WHY the Shark FAILED our towing test & a 12% gradient limit?!

[@MotoGuzziMoto]

Paul, the best thing you can do is load the Shark 6 with a 2500kg trailer, max out the GCM, and take it up the steep hills you were talking about. Parmerstan Highway has 2.2kms that is steeper than 10%, but is that long enough to create a problem? What if the speed was reduced to say 40kph to reduce drag? Or how about the South East Freeway out of Adelaide (8.6kms at 4.8%) or Greenmount Hill in Perth (4% average for 1.5kms and over 10% for 100m)? These are tough hills and any reasonable driver of the Shark 6 would ensure they were fully charged before tackling them. They would not pull out after a night on the turps and hit this type of hill with an empty charge. And for comparison, load up a diesel ute (around the same price) with the same load and see how that compares. Surely that is a fairer test because both are then within their legal (and logical) limit.

[@matt09ward]

He won't though. He seems determined to make it fail. There's been multiple issues with his testing methodology in each video

[@mondotv4216]

@@matt09wardHe's not determined to make it fail. He used the word *fail* as clickbait and fair enough - that's what YT channels survive on - clicks. He describes it as an edge case in the video. He says the hysteria is unwarranted. He's right because it's not even really an edge case - it's a comparison test. More concerning is the excerpt from the manual which says towing is limited to a 12% gradient. That is a *fail* in my book. Because they are marketing this as a recreational tow vehicle but if we believe the manual it's unsuitable for long distance towing (because for those doing the "loop" you simply can't avoid stretches over 12%). BYD needs to clarify that or I think there'll be a class action in their future - putting a disclaimer buried in the manual is not a get out of jail free card.

[@matt09ward]

@ apparently the Ford Ranger also states 12 degrees... It's apparently a universal standard.

[@jackiezhang7403]

@@mondotv4216 The 12% gradient limit when fully loaded is a industry standard, it’s like a idiot proof declaration, so dumb people don’t overload it and cause a accident, then sue the car manufacturer for not giving enough warning in their manual. Just like every takeaways coffee cup’s cap has “ Hot “ warning printed on.

[@javic1979]

Why would you pull over and waste time charging? you just keep driving like its a normal ute. there should be no reason to be changing modes once you start driving . it should be automatic as soon as you connect the trailer plug to keep the battery between 60-80%

[@essie6834]

I have an Outlander phev, and yes with 0% (or whatever the battery is allowed to drop to), going up a hill and towing a decent load at 100km/hr would probably not be possible, but it's easily managed by keeping say 50% or more in your battery until the hills are done, then use the battery for the last part of the leg so you use up all the battery by the time you get to your destination. It requires slightly more thinking than an ICE car, but is also kind of fun managing it on the go as you can select 'save battery' or 'charge' to top it up if required before a hill.

[@vasil7410]

Yes, it a PHEV. Get over it CarExpert. Complaining that the performance of a 1.5L engine, with low SOC, can't match that of high powered electric motors with high SOC, is just bizarre.

[@adampoll4977]

Exactly. This is the reason these kind of PHEVs (I have an Outlander too) have Save and Charge settings that are selectable. If you are going to use V2L camping, you use Save to make sure you have a decent charge on arrival. If you have depleted the battery (or forget to set the right mode for a time) you set it to Charge when on flat straights or downhill to bring it back up. Yes, it's a different type of thinking, but it's not difficult, and is more than offset by the driving dynamics and advantages it offers. Having said that, he's right that very specific situations will expose certain limitations.

[@vasil7410]

​@@adampoll4977For sure, but it's pretty obvious he has an agenda to discredit certain types of car. Or he has decided to trade in his journalist degree for click bait views.

[@terrymarshall4964]

SOC is not related to power until it gets to a critical point where we need to manage the battery. The BMS does not manage demand

[@TerryHickey-xt4mf]

the default setting on the shark is about 25% I believe. And, you can set it higher if you know you will be towing up a long hill.

[@emmett3067]

Let's be honest, as long as this thing can tow a jetski and get through the Maccas drive through this vehicle is perfect for most trades. Biggest issue is the front and rear logos should be even larger....

[@andyg9991]

Perfect for most trades? No. Perfect for many dual cab drivers, yes

[@emmett3067]

@@andyg9991 The Glass BBQ holder is optional so this vehicle is not ideal for all trades.

[@zes7215]

wr

[@raphofthehills4405]

Exactly. Actually, the 4 wheels should be bolted to the (bigger) logo !

[@nictron99]

Thanks for a great scientific reviews, highlighting improvement and concern areas. BYD's exposure pre-production noted and accredited! Looking forward to the final production version testing. Quite keen on this vehicle for my day to day commute and utility needs. All the best from South Africa

[@Hotcakepirate]

Bit dissapointing that this video didnt actually add any info from the first one. Except the 12% gradient which seems to be the standard gradient used for tow ratings for most utes. SOC at start of test and how far it travelled before limiting speed would have been nice to know. Even better would have been set minimum SOC at say 50%, then tell us how far it travelled before speed limiting. For example based on 74km/h @ 100kW, it should be around 140kW to do 100km/h. If ICE turns on and does 100kW this leaves 40kW out of battery. Battery should have 7.5kwh from 50-25% so should be able to run for 11min at 100km/h or for 18km. If you assume that the 3kn load simulates a 5% incline towing 2500kg then you would be able to climb 900m of elevation before this happens. If you have minimum SOC at 75% then could double this. Truck can recharge depleted battery on downhill and along the flat. If it can run in this mode it would have to be a long climb towing at maximum capacity to actually run into this issue.

[@Random-Destination]

@@Hotcakepirate I agree totally. I have a 2L turbo petrol Volvo (don’t judge) that I tow a 1850kg van with. I normally sit on 95kph and I average between 15 & 17L/100km depending on wind etc., however, I can use 40L/100km if I choose to be a dick and ignore reality, but I don’t, it’s unnecessary, pointless and frankly silly because it kills my potential range in a very short space of time. For the most part my right foot determines my fuel efficiency. Petrol will always be a less efficient towing fuel but if you’re not towing regularly just accept that reality and move on and plan accordingly. Thats the issue I have with Paul’s testing. He’s aimed to see how much fuel the Shark CAN use rather than what it NORMALLY uses. I’m grateful he stressed it and showed us the worst case scenario but in my opinion it was of very limited value to a potential user trying to evaluate the vehicle for real world travel.

[@javic1979]

my amarok had 10% towing at its full 3000kg towing limit 9 years ago, the salesman was proud to tell me. toyota at the time wouldn't tell you anything about its towing limits because they were so crap

[@SHADOWW18]

Your ev shit boxes are just that, SHITTTTTTTTTT get over it.

