2025 GWM Cannon Lux vs JAC T9 vs Mitsubishi Triton GLX-R Comparison
But what if you're looking for a bit more value from your next truck? Things don't seem to be 'back on track' economically as the Prime CEO promised. So finding a good deal on a new truck this year could have people looking to spend less.
At the value end of the market two 4×4 double-cab utes landed with price tags in the forties yet they are hardly stripped back to the basics. In fact, they are both well outfitted. The JAC T9 is one them, a new nameplate to the market, arriving as a single, well-specified double-cab offering. Another from China is the reworked GWM Cannon that lands with a very sharp price. Are these two up to challenging one of the best-selling utes though? We brought along the Mitsubishi Triton to test their mettle.
Leading the price blitz is the Cannon, at $43,490. The T9 is $49,990 and in order to match the specification of these two, the Triton we have is the GLX-R 4×4 priced at $53,990.
These have most of what is required for modern motoring with smart key operation, a charge pad, some USB charge points, Bluetooth, CarPlay and Android Auto while the Mitsubishi adds sat nav to the list. Each has a parking camera and five-star safety with seven air bags (eight in the Mitsi). They have the requisite driver aids, some more annoying than others, and adaptive cruise. JAC adds a little luxury with a quilted leatherette interior and heated seats.
GWM has the best warranty at seven years and unlimited kays, the JAC's is five years/200,000km while Triton is covered for five years/130,000km. So these are well matched on the spec front but you'll note GWM's sharp pricing.
The Triton has the best powertrain. Its 2.4 makes 150kW and 470Nm at 1500-2750rpm and is delivered more readily thanks to the twin-turbo set-up. It might only have a six-speed auto but it manages its cogs better, sorting the ratios quicker and more smartly than the others here.
The GWM's new 2.4 makes 135kW and 480Nm of torque. It ramps up smartly too, on from 1500rpm. Cannon has a nine-gear auto, which is a smooth operator but sometimes isn't quick enough in sorting the right gear, getting caught out on when you need to get going again.
The JAC's 2.0-litre makes 125kW and 410Nm at 1500-2500rpm, matched to an eight-speed auto. It's not as responsive however with more lag than the others but is strong through the midrange. The auto is smooth and quick to upshift, but reluctant to kick down, making it feel less energetic. It isn't quite as brisk as the other two, as you can see from the figures in the spec box.
Triton is rated at 8.8L/100km, T9 at 8.4 and Cannon at 9.6 (all figures from Rightcar). And in the real world, they are all between nine and 10L/100km. The Triton is Euro 6 compliant with the others Euro 5.
As to capability, the Cannon and Triton come with a 3.5 tonne braked tow rating, the JAC recently upgraded to a 3.2 tonne rating. On payload, the Triton can tote 1095kg, the JAC 1045kg and the Cannon 995kg.
Mitsubishi has the most sorted ride on road. It's free of the jiggle you get with the Cannon, and while the Jac is pretty cushy, it lacks the control of the Triton. The Mitsi is fitted with the most component dampers when it comes to absorbing bumps and maintaining composure. Cannon has a large turning circle, whereas the Triton and JAC are more manageable.
The Triton also has superior steering, better assisted and with more of a connection. Both the JAC and GWM are overly light (even when the steering is set to 'Sport') with less road feel.
No surprise then that the Triton feels the best in the bends, although as each has the same tyre spec, ultimate stick is quite even. The more softly sprung JAC rolls more, especially at the rear, the Cannon bringing better manners but overall the Mitis has the better roll and bump control.
Through the paddocks, the T9 is quite settled over the lumps, with the most travel. The Triton feels a bit firm, and runs out of travel on the bigger bumps while the GWM feels even bouncier on the rough terrain.
Each has a slightly different 4×4 set-up. The JAC has the usual 2H, 4H and 4L settings while the Cannon runs an on-demand system, meaning the rears have to momentarily slip before torque is fed to the front. It's a bit snatchy at times. The Triton has four settings; 2H and 4H, the latter an auto mode, as well as a 4HL setting with a locked centre diff for slippery trails, and 4L.
The Cannon's on-demand system made harder work of the mild obstacles we faced on the farm; it's harder to be smooth when slow and steady progress is required. Each has a diff lock helping them ease up on to the stump. The JAC has the most clearance at the front, the Triton the least, although the Mitsubishi's 4×4 driveline made easier work of it all.
Each has myriad driver aids, all necessary to gain top marks in crash tests. But they can be annoying too. There is no driver monitor in the Cannon, but you'll want to disable the lane keeping. It jerks you about on the motorway while also deciding to take over the steering with evasive manoeuvres at times. The active cruise likes to keep a big gap to the traffic in front and is quite noisy in operation.
