Cab Chassis, despite being the obvious workhorse of the range, is limited to a 2500kg braked towing capacity.Instead of targeting the towing market, BYD is clearly hoping the Dynamic Cab Chassis appeals to those looking for a flexible work solution, which is exactly what fleet buyers want. By offering a Cab Chassis, BYD will be able to target organisations that need a ute but also have specific needs for the tray, such as special toolboxes and other setups.However, if you’re looking for a solution direct from the showroom, BYD has partnered with Ironman 4x4 to develop an approved tray available as an option. It features eight integrated tie-down points and two lockable storage boxes, one of which houses the charging outlet. It measures 1679mm long, 1809mm wide and 259mm in height.BYD hadn’t confirmed the price of this Ironman tray at the time of publication.BYD has also avoided publishing a direct payload figure, only publishing the gross vehicle mass and kerb weight, which suggests a 900kg payload, albeit minus the weight of the tray (which is 150kg) or any other extras. In addition to carrying over the same powertrain as the Shark 6 Premium, the Cab Chassis also has the same suspension setup, double wishbone type front and rear, instead of utilising the more capable leaf-spring rear end suspension favoured by most of its rivals.While this does limit payload, to a degree, it also helps ensure the Shark 6 Dynamic rides with a more SUV-like composure, rather than the busier, more bumpy ride that its rivals can suffer from - especially when unladen.It’s obviously a risk in this highly competitive market, but so was launching a plug-in hybrid ute in the first place, so it makes sense that BYD is sticking to the strategy that has worked so far.It translates to a ute that is quite quiet and pleasant to drive both on-road and off-road, although testing it alongside the new Performance did highlight the extra strength of the new, larger engined model.BYD did add approximately 400kg of payload to the tray for us to sample the ride and performance with some weight in the back. Given the amount of weight, it was entirely surprising that it managed to perform without any noticeable difference. Certainly, for fleet or private buyers needing to carry a few hundred kilos or add big toolboxes or similar to the back of the Shark 6, this new Dynamic variant will be up to the task.It has the same well-finished interior as the Premium, so it doesn’t look or feel like a ‘workhorse’ inside either. It has the same level of space and versatility that has made the Shark 6 a popular choice for so many ute buyers, presumably many with families, so the SUV-like cabin makes it feel family friendly.

Geely is the Chinese powerhouse behind Polestar, Volvo and Zeekr, but its own brand is on track to be bigger than them all.The Chinese brand launched in Australia at the start of 2025, but it hasn’t gone on a model explosion like BYD or Chery, instead it is slowly building out its line-up Down Under.First came the all-electric EX5 mid-size SUV and next the related Starray EM-i plug-in hybrid SUV we are testing here. Both are selling well.The Starray range is simple, with just two variants.First is the Starray Complete starting at $37,490 (before on-road costs) and next is the fully loaded Starray Inspire priced from $39,990. We are living with the latter for three months.That is a sharp price that undercuts the rival 2026 BYD Sealion 6, which starts at $42,990 and rises to $52,990, and is more on par with the Chery Tiggo 7 Super Hybrid.The Starray is powered by a 1.5-litre four-cylinder non-turbo petrol engine paired to an electric motor, which combine for 193kW.A hybrid transmission sends power to the front wheels, there is no all-wheel drive option.This is matched to a circa-18kWh Lithium-Ferro-Phosphate (LFP) battery that delivers a driving range of up to 83km.That driving range misses the mark against some of its rivals, but luckily Geely is rolling out an update to the Inspire grade this year that will feature a bigger battery capable of delivering a range of up to 136km.Geely claims its current setup uses just 2.4-litres of fuel per 100km, which is excellent but it also requires pricier premium unleaded petrol.You won't get near this figure unless you are very militant about charging the car so it always has a decent amount of energy to allow for electric-only driving for most trips. I've relied mostly on hybrid driving during my stint and I'm averaging double the claimed figure.The Starray can be driven in three modes: Pure (electric-only), Hybrid (petrol-electric) and Power (petrol-only).If driving in Power mode expect fuel use to be much more than the claimed figure. The battery can accept a max DC charge rate of 30kW and can suck up to 6.6kW of juice via an AC connection.It also has a vehicle-to-load function, which means it can power appliances and other items, but you’ll need to buy an adapter to plug into the car’s charging port.One of the Starray’s big selling points is it is packed full of equipment.Outside the Starray Inspire has LED head and tail-lights, auto-folding side mirrors, rain-sensing wipers, roof rails and 19-inch alloy wheels.Inside some of the highlights are a big 15.4-inch central display paired with a 10.2-inch digital driver’s screen. A 13.8-inch head-up display projects vital information such as travelling speed and prevailing speed limit onto the windscreen in front of the driver.It has wireless Apple CarPlay and Android Auto, in-built sat nav, digital radio, wireless device charging and USB-A and -C charging ports throughout.The Inspire grade ditches the basic six-speaker stereo for a 16-speaker stereo from Chinese tech company Meizu, which is owned by Geely.The Starray also runs Meizu’s Flyme operating system for its multimedia.Customers can expect power-adjustable front seats wrapped in synthetic leather and with heating and ventilation functions. The driver’s seat also has a memory function.A giant panoramic sunroof is exclusive to the Inspire grade as is the power tailgate.Boot space is decent at 428 litres and can be expanded to 528L by removing the floor.There is no spare tyre, with owners forced to