[@zes7215]

wrr

[@remakeit2628]

The claim at 3:00 that this is the same test as done with all other vehicles is ok, BUT none of them use the drive technology of the Shark. Comparing apples with oranges is not a test. The Shark performed exactly as eveyone who knows about the Shark would expect it to perform. The Shark can tow a caravan better than most vehicles capable of towing the same load. And it reaches a point where you need to refuel, which is no surprise as every other vehicle needs that too. The difference here is that this process requires maintaining a state of charge that keeps it running at full power.

[@clipzed]

So bascially a summary from paul. - for most people, this vehicle is great - rides well, fast, well priced, can save fuel if you can charge - not great a towing at the limits, engine limited (bigger engine would solve this). seems like a good buy if it suits your needs.

[@smileydave3907]

Bigger engine yes 3L V6 with no Electric component🤣

[@clipzed]

@@smileydave3907 ... no lol

[@TerryHickey-xt4mf]

@@smileydave3907 get a life.

[@pyrobob208]

Until the electric motor's bearings crap out. Watch some videos from China, rust, bearings all cheap crap, batteries catching fire. Not for me, thanks.

[@jrkr7357]

Right, this test is more at pointing out Shark's weakness point and ignoring ICE pickup truck's weakness .....

[@AllTerrainActionEV]

haha, proud of you stright out calling out the BS. Thanks for the in depth and technical reviews mate.

[@_wat2do]

You're wondering where all the negative comments got their information from? - its from speculation because you didn't show any of the SoC or Settings details. Surely its obvious that people aren't going to know the details of your test if you just dont show it or talk about it in your test video.

[@davec110]

here comes a new one...."BYD Shark won't be able to max braked towing at 12% gradient." Do simple search and its the minimum testing standard for braked towing. Ford Ranger had the same rating. seriously? car expert? should of answered that question for the concerned viewer since it doesn't take a expert to find out.

[@DrainCleaningAUSTRALIA]

Sounds like you bought one 😬

[@_wat2do]

@@DrainCleaningAUSTRALIA Nope, i wouldn't buy a byd due to their poor traction control systems. I am, however, always interested in details of a test to see what machines do under different circumstances.

[@TerryHickey-xt4mf]

Very interesting! this is a new era in ute propulsion, that is for sure. Nothing else to compare it to in the past. This is why the comments will be buzzing for the next year or two.

[@hackney7106]

Give it to them Paul!!!👍👍👍

[@lewismay5909]

In fact, you set up this car to use up all the batteries, and then let its engine charge up while towing. No one will do this, except you. This will be 100kw (engine) - 80kw (charging consumption) = 20kw (towing). The engine and battery should tow at the same time, and burst power together during acceleration, 100 (engine) + 200 (battery drive) = 300 (towing), see the difference? At a constant speed, the engine is used to maintain the charge and the battery is responsible for towing. This will work. The power required during acceleration is higher, and the battery will output together with the engine. Obviously, this requires at least some electricity in the battery. The power required during the constant speed process is lower, enough for the engine to charge and maintain the charge. Everyone has learned basic physics, power of acceleration is greater than power of constant speed. We care about whether towing can be done under normal conditions (such as 60% of electricity). You test it when there is no electricity. Meaningless. When the towed RV is parked, in real life, you can idle the engine to replenish the battery. No one will drive a tractor with 0 power the next morning. You have a night to charge it up.

[@andrewgreen215]

🤣 idiot

[@kentaylor2950]

Actually all the cars stuck behind you will know as you wont be going over 75kph If you seriously think the 1.5lt engine can charge the battery and pull over 5 tonnes of vehicle then then maybe you should go try it yourself and stop theory crafting it.

[@aljoubert8749]

@@kentaylor2950 Your knowledge of physics are zero.

[@JSM-bb80u]

​@@kentaylor2950The electricity generated by the engine would directly drive the traction motors when you set the battery SOC to something like 60% rather than charging the battery. When you are driving in a flat part the access electricity would charge the battery. When you drive uphill the battery and engine both will power the motors.

[@peterpan408]

If you don't hit that hill flat, and you don't go flat during the hill.. you wouldn't notice it hitting the 100kW limit. How long can it output 200kW or 300kW from full charge?? If you go flat up a hill, pull over and run the engine until you have enough battery to get you over the hump.

[@justinbell-booth1272]

The thing is, 75kph up a steep hill with a trailer isn't really a fail. And this is worse case scenario, after the batteries have depleted.

[@Bigrig90]

good point

[@mitzycasanova9041]

Did you watch any of this video at all?

[@YaphatsInso]

@@mitzycasanova9041 anything wrong?

[@geoffj3191]

Cunningham's Gap, located on the Cunningham Highway in Queensland, Australia, features a descent with a gradient of approximately 8 degrees. This gradient equates to about a 14% incline, calculated as follows: Degrees to Percentage Conversion: The tangent of 8 degrees is approximately 0.14. Multiplying by 100 gives a 14% gradient. Rise over Run Calculation: A user on the ExplorOz forum noted that the road climbs from 700 meters to 800 meters over a 0.6-kilometer distance, resulting in a gradient of about 16.7%. Given these estimates, the gradient ranges between 14% and 16.7%. It's important to note that the Queensland Department of Transport and Main Roads has been undertaking reconstruction works at Cunningham's Gap to reduce the steepness of the road.

[@Chris.Davies]

A "worst case scenario" is correct. Writing "worse case scenario" means you haven't listened while people were talking.

[@michaelreeve-fowkes7100]

12% gradient limit will make launching and retrieving boats at a lot of boat ramps impossible.

[@davec110]

same gradient limit also applies to the Ford Ranger. go read the spec sheet.

[@AllTerrainAction]

@@davec110 this is very true, I said this on another post but no one seems to care. Its bash the new guy around town time only. People too blinded to let new things in.

[@morosis82]

It's probably 12% at max towing limit, which unless you have a giant boat would not be an issue. Yes I know it doesn't say that, but they have to account for the lowest common denominator, which if you read some of the comments in those videos is pretty frickin' low.

[@davec110]

@BigTrevw 12% gradient is the testing standard that's present on all Ford spec sheets. i suspect it applies to most tow ratings. BYD used the same and it's a headline for car expert.

[@mitchell5064]

@@davec110”car expert” man what a wanker His one above Scotty Kilmer for wanker factor

[@beerfordolphins]

FACEPLANT!!!! You’ve made it even worse Paul!!!! Why couldn’t you just come out and tell us all the actual test conditions - e.g. I started at 60%, I was not in HEV mode, I forced the battery to 15% depletion, then the ICE kicked in….etc OR, if you WERE in HEV mode, recharge was set to 60% and the combined full power of the battery at 60% and the ICE recharging could NOT keep up with the load and it depleted the battery within less than a lap, then TELL US!!!!! You’ve not explained anything without telling us how you were operating the car. The only thing we know is that at 20-25% battery you start to get performance drop off - we knew that - it happens with the Sealion and it’s why the lowest ‘default’ ICE recharge setting is 25%. We also know that at around 15%, when the ICE kicked in to start recharge (was it not on before??!!??), the battery was providing little power and the ICE was attempting to charge both the battery and provide power to the car - which it did, at 74kmh. We are still no further forward as to whether, in HEV mode, with ICE battery recharge setting at something like 50%, which is how it is MEAN’T TO BE DRIVEN, can the car get round the track? Every single comment on how useless it is, is irrelevant until we see a test like that because you keep comparing it to a Prado which is being driven how it’s meant to be driven…do the same for the Shark and NOT implying that an ‘edge case’ is actually what would happen within 1 lap regardless.