The Triton's drive monitor does not like you wearing sunglasses, but is okay when you're not. Otherwise its safety features lay in the background, the lane keeping okay in action.
The JAC goes in for overkill, bonging heaps with overspeed warnings and constant prompts to remain vigilant while driving. The lane keeping is trigger happy too. However, the active cruise with lane centring works alright on motorway.
The Triton has the best comfort and support behind the wheel. Like the Cannon, you'll have to manually adjust the seat, no biggie really. We prefer the cloth trim to the vinyl of the Cannon (sweat inducing), and while the T9 gains heating elements and electrics, the seat adjustment is limited. The flexibility at the wheel is restricted too, moving only up and down.
Some bits feel flimsy in the JAC's interior, like the fuel cap release lever and 4×4 switch. The JAC's cruise refused to work one day, then was fine the next, and the radio had a mind of its own, randomly changing stations. The interior detailing is flashy, the shiny bits reflecting the sun harshly. It has the largest screen, which is good for the surround view camera, though it's also hampered by reflection. The 150W three-pin plug in the back might come in handy.
The GWM is well made, and nicely finished. It's the most modern looking, with the most soft touch points too. Like the others, storage is okay, although its cup holders are a little small. The central display has a widescreen format with a vibrant resolution and quick response, though some of the soft buttons are too small. Its reversing camera is complemented by a side view feature.
Some of the finishing in the Triton is to a price point, the carpet thin for instance, the softer touchpoints applied sparingly. But it's screwed together well. It's a little quaint with its analogue dials and smaller screen but, wouldn't you know, it's the easiest to fathom. A few knobs and buttons make for easier operations, the main screen is essentially an infotainment interface and it's the only one with sat nav. The manual handbrake will be appreciated by the farm hands in the paddock.
Triton also has a smidge more legroom in the rear but there's not much between them back there. All have Isofix points, but the Triton lacks USB outlets while the GWM alone lets you flip the seat up if you have stuff to store in the cabin.
The triton is the best ute here, but also the most expensive. in times where every dollar counts, the $10k difference between this and the Cannon is harder to overlook.
At the business end, the Chinese crew run with bigger trays. The Cannon's is 20mm longer than the T9's at 1540mm, and is wider at both the tailgate (1410mm v 1350mm) and between the arches (1180mm v 1140mm). With its drop-in tray liner in place, the Triton measured up at 1420mm long, 1340mm wide at the tailgate and 1100mm between the arches. None has a bumper step to help you up into the tray. The JAC's extended sports bar makes it even harder to retrieve stuff from the side of the tub, and only the Cannon has a soft opening and easy closing action. The T9 and Cannon both come with a spray-in liner, the JAC's covering the tops of the welllside too. Each has four tiedown points.
The Triton is the best ute here, but also the most expensive. In times where every dollar counts, the $10k difference between this and the Cannon is harder to overlook. It represents a big step forward for the GWM brand, goes well, with the right capabilities and it's great value. The T9, not being all new (only new to our market) shows its age against these too, dating back to 2020. It has a strong spec, and its solid underpinnings go well off road, but it has a few too many irksome traits. So go Triton if the extra spend isn't an issue, or the GWM if it is, knowing it's a solid offering at the price.