make do with a fiddly tyre repair kit.Geely ticks all the safety boxes with a wide range of active driver aids and seven airbags covering both rows.The Starray was given a five-star safety score last year with good scores for adult and child occupant protection during crash tests.Paint colour is the only optional extra, with anything but white costing $600. Our test car is finished in a handsome metallic jungle green.Geely covers its cars with a seven-year/unlimited kilometre warranty, and the battery is covered for eight years/unlimited km.The Starray is covered by a five-year capped-price servicing program that requires workshop visits every 12 months or 15,000km. It’ll cost almost $2000 over that time, with buyers to be aware of the $691 fourth service price. Next instalment we’ll cover how practical the Starray is in the real world and report back on fuel use figures, EV-only driving range and how it works for a family of four.2026 Geely Starray EM-i InspireAcquired: March, 2026Distance travelled this month: 436kmOdometer: 2776kmAverage fuel this month: 4.8-litres per 100km

Chery has just updated its Omoda 9 large SUV in China and it could be headed to Australia next. Omoda Jaecoo Chief Commercial Officer Roy Munoz told CarsGuide earlier this year to expect more activity on the Omoda front in Australia in 2026.This new Omoda 9 will not be a part of that push though, with the Omoda 7 expected to launch first, in the second half of this year. The updated Omoda 9 just revealed in China has not been confirmed for Australia, but if it does make its way here, it will be some time in 2027. There have been some minor updates for the new model, with tweaks to the exterior design representing an improvement drag coefficient, and subsequent fuel economy. Inside the cabin, Omoda claims there is a better air quality filter.The updated Omoda 9 is available in China with a 2.0-litre petrol engine, producing 192kW or 1.5-litre turbo-petrol plug-in hybrid set-up, producing 265kW.  The Chinese version now has a 20kWh battery, with an all-electric driving range of 120km, according to lenient CLTC standards. A DC fast charge from 30 to 80 per cent takes around 17 minutes. It is unclear what the new Omoda 9’s set-up choices might look like Down Under, but the current PHEV-only model has a 1.5-litre turbo-petrol engine and three electric motor set-up, producing 395kW. It is equipped with a much larger 34kWh battery pack granting it up to 169km of EV range.The Australian model is only available with all-wheel drive, but from 2027 all models in China are no longer optional with AWD. Chery Australia has been contacted for comment to establish whether this will be the same deal in Australia. The current model starts in Australia from $61,990 (before on-road costs), but this latest example in China will cost up to the equivalent of roughly $30,000. The Omoda 9 is the Chery sub-brand's only model on sale in Australia at the moment, and is the most expensive car in Chery Group’s domestic line-up.It will continue to be a rival to the BYD Sealion 6 as well as the closely-related Chery Tiggo 9.

A new Mitsubishi Pajero is on the horizon and many versions will likely be offered throughout its lifecycle.The standard version is expected to feature a 2.4-litre four-cylinder bi-turbo engine that’s shared with the current Triton ute.Hybrid and plug-in hybrid (PHEV) power options are expected to join the range later in its lifecycle.Mitsubishi has a storied history with its Ralliart sub-brand, which has previously created high-performance versions of its cars and still has a presence in motorsport.The Pajero was previously offered with an Evolution homologation special in the late 1990s, so there has been a high-performance version of this car historically.This could therefore point to the new Pajero potentially receiving a high-performance Ralliart version down the track.Mitsubishi Australia told CarsGuide in 2025 it is looking to bring back the Ralliart brand Down Under, but didn't say what vehicle would be used.“We are working closely with MMC (Mitsubishi Motors Corporation) on opportunities to utilise the brand in the Australian market,” said Mitsubishi Australia's GM of product strategy and PR Bruce Hampel.“We want to do it right, if we are going to do it.“It is a very valuable brand for MMC, and they are very cautious around utilising the brand on the right products with the right execution.“We are in ongoing discussions with them at this point in terms of the potential opportunities in the future to create a product that would be suitable, and earn the right, to the Ralliart branding,” said Hampel at the time.A toughened-up Pajero wouldn't be alone. Nissan offers a Pro-4X version of its Patrol, there’s a GR Sport version of the Toyota LandCruiser 300 Series, plus Ford offers a Tremor version of the Everest.Not all of the aforementioned vehicles produce more power than the standard version but most feature more off-road features and capability.Even if Mitsubishi doesn’t create a Ralliart version of the new Pajero globally, it could potentially lean on Australian engineering, like it did with the current Triton.The Japanese carmaker will soon launch the Triton Raider, which was developed in partnership with Australian engineering and manufacturing firm, Premcar.It features a revised suspension and damper package, plus a range of other standard-fit accessories to make it more confidence-inspiring to drive on- and off-road.As previously reported, Mitsubishi has confirmed it will reveal its new large, off-road SUV soon and it will launch in Australia before the end of 2026.Previously reports have indicated that it will be called the Pajero and be based on the current Triton ute, marking a major change in strategy.The Pajero has historically been its own vehicle, but the Pajero Sport (formerly known as the Challenger) has always been based on the Triton.Mitsubishi axed the Pajero Sport in Australia in 2025 due to it not meeting the new Australian Design Rule (ADR) standard which stipulated specific requirements for autonomous emergency braking (AEB) systems.It’s worth noting that Mitsubishi still has existing dealer stock of the Pajero Sport.