[@miraphycs7377]

Both you and Paul is wrong. Unlike Toyota's THS BYD's DM-i or DM-O cannot power the wheels AND charge the batteries at the same time because it does not have the planetary power split device. The vehicle can either be fully powered by battery and electric motor, engine charging the battery which turn the electric motor (series hybrid) or direct drive the wheels. There are only three scenarios

[@TsLeng]

The guy is baiting engagement. Dumb move on his part

[@TsLeng]

​@@miraphycs7377lol. The engine isn't connected to the wheels at all😂😂😂😂

[@syy4815498]

Hi Paul, I am thankful that you deep dive into this and give us a view from your test of this preproduction ute. I am hoping to see more reviews on the production one and hopfully i am going to place my order later.

[@jimmyp1433]

I think the 12% gradient thing has to do with the motor's continuous ratings. Once they get hot and limited to those torque figures totalling only 290nm (f+R quoted by BYD) , it won't be able to get up a steep gradient full stop. If on top that it's wet and the front motor torque is cut further due to traction control (with all that weight on the towball) , it'll make the issue far worse.

[@banana-ui2qd]

12 is just what the euro test are for . all utes are only rated for 12

[@TheKnobCalledTone.]

That voiceover on the second comment sounds like John Cadogan doing an Alan Jones impersonation 🤣

[@kerynwoods6068]

You are in my view one of the most honest & informative reviewers on KZbin. I will be placing my order as soon as the canopies are back in stock

[@jackiezhang7403]

@@kerynwoods6068 so honest he had a capital letters on “ FAILED “ in most of his BYD shark reviews, so honest he didn’t mention his ford ranger also has 12% gradient limit when loaded. so honest he deliberately set up everything to fail but never really show you how it failed. so honest he got so offended when his true intentions were exposed by others. Over explaining it only made him look more guilty of his true intentions.

[@blertles3]

@@jackiezhang7403cry harder lol

[@vasil7410]

​@@jackiezhang7403 Correct, for a so called motoring journalist, his bias and lack of adequate research is obvious to those who actually think about what he is saying (or not saying).

[@Sulu-d4r]

@@jackiezhang7403 Agree 100%. This guy is a pretty average reviewer. What makes it worse is his smarminess.

[@davidscott820]

​@@Sulu-d4r100%👍

[@beefstu84]

Was that John Cadogan's voice?😂

[@LVNITUPM8]

It's brilliant haha

[@hsv215i]

@@beefstu84 Paul getting his own back after the homeoerotic wave remark

[@user-pp6kw6yl6z]

@@beefstu84 he's the OG.

[@rc70ys]

😂😂😂😂😂😂😂😂😂

[@colwk]

John's voices are way better

[@enricio]

This is a wonderful chance for BYD to but the dots on the 'i' for this product in Australia. In Europe there is little emphasis on pickup trucks. The thoroughness of testing these utes is unimaginable on the other side of the pond. 🎼💖🍀🙏 Thank you for making the effort. 🙏🔥

[@turbostyler]

Thank you car expert for revealing these shortcomings. I was extremely keen on the shark when it was first announced. I mean raptor acceleration, hybrid fuel economy, can do vehicle to load, and most attractive was the tax benefits. But the biggest question mark for me was how well it could tow my boat. I do big Fraser Island trips, towing my boat hundreds of kilometres away etc and I wanted to upgrade from my bt50. This shark simply can't do what I need it to do which is a pity because I liked the concept. I'll probs upgrade to a y62 or a tank tank ute.

[@TerryHickey-xt4mf]

it will be fine, all utes have 'shortcomings' let us wait and see, say mid 2025?

[@purplehazeffc]

It's a horses for courses type of vehicle. If like 80% of ute buyers just drive around town, bunnings trips, school drop off's. This will be perectly fine. If you need to do long trip towing anything heavy, then it's not for you. Just get a diesel ute & an EV/Hybrid for a 2nd car.

[@turbostyler]

@@purplehazeffc I don't really get why anyone would buy a ute for driving around town, bunnings trips, or school drop offs. The only reason I have a ute is for the occasional towing of my boat, trailer, heavy equipment hire. If I didn't need to do any of those things I'd be in a 4 door sedan or even suv as they are far superior in every aspect apart from towing.

[@Wofinet]

Thanks for a balanced approach Paul. It's called progress. All vehicles have strengths and weaknesses. It's called progress.

[@jonathanrabbitt]

Hey Paul, can you let the audience know what that 3kN load is equivalent to in terms of a typical sized caravan loaded at a particular ATM and ascending a particular road gradient? Obviously it will manifest as a speed-gradient curve given the aerodynamic load is not a constant whereas the trailer dyno is holding a constant load. Just curious.

[@siraff4461]

Its equivalent to about 670lbs of force so imagine an engine making 670lbs - a large diesel for instance - at its peak torque directly driving the wheels. Lats take a landcruiser as an example. Its got a 4.3:1 diff ratio so in direct drive (4th in the auto or 5th in the manual) it would need to make 156lb of torque to hold speed with zero other resistance. Of course there is wind, road and other drag so it will need more than that which is why we see it top out around 100k's with the same trailer and its 369lb. Imagine the kind of load that LC would need to hold it level on speed and thats the equivalent its seeing with its wind resistance plus that trailer load. Medium caravan up 5%-8% seems about right.

[@mattyb1624]

I have a feeling the trailer dyno is a little more sophisticated than that, and he did mention it can vary its load on the fly.

[@jonathanrabbitt]

@mattyb1624 Sure, but Paul said that it was set at 3kN.

[@jaimusicxx]

Excellent video Paul, I enjoyed seeing your response to some of the feedback. I hope people don’t get offended and do not take it personally because healthy debate is always interesting.

[@SH-kw2ln]

Thanks for doing this, and the towing video. We live near and often travel Moonbi Ranges NSW and have gone up Cunningham's Gap towing a car trailer with a moderate load using a 2012 3.0L diesel Patrol. I would be interested to see you do tests on EV vehicles towing up and down either of these. Keep in mind that stop/go road works are possible on both of these. Thanks again.

[@PaulEuvrard-hc9xd]

Paul you cant blaim people for responding negative. You did a torture towing test with a depleted battery Thats what pisses people off, what I think a neutral way to show is to do it in a depleted state as you did and show what its like when you run low, and then same test with a 50%-70% charge. Im sorry but Im unsubscribing if this was your response to not doing a test at a decent state of charge and then call viewers bullshit instead of just repeating the tow test proper

[@the_NZH]

Great informative follow up video. Thanks for all the clarifications!