GWM Cannon Lux$43,490 / 8.4L/100km / 221g/km
0-100 km/h 10.12
80-120 km/h 8.54s (241m)
100-0 km/h 37.45m
Speedo error 97 at an indicated 100km/h
Ambient cabin noise 70.4dB@100km/h
Engine 2370cc / IL4 / TDI
Max power 135kW@3600rpm
Max torque 480Nm@1500-2500rpm
Drivetrain 9-speed auto / on-demand AWD
Front suspension Wishbones / sway bar
Rear suspension Solid axle/leaf springs
Turning circle 13.1m (3.1 turns)
Front brakes Ventilated discs
Rear brakes Discs
Stability systems ABS, ESP
Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size f/r-265/60R18
Wheelbase 3230mm
L/W/H 5416 / 1947 / 1884mm
Track f-1580mm r-1580mm
Fuel capacity 78L
Tow rating 750kg (3500kg braked)
Service intervals 12 months / 15,000km
Warranty 7yrs / unlimited km
ANCAP rating ★★★★★ (2021)
Weight (claimed) 2230kg
JAC T9$49,990 / 8.4L/100km / 221g/km
0-100 km/h 12.37s
80-120 km/h 9.66s (275m)
100-0 km/h 37.90m
Speedo error 97 at an indicated 100km/h
Ambient cabin noise 65.5dB@100km/h
Engine 1999cc / IL4 / TDI
Max power 125kW@3600rpm
Max torque 410Nm@1500-2500rpm
Drivetrain 8-speed auto / switchable 4×4
Front suspension Wishbones / swaybar
Rear suspension Solid axle/leaf springs
Turning circle 12.4m (3.1 turns)
Front brakes Ventilated discs
Rear brakes Discs
Stability systems ABS, ESP
Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size f/r-265/60R18
Wheelbase 3110mm
L/W/H 5330 / 1965 / 1920mm
Track f-1610mm r-1610mm
Fuel capacity 76L
Tow rating 750kg (3000kg braked)
Service intervals 12 months / 15,000km
Warranty 5yrs / 200,000 km
ANCAP rating ★★★★★ (2024)
Weight (claimed) 2055kg
Mitsubishi Triton GLX-R 4×4$53,990 / 8.8L/100km / 233g/km
0-100 km/h 9.62s
80-120 km/h 7.42s (211m)
100-0 km/h 38.87m
Speedo error 97 at an indicated 100km/h
Ambient cabin noise 71.0dB@100km/h
Engine 2442cc / IL4 / TDI
Max power 150kW@3500rpm
Max torque 470Nm@1500-2750rpm
Drivetrain 6-speed auto / switchable 4×4
Front suspension Wishbones / sway bar
Rear suspension Solid axle
Turning circle 12.4m (3.2 turns)
Front brakes Ventilated discs
Rear brakes Drum
Stability systems ABS, ESP, TV
Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size 265/60R18
Wheelbase 3130mm
L/W/H 5320 / 1930 / 1815mm
Track f-1570mm r-1565mm
Fuel capacity 75L
Tow rating 750kg (3500kg braked)
Service intervals 12 months / 15,000km
Warranty 5yrs / 130,000km
ANCAP rating ★★★★★ (2024)
Weight (claimed) 2125kg
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NZ Autocar
3 days ago
- NZ Autocar
2025 GWM Haval H6 HEV Ultra vs KIA Sportage HEV Light AWD vs Toyota RAV4 GX Hybrid Review
Kiwis go gangbusters on medium SUVs. Here we compare a trio of them, all hybrids, all originating from a different country. One is a best seller, the others recent updates. The medium SUV area is groaning with entrants, many newcomers from China. And with hybrids on the ascendancy, the time for a comparison seemed ripe. The latest one we drove was the facelifted version of GWM's H6, a hybrid, the $45,990 Ultra being a front-driver. For the purposes of comparison, we chose another recent facelift out of Korea, Kia's Sportage Light HEV AWD, a model that costs $54,990. It is essentially the entry-level hybrid AWD Sportage. The same model can be had in 2WD guise for $49,990. And because it's the biggest seller in New Zealand for 2025 a RAV4 hybrid came along for the ride. In this case, a GX AWD (like all RAV4s) at $48,790 drive away. Not an exact like-for-like comparison but close enough. Medium SUVs are the workhorses of New Zealand families and with such huge ranges (literally and figuratively – each can roam for nearly 1000km to a tank), there's generally something for almost everyone. All three of these are worthy, there's no loser. But one has to come in at number three and it's the RAV4. Third: Old'un but a good'un The fifth-gen RAV4 has been around since 2019 and within a year will be replaced by the next generation. Up against two facelifted modern medium SUVs, the RAV4 looks a bit glum with its upside down grille and is also slightly smaller. It is 4600mm long by 1855mm wide and 1705kg in weight. The GWM is 4703×1886 and weighs 1720kg despite being front drive only. Meantime, the Kia is 4685x1865mm and weighs in at 1762kg. Step inside RAV4 and you're greeted with analogue instruments and a small central screen where the others have a full digital set-up. The RAV4 sports a gearstick too, where the others have a rotary dial or wand on the right side of the steering column. So far so not good for RAV4. But go for a drive, and it is so much better than its dated looks might have you think. It was an eye-opener when it arrived and it is still relevant now, AWD giving it confidence. It has the best ride here, absorptive, plush, quiet and those tall sidewalls also makes the road rumble over chipseal less obvious. Toyota mixes that fine ride with impressive handling creds. This is so predictable, sticks well in the bends and is most unlikely to get anyone into trouble. It