Plug-in hybrid utes are taking over the diesel dominated segment in Australia.There has been an influx of PHEV utes into the Australian market.The BYD Shark 6 has captivated buyers' attention, but it faces increasing competition from Chinese rivals such as the GWM Cannon Alpha, along with the Ford Ranger Hybrid.With these utes chasing higher payloads and towing capacities, they are battling against each other to be the dominant player in a still emerging segment.The JAC Hunter is the latest entrant, joining with a competitive price tag and performance figures.How does the Shark 6's latest predator shape to the rest of the competition?Pricing The Hunter will enter the Australian market at a price of less than $50,000, making it the cheapest PHEV ute to date. The BYD Shark 6’s cheapest pick-up variant starts from $57,900, with the Canon Alpha a small step up at beyond $60,000. The Ford Ranger PHEV has had a recent price cut, with a new entry-level XL variant arriving to slip between the Hunter and Shark 6 at $59,000 drive-away.Engine and efficiency *Driving range figures not provided by Ford Australia but calculated over several CarsGuide road tests once battery had been depleted. Ford Australia has been contacted to obtain driving range figures. The JAC Hunter leads the way for power with 360kW for its 2.0-litre turbo-petrol engine and dual electric motors, with an official torque figure still be revealed.The Shark 6’s 1.5-litre turbo-petrol engine and dual electric motors pumps out 321kW, which betters the 2.0-litre engine and single motor from the Cannon Alpha. GWM’s PHEV ute beats the Shark 6 on torque.A new Shark 6 Performance variant is coming soon with a more powerful 2.0-litre turbocharged four-cylinder engine. It produces total system outputs of 350kW and 700Nm, and boosts towing to 3500kg, but is $5000 more than the Premium version.Ford’s Ranger PHEV has a 2.3-litre unit, producing 207kW - the least power of any of its competitors, despite competitive torque. For the purposes of a consistent comparison, more generous NEDC figures have been used where possible. NEDC testing is generally more lenient than WLTP, so real-world experience may not match up to the numbers. The important fuel efficiency figure is edged out by the Hunter at 1.6L/100km, but the GWM Cannon Alpha is not far behind at 1.7L/100km. The Shark 6 offers fuel efficiency of 2.0L/100km, with the Ford Ranger at 2.9L/100km. While BYD is the only brand to advertise its fuel use figure without a fully charged battery, it highlights the general importance of these utes having the battery charged to achieve low fuel efficiency figures.JAC has confirmed the Hunter will have an electric-only driving range of 100km from its 31kWh battery, with a total range of 1005km. The Shark 6 has a 30kWh battery, with a total driving range of 800km, and an all-electric range of 100km.The Cannon Alpha has a bigger 37kWh unit, boosting range to 1060km total and 115km for electric-only.The Ranger PHEV has a significantly smaller 12kWh battery, offering an all-electric driving range of 49km, according to WLTP standards. This also means it has the least driving range of the four. BYD’s cheapest Shark 6 pick-up variant is the only one of the PHEV utes to not offer 3500kg braked towing capacity, although there is a more expensive performance variant offering this. The Ranger has the most payload in this group, with the Hunter coming in close, followed by the Shark 6 and then the Cannon Alpha.Verdict The JAC Hunter will launch in Australia with the cheapest price for a PHEV ute by some margin, and also comes in with strong performance figures. Ford's recent price cuts make the Ranger Hybrid a more compelling proposition.But the Shark 6 remains the leader of the PHEV ute market, but with more competitors coming, it could be about to change. GWM will release a cheaper, smaller Cannon ute in the coming weeks.Chery is not too far away from launching a diesel PHEV ute, which will add further choice for buyers. 