[@franklinchen6200]

A video of “whitewash”, I feel, given that most comments from the last video are questioning the credibility of the test due to the consistent lack of critical information for a valid test.

[@PrSrBrits]

Well said, appreciate your honesty- as always, it’s not like you guys are a one man band with no background info!

[@redl-ine]

If the BYD made taking that trailer up the hill a breeze, why wouldn't you then tow the dyno trailer under the same starting conditions? The indepentant hill test seemed to start at a high SOC, yet the dyno 'comparison' test was done with a depleted SOC. To me its like comparing a tow test with a 100% full fuel tank and a 25% full tank and in the end going 'yep, a full tank allows you to tow further'

[@72golf]

It’s a like for like test as demonstrated on the other vehicles in the same class. No use having the test specially rehashed for the BYD only to prove, or perhaps, disprove its merit.

[@ArmChairPlum]

I'd say it's a fair equal comparison to the other utes that you have tested and it makes sense to do so. That way people are aware of the limitations - assuming that they are just going to use it. Then for those that really wanna thrash it, using that ability to limit the charge is fine. As you mentioned a lot of the travel is mixed driving, unless you're going over a mountain, generally the regen and flat power generation should be enough to make it a non-issue. 70-75km per hour isn't terrible - as long as the little engine doesn't overheat from being overworked for an extended period. Just means you need to be considerate to other drivers and pull into slow vehicle bays or let faster traffic past. Course NZ's limit is meant to be 90KM/h with a trailer anyhow... (Not that I see many following the rule 😡) So it's probably a better fit here. Assuming you started at a low state of charge after a Caravan session in the outback, it would eventually get back to that 50% or whatever you have it set as reserve. Otherwise, congratulations! You get to be the one that others go "these darn caravans!" 😂

[@GDM22]

I think if you are going to take pot shots of people in the comments section, you probably need to balance it up, the biased views don't just run one way. Lots of stupid, ignorant comments on the other side of the ledger also.

[@LyfovRyan51]

Was fortunate to enough to attend the Christmas lights at GVR on Sunday night. Very impressed with how it all was organised. Was also pleased with the growth in popularity of as i believe that over 7000 people were there on the Sunday. Well worth the long drive. A side benefit for me was The Glenbrook Model Railway alongside the track at Morely Road, an impressive trainset.

[@remakeit2628]

John Cadogan has torn to shreds the claim made by Paul Maric regarding the Shark's towing capability. He did it with numbers based on physics, and gave real world examples of why Maric's tests were not consistent with an average driver's experience and the fact there is not a road in Australia that would mimic the test.

[@javic1979]

but even so it gives a view on how its going to tow if your towing a large trailer into a strong headwind. its not about the weight, its the wind drag. if you have a 60km/h headwind its going to eat the battery up then your solely reliant on the motor unless you pull over and let it charge to 50% then drive another 10-15 min and end up in the same situation

[@remakeit2628]

@@javic1979 Completely and utterly WRONG.The hybrid configuration is much more efficient than an ICE-only mode. So that headwind is going to empty the ICE's fuel tank quicker than the Shark's. Shark's overall fuel consumption is rated at 7.5L/100km but only 2.0L/100km on 100% SoC.I don't think people understand the concept of an extended range electric vehicle (EREV) and confuse it with the more commonly used acronym of "PHEV".

[@jingzhao-m7f]

@@javic1979 It's got a 135 KW gennerator charging a 30 KWh battery as you drive. Can't see the battery getting drained in real world driving.

[@remakeit2628]

@@jingzhao-m7f It just needs to have the Shark's state of charge to be set higher than normal to account for towed weight, roads, and headwinds. All very doable.

[@javic1979]

@@jingzhao-m7f its just under 29.6kw capacity. using 100km max range thats around 290wh per km at around 65kmh. at 100km/h you're getting closer to 460-500wh at hwy speeds connect a big square box behind it, this will be hitting well over 1.3kw per km. without accounting for hills or headwinds max power is 320kwh this is 5.33kwh per minute the engine can only supply around 2kw per minute. battery drain is real but also battery temps and electric drive motors. how about you do the same test with everything in automatic mode and 80% battery. see if you get 10 minutes before it slows down

[@TheBopper77]

I actually found the towing on low state of charge incredibly helpful. 95% of the time it won't be an issue because I will be towing locally but it's very good to know what the impact will be if I'm in that situation. If you know there are hills and your charge is low then you can plan ahead and save battery for that situation.. Also, I would love to see how it handles a boat ramp

[@simonv1409]

Hi Paul, love the videos. Could you perhaps relate the trailer dyne test to a real world scenario? What is 3kN equivalent to? Towing 2500 uphill? What gradient, etc etc.

[@rickdias1981]

Thank you very much for making the videos on vehicle performance! Especially on the practical side.

[@purefuel]

2800rpm in the Prado means it was in 4th gear. I've towed with the 2.8l Toyota diesel automatic at 5t Total mass. 5th gear 2200rpm@100kmh is no problem on the flats. This 3kn drag load that this trailer dyne is providing would be like an 8t total mass. Keep it simple. Put the 2.5t trailer on and drive at 100kmh on the flats in to a headwind. If you want to drive up a long hill, then do it. Get rid of the trailer dyne

[@javic1979]

its not for the mass.. its about drag. think of it as a big sail behind you. regardless of the weight its going to take a lot of pulling at speed

[@Timsta3490]

More to do with a consistent load between vehicles with less variables including extra wind drag on a windy day for example

[@MichaelSmith-px1ev]

At the end of the day the BYD can tow my van at a minimum payload of 1.7 tonne with another 500kg of luggage going to BIG 4 caravan sites around eastern Australia. This is what we need it for and it can deliver on what we need.

[@shannonholt6399]

Exact same scenario for me. Question? Fridge in the tray? Power outlet only works when car is on? So we still have to install a dual battery? Seems insane

[@Random-Destination]

@@shannonholt6399yeah, I’ve been pondering that same question. Another thought along the same lines relates to the Anderson plug for running the van fridge. It would be nice to be able to have that continue working when you stop for lunch etc. too but I can’t see that being the case either.

[@trickster8635]

correct. It will suit your needs. But, not mine.

[@wizzylizzy69]

Let us know when you sell it. Haha

[@valegc8222]

Excellent analysis, very clear, conclusive and impartial. If you were not going to tow and use it as a daily car, but would eventually drive on roads with steeper slopes greater than 12 degrees and without a trailer, would you personally buy it? Greetings from La Baja Mexico (the small Mexican Australia)

[@Holtonfamilyadventures]

Jezz Mate you have made meal of this ... Physics and the Australian road topography just punches holes in the BS you were spewing.

[@raptorthumper12]

Aero drag is the killer you don't understand. Try towing into a 40 - 50 km/hr head wind with a caravan or boar behind, and you will quickly realise.