has the most analogue steering too, a natural feel to the helm. Performance we'd rate as entirely adequate. They're actually all much of a muchness for straight-line speed. The Toyota has easily the biggest engine, a lean-burn 2.5L mill aided by a couple of electric motors for an overall output of 163kW. You're looking at 7.85sec to hit 100, an overtake dusted in 5.4sec. It's comfortably fast enough. RAV4 has the best brakes of the trio too, both for feel and performance (35m vs 40m for Haval, 37m for Kia). And it is also really decent on fuel use, despite that much bigger engine. Clearly you don't need a lithium-ion battery to achieve this; NiMH for this old timer. So fuel use (rightcar 5.3 overall) was as good as the others, often in the mid5s, a worst of 7.7 and occasionally in the high fours. In part you can put that down to its e-CVT. Sportier drivers moan about these. But most people really like the way they take off on a moderate throttle and then allow the engine to kick back and use less gas when cruising. They certainly have their place. You can EV on the flat in this for a bit too, not quite as much as with the others. On the luggage front this rates at 542L vs 560L for the H6 and 586L for the Kia, again similar. But rear seat legroom is a bit tighter in the RAV4. Because the central screen is for infotainment and reversing images, changing ADAS settings is done in the instrument cluster. Honestly, it's almost harder to do than in the others. That said, there's a button to turn off lane keeping which is simplicity itself. And this has an actual volume control, always welcome. Moreover, traffic sign recognition doesn't bong at you. So yes, we can see why this has been so popular and continues to be. It really only rates third here because of its age. Second: Value leader GWM H6 HEV This H6 HEV comes in second because it offers so much spec for the price. Moreover, you can spend $3k less and buy the Lux version at $42,990 if the budget's tight. This comes with powered, heated and vented seats, a Qi charger, wireless phone hook-up, an electric fifth door, a panoramic sunroof, full pleather upholstery, a 360-degree monitor and 19-inch alloys (the others are on 17s). There's even a head-up display and a heated steering wheel. Lots of surprise and delight features then. What you don't get, though, is all-wheel drive. If you really need that you will have to look to the H6 GT line-up which costs $10k more. However, that's also a PHEV. Some will think the extra is worth it. This really takes some time to learn how to run. The bleating of the traffic sign recognition means submenu delving at each start up. Not helping with familiarity are tiny icons on the steering wheel. And drive modes in the H6 are buried three submenus down. Activate or nix cruise control and the hired help informs you, which is so unnecessary. And then it leaves about five car lengths between you and the next vehicle for everyone to pile into. Two-step indicator action I find annoying. This H6 is a facelifted model with a carryover powertrain. It comprises a 130kW/300Nm motor allied to a 1.5T 110kW/230Nm engine, for overall system power of 179kW and 530Nm. Its hybrid battery is a 1.8kWh lithium ion unit. Overall fuel use is rated at 5.2 but rightcar says 5.8L/100km. Changes to the exterior include a new grille and lights, while the interior is more luxe than before, gaining a 14.6-inch multimedia screen. There's also a shifter up on the right side of the steering column, freeing up space in the centre console. This performs pretty well. It slurps fuel at the rightcar level of 5.8L/100km if you're on the motorway using cruise. It's of the 91 variety too. Later on it was resolutely in the sixes. Range is impressive, the DTE showing 1000km from a 61L tank. We drove it for a week and returned it with over half a tank left. Same for the other two actually. It goes pretty hard too, though at times the two power sources don't blend ideally. Blame turbo lag for that. But there's plenty of action when both are working together. However, regen is a bit undercooked, even on high, and ditto one-pedal driving. Moreover, a best emergency stop of 40.32m is not great. Ride and handling are pretty decent here, taking into account this is front-wheel drive versus the AWD status of the other two. It scrabbles a bit off the line as the torque of the motor kicks in, and pushes on into understeer earlier than the others. We noted occasional suspension thump-bump too, but its ride quality is good, at the slight expense of body control. Still, in a family cruiser an accommodating ride is appreciated. A few frustrations aside, most of which you get used to, the H6 HEV Ultra is a good machine. Both this and the RAV4, by the by, offer towing capacities of 750kg unbraked, 1500kg braked. The Kia manages 1900kg braked. RAV4 is the only one with a real spare, a full-sized one at that. First: Modern sensible Kia Sportage Sometimes