Denza is a premium sub-brand of BYD and the Denza B5 is best thought of as the BYD Shark 6’s posher, tougher cousin.Where the Shark 6 is a thoroughly competent all-wheel drive ute, well suited to tackling light to moderate off-roading, the B5 is a 4WD wagon with a low-range gear-set on the rear axle and diff locks front and rear.Those stark mechanical differences, as well as a sharply-calibrated off-road traction control system, set the two apart in terms of efficacy in off-road scenarios.But that doesn’t mean the Shark 6 is woeful off-road – it’s not – it’s simply that the B5 is much better.As mentioned, the Denza B5 is a luxury 4WD wagon with 16 drive modes, a low-range gear-set, and twin lockers.The B5 shares the same DMO (Dual Mode Off-road) body-on-frame platform as the Shark 6 and the same 1.5-litre turbocharged four-cylinder plug-in hybrid system paired with dual electric motors, but the B5 is more powerful (425kW/760Nm) compared to the Shark 6 (321kW/650Nm). Note: The updated Shark 6 will have a 2.0-litre turbocharged engine and dual electric motors, claimed to deliver total outputs of 350kW and 700Nm.Those aforementioned mechanical differences – low-range gearing and diff locks (front and rear) on the B5 – make a world of difference when it comes to off-roading and that’s where the B5 has it well and truly over the Shark 6.The Shark 6 doesn’t have 4WD, high- or low-range gearing, or diff-locks. It doesn’t even have a driveshaft connecting the rear wheels.Core differences between the Denza B5 and the BYD Shark 6?The Shark is essentially an all-wheel drive SUV whose off-road performance hinges on electronic traction control. It does not have low- or high-range 4WD and it does not have any locking differentials.It has a single-speed reduction gear/dedicated hybrid transmission (which enables electric-only driving and hybrid operation, switching between modes based on throttle demand and battery level).It also has an all-wheel drive system (split between the front and rear) and Drive modes include Eco, Normal and Sport) and Terrain modes include Sand, Snow, Mud and Mountain.In theory, single-speed reduction gears and off-road traction control systems should be able to somewhat replicate the efficacy of high- and low-range 4WD systems in light to moderate off-roading. In the real world that’s often not the case at all. A single-speed reduction gear approach in a 4WD is mechanically constrained in how much it can do and off-road traction control systems can be slow to act, clunky in application, and not up to the challenges asked of it.But the Shark 6 is effective off-road, as long as it’s driven within the parameters of its capabilities: light to moderate off-road conditions — that is, well-maintained dirt tracks in dry weather; do not take on any ‘4WD/high ground clearance only' tracks, prolonged sand-driving or rock-crawling.The Denza B5 Leopard has a low-range gear-set on its rear axle, and front and rear diff locks. It also has electronic torque vectoring at the front, and well-calibrated off-road traction control.This plug-in hybrid optimises a combination of driver-assist technology – including 16 drive modes with many of those designed for off-road scenarios – and with nicely dialled-in off-road traction control and mechanical diff locks on-board it is formidable in most off-road situations.In action, all of those modes adjust vehicle systems, throttle, and engine output to give the driver the best chance possible of getting safely through every off-road challenge.The Denza is better suited to challenging 4WDing than the Shark 6.Significant flaws in the first-phase Shark 6’s adventure potential include its lack of 4WD gearing and diff locks, and its below-par 2500kg towing capacity.The updated Shark 6 should be getting, at the least, a suspension upgrade and a full-blown software update — that delivers an off-road traction control system capable of replicating as closely as possible the workings of low-range gearing and diff locks.Alas, it’s not getting those things.However, it will get a gutsier 2.0-litre engine (with outputs of 350kW/700Nm, compared to the current 1.5-litre engine, with outputs of 321kW/650Nm) and a towing upgrade to 3500kg.So, that’s something.The Shark 6 was the best-selling PHEV in 2025, and it continues to sell well. Its core market is likely those who don’t want a hard-core 4WD but rather a vehicle that, as standard, is very effective in light to moderate off-roading and works as a comfortable (for a ute) daily driver.And, if that’s the case, it excels.And it can be easily improved.If you already own a BYD Shark 6 and you want to improve its off-road performance, replace the standard tyres – Continental CrossContact All Terrain (265/65R18) – with a set of more aggressive all-terrains. Hey, bloody presto! You’ve instantly made this light-duty AWD better.Ultimately, the Denza B5 is the better option if challenging off-road adventures are your goal – it’s premium-plush, sure, but it’s also capable of much more in the dirt than the BYD Shark 6.The extra cash you’ll spend buying a B5 ($74,990*, excluding on-road costs, for the base-spec variant) rather than a Shark ($57,990*, excluding on-road costs) equates to greater peace of mind if you’re heading out bush or along a (legally drivable) beach. (* Price correct at time of writing.)