[@leobattiato4487]

G'day Paul, I've been watching your reviews for years and appreciate the attention to detail you show every time.Peaple who think that an ev twin cab ute does not have it's towing limitations are delusional , ignor the haters and keep up the brilliant work you do.

[@jjbff-o5f]

One of BYD's major selling points is its ability to generate power while parked. BYD claims it can produce up to 20 kW. This feature is particularly useful during activities like camping, where you might use electricity via V2L (vehicle-to-load). In such scenarios, it’s quite common to recharge the battery's state of charge (SOC) to a higher percentage before driving, especially when carrying heavy loads.

[@duncanwallace7760]

Love your reviews and tests. Keep up the excellent work!

[@montaguegray7486]

i do wonder how tied in all the electrics are, how many elements will put it into limp mode or even stop it working altogether

[@maranite]

Hi Paul, Thank you for all the great car reviews you do, as well as for posting this clarification. As someone who's put down the deposit for a BYD shark, your insights are valuable to me. Perhaps a good learning from this is how important it is to contextualize the vehicle tests in your videos? i.e. You didn't mention in the original video that because the vehicle is marketed as powering a projector in a campsite, that you had chosen to simulate a scenario where an owner had towed 2.5 tons to a very low-laying campsite, had proceeded to power an extraordinary amount of equipment using the vehicle's AC, and needed to immediately tow the hefty caravan up through some of Australia's steepest hills in a hurry the very next morning. Your video nearly dissuaded me from proceeding with my purchase of the Shark; One imagines that with the amount of excitement about this new ute, other people who have commented here are in the same boat, and might feel understandably anxious if they thought they were getting misleading advice from Car Expert. Again, it's clear that you don't mean to mislead anyone, and are doing your best to give balanced reviews. A thought: Is a torture towing test even valid for PHEVs, where the sustained power output of ICE is traded off for fuel economy, burst torque and the opportunity to refuel on sunlight?

[@Darkmatter321]

I've had 4 double cab and one single cab trucks in the past 3 decades and I can honestly say the number of times I have towed anything is exactly ZERO

[@chriscampbell4796]

So I just towed 4000 Kay’s in 4 days . Some people do tow

[@takhochan4247]

Thx for your comprehensive details for your tests! I can't say I'm not disappointed with the results, but it is what it is... Better to know now, then find out myself in a hard way 😂. Anyway I'm getting one still 🤪

[@Blanchy10]

I have a feeling that Mt Victoria on The Great Western Hwy is going to be steeper than 12%

[@PlumbBob-FGX]

Particularly that steep pinch of the old sandstone link on the Mt Vic Pass. Would love to see how it goes up the Mt Vic Pass on a Sunday afternoon in crawling traffic, wet weather with a 1600 kg trailer load.

[@jrx3361]

Stop-start gradient tests would be so interesting! Even on passenger cars, especially in reverse! I saw a DSG-equipped A3 stuck on a decent hill once, and also an Amarok unable to reverse uphill at the beach!

[@malsmith2012]

Great vid Paul .. One thing that you spoke about that made me think "shit what if" was when you said the regen could get hot and tap out leaving you with friction brakes only going down a large descent. I never knew that could happen in an EV.. On Saturday arvo going down Mt Ousley in my WN Caprice in 3rd /4th to save using the brakes and cruise at the limit I was watching all the big tankers crawling down using the engine as the brake and I told my wife what I learned on your video and said could you imagine coming don here just towing a heavy load and just having the brakes only, no thanks.. As someone who's towed cars quite a bit I couldn't imagine not being able to use the engine to gear down in that situation .. Merry Christmas mate..

[@John-p7i5g]

You'd have to be at close to 100% at the top of the hill for that to happen. If you charged at Heathcote or Campbelltown by the time you got to my Ousley you'd have loads of capacity to soak up the energy via regen. My hybrid gets full at about 1/4 the way down but that only about 1kWh. Even with more efficient regen on a BEV eg Tesla Model 3 you'd possibly only gain 5kWh at the absolute max. Don't quote me on these numbers (still waiting for someone on KZbin to do a test with an EV at Mt Ousley) but basically you'd need close to 100% SoC at the top for it to fill up before you got to the bottom and go to friction only.

[@johnsteve1352]

@@malsmith2012 it's not really overheat, the regeneration cut out is because the charge generated by the regeneration is greater than the battery could take, so it cuts out

[@tim9241]

Big tankers are much heavier than normal cars, so evidently need engine braking more. Not a great comparison tbh

[@CMurdoch-n3t]

I would have thought BYD would have implemented something similar to Nissan's engine braking mode for their e-Power hybrids. Apparently when the small e-Power hybrid battery is full and braking is still needed, they switch the system by sending the regen power back through the inverter and generator to the combustion engine instead of the battery, acting as an engine brake indirectly. If they haven't, it definitely should be set up in the Shark. Though the Shark should have a direct engine connection to the wheels too, so that should (theoretically) be able to provide something as well. Just saying, it shouldn't be an unsolvable problem.

[@John-p7i5g]

@CMurdoch-n3t that's a good idea

[@allannicol2034]

Re the 12% gradient and stop starts, the international standard is 5 consecutive standing starts at 12%, the other thing is the time and speed spent on any gradient, seems to not be an issue, as demonstrated by john cadogen who acually went into facts and science, not vague speculation, and poorely executed demonstration/tests.

[@Chris.Davies]

6:29 - It seems you prefer for your opinions to be the truth, and so I have to call you out for calling gravity a force. Gravity is nor a force of any kind, or by any definition. Mass curves space. And curved space results in gravitic attraction. No forces involved.

[@erwinkruger-haye2698]

Well done on “that is Bullsh*t” . Lots of people wishing they could get away with that😂.

[@GDM22]

I am not sure he got away with it, read the comments.

[@duncaninglis5407]

You do a good job mate I like your reviews and take them seriously, I’m no engineer but even I was scratching my head at some of the comments.

[@andrer8583]

Paul, regarding the low battery level, I think it is fine showing the edge case scenario, as you did, but one can argue that at the very least you should have started with or at least included the same test at the bowl with the battery starting at 100% to show the more likely everyday situation that most potential owners would find themselves in. This omission is perhaps why people are finding the intent of your previous video a bit suspect. Please include this in your next test with the production car.

[@trickster8635]

He said he would do that with a production vehicle. Wait and see, or do not order a vehicle until he does.

[@JSM-bb80u]

Not even 100%. 50% is enough.