you pay a bit more and reap the rewards. That's only partly the case here. Certainly the H6 HEV beats Sportage on the spec front. Kia doesn't call it the Light HEV for nothing. But this has modernity and style that almost eludes the others, along with sensibility and thoughtfulness. Little things matter, like siting the stop/start button where you can see it and having shortcuts to silence annoying chimes. In the facelift there's more interior space thanks to a wheelbase stretch. Figure on 586L of cargo space, quickly expanding to 1872 litres with middle seats locked away. There are now six hybrid models in the seven-strong Sportage range. All come with dual-zone climate control but our car had no heated seats, and no Qi charger. The pews are cloth covered and manually operated. So is the tailgate. For parking, just guidelines, no surround monitor. But the resolution from the 12.3-inch screen is brill. Powering most Sportage models is the Smartstream Hybrid offering output of 169kW and 350Nm. Its motor brings 44kW and an unspecified amount of torque to the party. On the wheel is a mode button. Along with Eco, Sport and Individual, there are various off-road settings. More useful are the paddles for different regen levels. Use these and you seldom need to brake. They regen the 1.5kWh battery pack. Safety systems include seven airbags, and Forward Collision Avoidance Assist with Junction View. It scans for vehicles at intersections. This also has adaptive cruise which works well, and camera images when indicating. Safe Exit Warning, self explanatory, is handy too. Upon entering, this is similar to the Tucson hybrid we drove a wee while ago, only there's way less spec. But the Tucson was $72k. This is $55k. In the Tucson you can turn off the overspeed warning quickly via a shortcut button. This is simpler still; just push and hold the mute button and traffic sign recognition merely flashes at you instead. Then there's just the chiming of lane keeping, easily nixed, and we left the single bleep indicating change of speed zone on. Afterwards, there's the low level thrum of the engine. A quiet car then, with not much road rumble. As it should be for a family conveyance. It's roomy too, though not clearly bigger than the H6. This handily takes three in the rear, like the Haval, while the boot is the biggest by a small amount. On the go, fuel use quickly falls to the low sixes, with 5.9 the claim (rightcar agrees). During everyday use in or out of town you'd expect fuel use in the fives and sixes. The default Eco mode is not only quite efficient but more than responsive enough. This EVs on almost all downhills, and often on the flat at speeds under 100km/h. On the performance front, a 0-100 is dispatched in 7.6sec, and an optimised overtake requires a little under 5sec. It's the quickest of this bunch, despite having a six-speed auto rather than a CVT. It seems to take off in EV mode each time, nice for a quiet early morning getaway. But like the others, that never lasts long. And the ride is typically Kia too, sufficiently controlling and amenably compliant. Handling is equally sorted, confident in that AWD way. Just right for Antipodean conditions then. The style does it for us too, the best of this trio. We're talking as much inside as out, the widescreen set-up well delivered. There are a few more hard plastics than expected but they're not so obvious. Some final thoughts Overall, the oldest (RAV) and best value (H6) were surprisingly impressive, and so too Sportage, despite being the most expensive and not the best specified. Certainly there are no losers; each brings something worthwhile to the table. And that just goes to show how competitive this class has become. To answer our original question though, currently it's Kia. GWM Haval H6 HEV Ultra $45,990 / 5.2L/100km / 120g/km 0-100 km/h 8.02s 80-120 km/h 5.31s (151m) 100-0 km/h 40.32m Speedo error 97 at an indicated 100km/h Ambient cabin noise 70.6dB@100km/h Engine 1499cc / IL4 / T / DI Max power 110kW@5500-6000rpm Max torque 230Nm@1500-4000rpm Motor output 130kW/300Nm Hybrid System Output 179kW / 530Nm Drivetrain 2-speed auto / FWD Front suspension Mac strrut/sway bar Rear suspension Multilink / sway bar Turning circle 11.9m (2.75 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-225/55R19 Wheelbase 2738mm L/W/H 4703 / 1886 / 1730mm Track f-1631mm r-1640mm Fuel capacity 61L Luggage capacity 560-1445L Tow rating 750kg (1500kg Braked) Service intervals 12 months / 15,000km Warranty 7yrs / unlimited km ANCAP rating ★★★★★ (2022) Weight (claimed) 1720kg Kia Sportage HEV Light AWD $54,990 / 5.9L/100km / 134g/km 0-100 km/h 7.53s 80-120 km/h 4.81s (134.7m) 100-0 km/h 37.3m Speedo error 96 at an indicated 100km/h Ambient cabin noise 70.6dB@100km/h Engine 1598cc / IL4 / T / DI Max power 132kW@5500rpm Max torque 265Nm@1500-4500rpm Motor output 44kW Hybrid System Output 109kW / 350Nm Drivetrain 6-speed auto / AWD Front suspension