[@benjames3604]

I agree, showing what can happen in the worst circumstances if fine. But don't purport through pure nonsense that this will be the every occurrence due to L2L at a camp site. Should have shown the trailer bowl at full charge and at low to show the difference of impact towing will have to battery. SOC set at 70% and then using that power overnight will have plenty of juice in the morning. and if for some reason you have dropped low overnight and you have immediate big hills to tow up, then maybe let the vehicle charge itself up in the morning via the motor before you set off. crisis averted. Is not a magical do all unicorn but there;s ways to remove these issues

[@ianweal3081]

Wow, that pulling away on an incline is a valid issue, one I should have thought of myself from our previous experience. We annually stay at a Kiama caravan park that has a very steep incline leaving the park. We had purchased a 4.2 turbo diesel Patrol that was recognised as a good tow vehicle in their day. Well it just didn't concure the incline when departing the park, it just run outa puff & ground to a stop, = horror, shock, 😮. Fortunately we had the option of low range, thank christ, selected low range and up we went freeing the road block I'd created. Horrified to say the least, the 4.2 Patrol was put up for sale. Interestingly, when I was quered by others asking why I sold it they said "Oh, that's normal we always go back to low range and once mobile and over the incline snick it back into high range". WTF. It was the only vehicle I've ever owned that failed on that incline. Love to trial the Shark on it with our van. If it succeeded then it would be rated better than a recognised tow vehicle of the past, hence everything else would be a breeze.

[@SimonFoley-fy4no]

I have enjoyed your videos on the Shark, Paul. I trust your integrity as a journalist and appreciate you making a video like this in response. I myself would love to own a shark and have put down a deposit. I really wanted you to sing the praises of this car for that reason! But, your review has tempered my excitement and i will wait a while to see more reviews and perhaps to wait till an upgraded version comes along. Thanks for your honest review and keep up the good work.

[@davidscott820]

Pisstake?😂😂

[@philherb3843]

20 years ago we drove a Mitsubishi Pajero 7seater with 7 people, luggage and a 2,5tonne trailer for 800 km across Europe. It wouldn't go up a 6% gradient with more than 30 km/h. The 86 horsepower diesel engine was reliable, but not strong. All the big trucks were so much faster uphills. I think pulling 70 km/h at maximum load is really good. We are forgetting that a lot of energy is neccecary.

[@brendanfrantz4837]

I wonder how much he’s getting paid by ford for these videos

[@petemonster1]

Well I found this informative and refreshing, thank you.

[@peterwest5661]

JC called you out. His physics make sense. Real world seems like a great ute. But we you need to sensationalise for hits. Click bait? Would love to see you and JC debate this. You got the balls?

[@russellseaman8737]

Thanks CE, a lot clearer. I did find the first review excellent but confusing in areas. Thanks for the additional advice.

[@blakeford4496]

Reckon you could try driving up a boat ramp with the 2.5t trailer when you get the production car? Would be good to see if it can

[@mattyb1624]

I'd strongly hesitate driving an EV into or right next to salt water

[@jackiezhang7403]

@@mattyb1624shark’s chassis is hot wax dipped at factory,probably the best rust proof you can do.

[@derser541]

​@@jackiezhang7403 So the chassis is protected but the battery isn't? That's great to know, thanks for confirming how dangerous this can be.

[@jackiezhang7403]

@ how did you get that conclusion? From your single Digit IQ reading or your imaginary friends? Battery is probably the most water proof thing in this car, if you were going to attack it in a offroad situation maybe start with wading depths??

[@TerryHickey-xt4mf]

wow, these replies are something else1

[@peterburdett8131]

Well said Paul. I found your review very informative as I would consider the Shark as my next car. Don’t worry about these uninformed people. I had a Pathfinder that required 5000 revs to get up a reasonable incline which is not sustainable so horses for courses.

[@kirovfactory]

It is not that hard to admit that PHEV is probably the worst option for towing heavy. The advantage of a PHEV is to "smart out" very specific scenarios, namely load varying over a very wide range, heave acceleration at lights, then cruise along for some time, total work is relatively low over the whole time. It is able to smooth out the work by charging up battery when power demand is low to use when demand is high. Now towing heavy is the exact opposite - constant high power out put. For heavy towing you still can't go past diesel, or pure BEV, which at least has the advantage of low cost per km. It doesn't affect the potential buyers - twice a year camping, inner city 2b1b apartment dwelling human being like me, who generally tow SFA. It is still a very good car, can almost say the best option for people like me.

[@TerryHickey-xt4mf]

just do not buy this ute if this is your thing, obvious.

[@JamesPhieffer]

BEVs are great for towing short distances. But they lose half their range if maxxed out. A proper hybrid truck like the F-150 PowerBoost will do fine, because its hybrid system is paired with the 3.5L EcoBoost which already produces more than enough power to tow the maximum amount advertised by Ford. And it has a proper automatic transmission. BYD simply overrated the Shark's towing capacity. It should be whatever the ICE can tow on its own, while factoring in the added weight of the hybrid system. That's why the F-150 PowerBoost is rated to tow less than a regular F-150 EcoBoost with the same engine - because it is also taking into consideration the weight of the hybrid system.

[@aljoubert8749]

Towing a 2.5t load over an average road in Australia is a relatively low work load. Towing a dyno trailer is not :)

[@dzonikg]

I thing that most here have 0 idea about the test.This is not realistic test,you dont tow trailer that actively brake

[@ablet85]

⁠@@dzonikgas a person who teaches physics, how wrong you are just completely hurt my brain. The dyno applies a consistent retarding force to replicate a caravan or load. The reason you use it is to control more variables like wind conditions so best to compare against other vehicles minimising environmental issue and readings I can tell you have no science or engineering background. There is a reason these things exist.

[@Notanomad-z8r]

There were some unanswered questions for me: - The test was started with 60% SOC, was the engine running in HEV mode for the full trailer dyno test? - In either case, how far (in distance and time) did it run before the speed was impacted? I do plan to tow 2500kg as I have a caravan. I’m not travelling Australia but I do need to clear major roads like Cunninghams Gap as I live in Brisbane.

[@GDM22]

He started the 3kn towing test at around 20-25% SOC, he said that; it lasted half a lap until it switched the electric motors off and was using the ICE to power the vehicle and attempt to put some energy back into the battery at the same time.

[@aussieman3582]

I think a nice small turbo diesel will be better engine in these vehicles. I'm looking forward to future mods.

[@simonlee5934]

Diesel is good for continuous use application, not for frequent on off use as in a PHEV . Also for the same size engine it produces less power, will take longer to recharge battery. That's why you won't see diesel in a hybrid vehicle.

[@lukepeterson1150]

So refreshing to see such a great response to comments. You do great tests and provide excellent,informed responses.

[@JohnBolitho-h9p]

Love to see comparisons with new Ford Phev, and maybe a real test of on real roads test over say 200kms where people go on holidays?

[@TerryHickey-xt4mf]

and price as well?

[@yoker84]

Ranger PHEV will be apple with oranges comparison - 3.5t vs 2.5t. But I agree when it comes to Ranger PHEV towing endurance test (just like what he did with Shark).

[@philherb3843]

Would be interesting if the BYD has heating elements in the cooling water for downhill breaking. European electric trucks like the IVECO 42tonns has about 300 kW heating elements and they would use them even after the downhill section to always keep a little capacity left in the battery for the next downhill section.Would be interesting if the BYD has heating elements in the cooling water for downhill breaking. European electric trucks like the IVECO 42tonns has about 300 kW heating elements and they would use them even after the downhill section to always keep a little capacity left in the battery for the next downhill section.

[@johnsullivan6709]

For all those complaining it didn't have enough charge to be a fair test, simple solution. Have BYD only parking lots at the bottom of long hills so they can pull over, idle and charge.

[@MotoGuzziMoto]

No need for special parking lots. Just use the Save mode while towing so until you get to one of those extreme hills the vehicle will prioritise retaining a high SOC. During the climb, the vehicle will automatically use the battery if it needs it. The Shark has the ability to be configured for the task at hand, so it would have been nice to know what the configuration was during this test.

[@zoltrix7779]

@@MotoGuzziMoto This is exactly it. It's insane.

[@robertnea1121]

Love the show .Could you do a towing test on the GWM 2.4 DIESEL ALPHA PLEASE .Happy Christmas

[@icollidge]

Even with the compromises, what an ideal ute for the majority of ute owners. I hope they do well

[@mrkring1526]

Yeah, except you don't speak for the majority.

[@clipzed]

@@mrkring1526good for me, I want the space without the need to tow.

[@cpt_kick_a_hoe_549]

@@mrkring1526the majority never have anything in the back just get a dual cab ute to make them feel big and tough 😂

[@icollidge]

​@@mrkring1526unlike yourself, who speaks for the majority of online trolls.

[@clipzed]

It’s great for me! I don’t tow but throw a lot of dirty stuff and bikes etc in my tray

[@jbh2761]

I down loaded the Manuel to read to get a understanding generally of the Shark as I’ve been very interested in this Ute , bloody hell what a novel to read .. it’s good and quietly detailed but it made me somewhat reserved , I think the best thing to do for myself is wait for the Ute to be released and get some feed back from the new owners and take a good test drive myself , thank you Paul as always I appreciate what you guys do presenting all the new vehicles and having a bit of laugh on the way 👍

[@TerryHickey-xt4mf]

did you read the manual of your ranger or your hi lux? you may be surprised. However this discussion is great for our future, and people to come to grips with a new enough tech that seems to get everyone commenting! good for the channel and good for the future of pick ups in the future, sorry, utes.

[@hoonwithgman]

So what is the 3kn dyno equivalent to in real life? A 2.5t trailer going up 5% hill? Could you please translate it to a real life scenario. Thanks.

[@trickster8635]

It does not have to have a "real life equivalent". The point of the 3kn load is a standard load/drag/retardation, that can be reproduced anytime with any vehicle solely for the purpose of comparison. Does not matter if it is 3kn or 13kn or whatever, as long as it is the SAME load for each vehicle.

[@sergeantmtb]

​@@trickster8635 well, it kind of does if it's more than the tow rating. That's the unknown, some of us don't quite understand as 3kN sounds like 3T to a lot of people, but that might be way too simple a way to think about it

[@donalexey]

It would be close to 3 t at 20% inclination (considering the cars weight). Or 6 t at 10%

[@hoonwithgman]

@@trickster8635 to me and it’s just my opinion, if it does not have to have a real life equivalent, then it’s meaningless because I certainly is not interested in if it can or cannot tow 3kn but I’d be very interested to know if it can tow 2T up a 15% incline that is 6kms long.

[@pattyaqua4653]

You've also openly stated that you are doing testing on a pre production vehicle. Maybe the actual production vehicle will have better updates, but even still for most people the byd shark will be fine even with its obvious limits. The videos were great 👍

[@washim12ka47]

I am still buying the BYD shark over raptor 😂

[@dennislevy3603]

Fake unrealistic test because all the australian grey nomads who towed their giant caravans at 100km/h and 3kN force on the towhitch all lost control and died, or they towed at 40km/h and made everyone so angry that they went home and never towed again.

[@siraff4461]

How did it get a 2.5t tow rating if it can't do that on any road in the country? I thought that it being able to safely operate at its maximum capacity was the basis of engineering compliance? Between that and the Tank lifting its rear wheels under braking its starting to look like some of these cars are getting passed as safe when they really shouldn't be.

[@jasonfields2793]

Same way the other utes have a 3.5 that's the maximum in perfect conditions

[@siraff4461]

@@jasonfields2793 No its not. Thats certified as what they are capable of doing. Same reason they have to be certified with a set number of seat belts and set GVWR and all the rest.

[@jasonfields2793]

@siraff4461 if you say so I'd like to see the ADR that is specific to this

[@colincameron6263]

Got me buggered how it complies when it can not literally tow that rated amount on a normal road.

[@siraff4461]

@@jasonfields2793 I haven't got time to look through it all right now but apparently the ones which it could be under are 1, 6, 13, 23, 38, 42, 43, 44, 45, 47, 48, 49, 51, 61, 62, 91, 92, 95, and 96. Failing that there is almost always a cover-all regulation which usually says something like "so long as it meets all standards and requirements" - or words to that effect. If it can't safely meet its rating on a normal road I can't see how it passed that rating unless someone never read the small print when checking it off. Interestingly I found a bit which mentioned a maximum 4500kg train weight but I'll have to look into that and the rest once I get time. Imagine if it was rated at 5 seats but the one seatbelt only works upto a 12% incline. Or imagine if the car was a complete death trap but there was a small disclaimer saying safety systems only work up until a 0.05% grade. I'm not too familiar with Australian regs but certainly in the UK and US it would not get certified under those circumstances.

[@dominic-ryan]

Great video. I appreciate the direct language being used. I do a lot of off grid caravan camping, so the V2L feature was very appealing to me. Having watched your Shark series though it appears it won't be the right tool for the job. I think people are perhaps forgetting that this is what a utility vehicle is. All the best to BYD, I think the Shark is going to be a hit for metro based dual cab usage. I love the invovation they are bringing to market here 👍

[@siraff4461]

V2L in general is very overrated. The adverts always conveniently forget that you're asking the battery to power the vehicle and whatever you use afterwards - when the battery isn't really big enough for the vehicle in the first place. Its the same shady advertising they use when they quote unrealistic range numbers based on full to flat (which you're never going to do unless you like pushing), then quote charging times from 20%-80% which means you're only getting 60% back in anyway. The best option is still batteries in the van and charge them as you go.

[@dominic-ryan]

@siraff4461 absolutely. It's all a compromise, especially when off-grid camping. Was looking at V2L as more of a backup to the van batteries in those rare events we've parked up and get multiple super hot and/or humid nights in a row and want the AC on. Don't think the battery tech is there yet (especially for shared duties of campsite and running a vehicle) and a small petrol geni is a hell of a lot cheaper for regularity this scenario comes about.

[@siraff4461]

@@dominic-ryan I see where you're coming from and it would be great but its still nowhere near with the batterys we have at the moment. I looked into the solar "generators" but they are ultra limited capacity and take an age to charge even in ideal conditions. A small genny is still the cheapest/easiest way to take power with you. LPG generators are a good option by all accounts. You don't get as much power per size as the petrol ones but since they can share the gas from the van in the first place (if the van has it), it keeps it all pretty easy to stay on top of. A couple of decent bottles last quite a while and you can get them pretty much anywhere.