Mac strut / sway bar Rear suspension Multilink / sway bar Turning circle 11.76m (2.5 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-235/65R17 Wheelbase 2755mm L/W/H 4685 / 1865 / 1627mm Track f-1627mm r-1622mm Fuel capacity 52L Luggage capacity 586-1872L Tow rating 750kg (1900kg Braked) Service intervals 12 months / 15,000km Scheduled servicing 3yrs / 45,000km Warranty 7yrs / 150,000 ANCAP rating ★★★★★ (2022) Weight (claimed) 1762kg Toyota RAV4 GX Hybrid $48,790 / 5.3L/100km / 121g/km 0-100 km/h 7.85s 80-120 km/h 5.40s (156m) 100-0 km/h 35.02m Speedo error 97 at an indicated 100km/h Ambient cabin noise 69.8dB@100km/h Engine 2494cc / IL4 / DI Max power 131kW@5700rpm Max torque 221Nm@3600-5200rpm Motor output 88kW/202Nm 40kW/121Nm Hybrid System Output 163kW Drivetrain e-CVT / AWD Front suspension Mac strut / sway bar Rear suspension Wishbones / sway bar Turning circle 11.0m (2.7 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-225/65R17 Wheelbase 2690mm L/W/H 4600 / 1855 / 1685mm Track f-1605mm r-1625mm Fuel capacity 55L Luggage capacity 542-1690L Tow rating 750kg (1500kg Braked) Service intervals 12 months / 15,000km Warranty 5yrs / 150,000 km ANCAP rating ★★★★★ (2019) Weight (claimed) 1705kg
NZ Autocar
10-08-2025
- NZ Autocar
2025 BYD Shark 6 vs GWM Cannon Alpha Lux PHEV Review
Mud plugging is more synonymous with utes than plugging in but the times they are a changing. You can now get plug-in hybrid double cabs with decent electric range, a new example being GWM's Cannon Alpha PHEV. Is it good enough to upset BYD's Shark 6? There has been a bit of hoopla surrounding hybrid utes lately. Toyota made quite a thing about introducing a hybrid Hilux last year but that was a mild affair. GWM was the first to introduce a high-voltage hybrid ute with its Cannon Alpha HEV but that missed the mark. But they haven't given up, recently launching a Cannon Alpha PHEV that could give the brand a boost here. One plug-in hybrid ute that is doing the business is the BYD Shark 6. We thought pretty highly of this and it seems so does the buying public. Shark was the third-best selling ute last month, spurred on by Fieldays action, though remember it has just one, high-spec model to hawk. If BYD can maintain the momentum, it's on course for a top three finish in the commercial race behind Hilux and Ranger. Not bad going at all. But will the arrival of the Cannon Alpha PHEV impede that sales impetus? The Alpha range includes good old diesel power, starting at $55k. They still have an HEV version too at $69k (though on special until October for $63k). The Lux PHEV lists for $69,990 though currently GWM is matching BYD's $5k Fieldays discount, bringing the price to $64,990. The up-spec Ultra is $72k with the discount. There's just one Shark 6 variant priced at $69,990, though subject to a $5k discount at present. Unique underneath While both are plug-in hybrids, they are quite different. The Shark is a series hybrid, operating like an EV while its 1.5T engine is used primarily to power a generator, making electrons for the battery. It has an electric motor on each axle to deliver 321kW and 650Nm. There is no multi-speed transmission, or mechanical connection between the axles. The GWM runs a parallel type set-up, with a 180kW/380Nm 2.0-litre turbopetrol working with a 120kW/400Nm motor that resides in the nine-speed auto's housing. GWM quotes a total output of 300kW and 750Nm which flows to the rears the same way it would in the ICE-powered Alpha. The PHEV also utilises a torque-on-demand 4WD system, to ensure the outputs stick. The plug-in status allows GWM to quote fuel consumption at 1.7L/100km and BYD 2.0L/100km. Actual consumption varies depending on how fastidious you are at plugging in. Both have body on frame construction, but the Shark has independent, coil suspension front and rear, the Alpha sticking with the usual solid axle out back, but gains coil springs. The BYD has a 29.6kWh battery pack that is said to give a 100km EV range (NEDC) before it will switch to hybrid mode. The GWM has a 37kWh battery for 115km. The reality is a bit different however, with the Shark good for around 80km, while we managed to get 89km from the Cannon Alpha. You will want to ensure these are charged each night to minimise your fuel use. Once in hybrid mode, they both start to drink, the Shark 6 hovering around the high-nine mark for city driving, the Cannon nudging up to 15! Given the size of the batteries, you're not going to get a full recharge overnight using a portable 2kW charger, meaning you might have to factor in a wallbox system. Both can accept DC charge, the GWM up to 50kW, the Shark 6 55kW. How do they go? The GWM's PHEV electric operation is okay, with enough power to get along in traffic, and a reasonable regen operation. Though anytime you require real acceleration, expect the engine to fire into action. When operating in hybrid mode, the blending of the power sources is better than we remember the HEV being. But it never feels like you are getting 750Nm of torque delivered. And there can be a delay in the action when getting away before it's really into its stride. There is the odd shunt from the driveline too, while it can take too long engaging the drive when switching between D and R. Neither are things you'll experience in the Shark. The BYD's power delivery is quick and smooth, refined and powerful. Like the GWM, you can adjust the steering weight, brake response and regen, though more of the latter would be good in its 'high' setting. It has a better creep function than the GWM, and better brake action at parking speeds. The Shark's ride is slightly jittery compared with the Cannon Alpha's, which has a polished progress. Both of these are monsters come time to manoeuvre around town, with 13m turning circles and each is close to 5.5m long. Both have plentiful driver assist functions, some of which you'll want to get rid of. The GWM was sounding off after just 50m behind the wheel, but thankfully we managed to permanently mute much of it. The BYD's speed warning is pretty insistent and its driver monitor is more vigilant. But its lane keeping is more tolerable than the GWM's, and adaptive cruise is better too (just not the assisted mode). Shark better on road Through a few bends, the Cannon's powertrain responds well enough, more so in Sport mode, where the trans shifts a little more enthusiastically. But again, it never feels like you have 750Nm of torque at your disposal. Although, we noted the performance remains consistent, even with the battery right down low. There's not a lot happening at the wheel but you get just enough back to know what's going on below. It holds on okay at both ends, the rear with a touch of roll at times which is probably due to the battery positioning. The ride remains civil at highway speeds too; it's actually quite good unladen. Its brakes remain a bit spongy under the pump though. The Shark 6 drives better for sure. It steers more accurately with more connection, while it has better balance and roll control. The brakes are superior in action as well. Its unladen ride is a little more settled at speed, but not as calm as the Cannon's. The motors deliver a good surge of power, with no lag in the response. It's a good idea to set the battery save mode to 50 per cent if heading out rurally to ensure consistent performance. Once down around the 15 per cent mark, the power really drops off. If it matters, the Shark is quicker, with a 0-100 of 6.3sec, a second ahead of the Cannon Alpha on both of our performance measures. Capable though? The Shark has a whopper of a tray, measuring 1520mm long and is 1360mm wide at the tailgate and 1200mm between the arches. You might notice a slight issue with the Cannon, that spare wheel eating into the load capacity. There's no room for it underneath (where you'll find the Shark's spare) due to the siting of the battery, which is perched up above the rear axle. That sees a slight rise in the deck floor too. The Alpha's tray is the same length as the Shark's (and is slightly wider at the tailgate) but it's only 1060mm wide with that spare wheel in place, and is 80mm narrower at the arches. As to payload, the Cannon PHEV is rated at 685kg while the Shark 6 has the ability to haul up to 790kg. The Shark's V2L outlets are handily integrated into the side of the tray, whereas the Cannon has an adapter that needs to be plugged into the charge port. Neither is easily converted from wellside to a flatdeck due to the electrical bits, though BYD says it has cab chassis variants (including single cab options) coming next year. If towing is important, you'll lean toward the Cannon PHEV with its 3500kg braked rating. This is one of the pros of its drivetrain type. The Shark 6 can tow, and does so quite well but is rated to 2500kg braked. And with a 350kg down load rating, the Cannon's hitch can take 100kg more than the Shark. The other area the Cannon Alpha PHEV beats the Shark 6 is off road. Its conventional solid rear axle gives it superior wheel articulation. It also has a locking rear diff (the Ultra adds another up front) and a low range. GWM has better clearance at 210mm, though only by 10mm, and a better rampover angle, but the Shark has superior approach and departure angles. The Shark 6 only has a few traction control settings to help it off road. It struggles for traction when its wheels are on differing surfaces, or unloaded. They spin all too easily as they scramble for grip. We would have thought the traction control could sort it more efficiently. A brief drive on gravel reaffirms the Cannon Alpha's superior ride quality and ability to isolate bumps, where those big potholes and corrugations send more of a wobble through the Shark's cabin. Loaded of course Typical of Chinese origin vehicles, they have a hefty list of kit. Without going into all the details, the Shark is better outfitted; you'd need to upgrade to the Alpha Ultra to match it. Though we reckon you'd get by with what the Lux offers; it's comprehensively equipped as well. The Shark's cabin sure is a nice place to be. The seats are SUV quality, form fitting and well trimmed. It's well made, with few hard plastics about. It reinforces the Shark's lifestyle vibe; you don't want to jump on board in grubby overalls. The GWM is also nicely constructed, though not quite as premium. It has a more conventional layout, though the Shark isn't too tricky to be fair. Both have a smattering of buttons, though most aspects are controlled via the screen. Shark's big display is vibrant and more feature-packed (the kids loved the Karaoke app) but larger touch points would be appreciated. Both have good surround-view cameras and the voice assistant can prove helpful at times. They each have a roomy back row with a comfortable bench. The BYD has a three-pin plug back there and some USBs, its flat floor giving better legroom for everyone. Which one is up to you Given their differences, what you use your ute for will determine which one you buy. If you genuinely need the extra tow and off-road ability, well it's got to be the Cannon Alpha. If it's an SUV with a tray you're after, the Shark 6 would get our money. BYD Shark 6 $69,990 / 2.0L/100km / 46g/km 0-100 km/h 6.31s 80-120 km/h 4.07 (115m) 100-0 km/h 41.07m Speedo error 97 at an indicated 100km/h Ambient cabin noise 69.8dB@100km/h Engine 1498cc / IL4 / T / DI Max power 135kW Max torque 260Nm Motor output f-170kW / 310Nm / r-150kW / 340Nm Battery 29.58kWh EV Range 100km Hybrid System Output 321kW / 650Nm Drivetrain Single speed auto / e-AWD Front suspension Wishbones Rear suspension Wishbones Turning circle 13.5m (3.5 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-265/65R18 Wheelbase 3260mm L/W/H 5457 / 1971 / 1925mm Track f-1660mm r-1660mm Fuel capacity 60L Payload 790kg Tow rating 750kg (2500kg braked) Service intervals 12 months / 20,000km Warranty 6yrs / 150,000km ANCAP rating ★★★★★ (2024) Weight (claimed) 2710kg GWM Cannon Alpha LUX PHEV $69,990 / 1.7L/100km / 39g/km 0-100 km/h 7.25s 80-120 km/h 5.09s (143m) 100-0 km/h 41.98m Speedo error 96 at an indicated 100km/h Ambient cabin noise 70.0dB@100km/h Engine 1998cc / IL4 / T / DI Max power 180kW Max torque 380Nm Motor output 120kW / 400Nm Battery 37.1kWh EV Range 115km Hybrid System Output 300kW / 750Nm Drivetrain 9-speed auto / on-demand AWD Front suspension Wishbones / sway bar Rear suspension Solid axle Turning circle 13.0m (2.7 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-265/60R18 Wheelbase 3350mm L/W/H 5445 / 1991 / 1924mm Track f-1650mm r-1650mm Fuel capacity 75L Payload 685kg Tow rating 750kg (3500kg braked) Service intervals 12 months / 15,000km Warranty 7yrs / unlimited km ANCAP rating ★★★★★ (2024) Weight (claimed) 2810kg
NZ Autocar
08-08-2025
- NZ Autocar
GWM expands Haval H6 range with two PHEVs
Building on the recently launched H6 range, two new electrified variants will join the line-up soon. Both feature a plug-in hybrid (PHEV) powertrain and are available in the Ultra grade only. There are 2WD and AWD configurations. The Ultra PHEV 2WD is priced from $50,990 plus ORCs. Meantime, the range-topping Ultra PHEV AWD is available from $53,990 plus on roads. These new models deliver over 100km of electric driving capability. PHEV hybrid efficiency is in the 1.0L/100km bracket. Moreover, with petrol and electric powertrains, they are capable of genuinely brisk performance. Both Ultra PHEV models feature a high-output 1.5-litre turbocharged petrol engine. It mates with dual electric motors. The combined system output is 240kW/540Nm in the 2WD version and 268kW/760Nm in the AWD. The latter gets GWM's advanced Hi4 (Hybrid Intelligent 4WD) system. It is can evidently complete a 0-100 run in 4.8sec while overall fuel consumption is a stated 1.0L/100km (2WD) and 1.1L/100km for the AWD (NEDC figures). Haval says that the electric range is up to 106km (2WD) and 100km (AWD), useful for most of an urban working week, with a top up on day two or three. That's thanks to a 19kWh LFP battery pack. Both PHEV variants come with a CCS2 charging port and they can DC fast charge from 30–80 per cent in under 30 minutes. he specification of the Ultra PHEV models mirrors the top-tier equipment found across the H6 Ultra range. It includes a14.6-inch touchscreen with wireless smartphone integration, a panoramic sunroof, heated and ventilated front seats, a 360-degree surround view camera and a full suite of active safety features. The customer can choose between black or cream leather-accented interior trim. The new Haval H6 PHEV range comes with a seven-year unlimited kilometre vehicle warranty, eight-year unlimited kilometre battery warranty and five years of roadside assistance. The Haval H6 Ultra PHEV range is available to order now through GWM's authorised New Zealand dealer network.