[@daniellorkin6298]

The only downside is if you don't want the vehicle hooked up all the time. This battery can put out 6kw V2L and the car can idle it back up to 70% when it gets low ready for you to head off again. Really struggling to see how a solar/lithium/petrol generator genuinely outperforms this otherwise.

[@user-pp6kw6yl6z]

I had seen elsewhere the user manual, that the maximum gradient for parking with a trailer is also 12% and anything steeper you should use wheel chocks. So theoretically you can park steeper than 12% with a trailer. Has car expert proven that it can't tow steeper than 12%? The answer is no, they have just read the user manual like the rest of us. Some clarification from BYD is definitely required.

[@derser541]

Why do they need to PROVE that it can't tow steeper than 12%? The manufacturer literally states that this is not permitted in this vehicle, whether it can or not is irrelevant. You want to ignore this limitation of the vehicle and do it anyway then kiss your warranty goodbye, and if you have an incident towing up a hill >12% then kiss your insurance coverage goodbye as well. Using your idiotic logic CE should complete a range of other tests exceeding a whole other range of specifications to prove the manufacturer incorrect about their own vehicle. Run along now you bot.

[@user-pp6kw6yl6z]

@derser541 I can assure you I'm not a bot. I have a diesel patrol currently if you are interested to know. Have you read the user manual? It's a user manual that has been translated which is pretty obvious if you read it. My question is what is behind the wording regarding the 12% limitation. Elsewhere in the user manual are some requirements regarding parking with a trailer on grades steeper than 12% (wheel chocks to be installed). I'm curious as to why there are seemingly conflicting statements in the user manual. I'm not sure what about that makes my logic 'idiotic' but I can only imagine its because you can't comprehend what I'm talking about. Good to see CE comes to rescue by liking your comment too, a little thin skinned if you ask me. I just want to know the facts.

[@ablet85]

@@user-pp6kw6yl6zthen buy one and do it. Why expect someone else to breach the warranty of a product? If you aren’t prepared to contact a BYD dealer and ask the question from them. A reviewer isn’t required nor should they run a product out of spec.

[@user-pp6kw6yl6z]

@ablet85 where did I expect anyone to do anything? I just stated a fact. I must be the only one that has actually read the manual is my assessment.

[@user-pp6kw6yl6z]

I seem to have offended a few people with my innocent comment. Maybe I should ask John cadogan for a guest spot on his channel.

[@aftonline]

Seems like there is an opportunity here for BYD to upgrade this vehicle by upping the engine size to a 2L. My Toyota Yaris has a 1.5L engine which can struggle at times on hills with a full car, and that vehicle only weighs about a ton. Yes, I know that the electric motor is going to overcome a lot of that deficiency, but as stated in this video, you can't overcome physics. A bigger engine, with a bigger turbo as well, would allow the overall system to work a lot better, not only to power the vehicle in high load situations such as uphill towing, but also to keep the battery topped up while cruising at highway speeds. As the old saying goes "there aint no substitute for cubic inches". It recently came out that Stellantis reversed their decision to cancel the venerable Hemi V8 which had been replaced by a turbo six cylinder. This is the kind of competition which BYD is up against, and I can't imagine any self-respecting RAM owner ever trading their beast in for a BYD Shark.

[@legin.21]

"WHY IT FAILED" as the main headline image is a strongly negative way to paint the picture of how the Shark performed in their tests. While it is technically accurate it sensationalises the cars deficiencies rather than painting a positive picture how great the car actually is for the majority of what people will be using it for.

[@Rabsallawah]

Paul mentioned how GOOD the car is and that it will be for the majority of people. Take a chill pill.

[@jackiezhang7403]

@@Rabsallawahso if he called you a idiot in front of everyone, then later said to you quietly you are a nice bloke is OK and fair.

[@jasonkemp3515]

Haha fake news

[@RexLucas-yo4cr]

Well said.

[@Superjabbs]

And yet, I'm still giving serious consideration to this vehicle, but I hardly tow anything that is over 1500kg. If you want a good tow vehicle, buy a V8. Heck, if you are towing 2500kg or more, all the duel cab utes are going to find there limitations pretty quickly.

[@javic1979]

10% gradient.. When I brought my Amarok 9 years ago in the owners manual and also the salesman proudly said this ute is rated to tow the full 3000kg upto 10% and you can safely transverse with a solid object in the tub at 45% without rolling over as long as the weight is evenly distributed and not protruding above the sides of the ute body

[@springweng]

I think you missed one point. when towing , you will need to set the SOC to 70% which means , the generator always come on much earlier and you will always use the electrical motor and also use more fuels.. I saw people in china drive the Leopard 5 which shares the similar DMO as shark 6, from east coast to Tibet. it is a long up hills roads from sea level to 5,000m above the sea level. In this case, people set the soc charge to 70%. during this kind of trip, it will use more fuel, but you wont use power. So In real towing situation here in Australia, we wont have continues uphill road for more than few kms. So it is unlikely the battery to run down to 20% when setting the SOC to 70%. For the 12% grade limitation when towing, you are 100% right, the electrical motor will need to have some inertia to keep going, otherwise, it will be stalled once it is stopped on that grade. I have a caravan weight nearly 3 ton. I have to wait and see.

[@purplehazeffc]

So if setting the SOC to 70%, the vehicle will use more petrol (up to 2x) than an equivalent diesel-powered ute. So then what is the point of having a hybrid powered ute?? When they are all marketed as "efficient" "environmentally friendly" etc.

[@commentkreeper3892]

He literally covers this topic about SOC at 8 mins in. No one is an expert on this car and especially not people in the comments section who probably haven't even seen the vehicle in real life let alone drive one. Its clear this model of the shark isn't designed for towing and if bought for the purpose of towing a van or something I would expect you'll be quite disappointed. I would wait for the rumoured 2 litre version with higher tow capacity.

[@aljoubert8749]

If the battery can assist you will be able to take off from ~23% slope. The 12% limit is with a battery that can provide no assistance.

[@matt09ward]

@@commentkreeper3892what he said about SOC was absolutely incorrect... For whatever reason he's got something against this car and he's trying his best to give it a bad review by either setting it up to fail, telling misinformation, or leaving information out.

[@trickster8635]

If you are going to be using power whilst camped and stationary, then the battery will run down to 20%. When you need to pull out of camp next morning, can you? That is the point he was trying to get across.

[@CertifiedSlamboy]

A lot of these commenters are butthurt and obviously nasty beyond reason. But your attitude in response isn't great either. You brought the negative comments (not to the level that you got, mind you) on yourselves because you weren't showing the testing method or the SoC settings etc.

[@abelincoln3261]

My theory is we are very close to available powered trailers that can power themselves and or charge and or power the tow vehicle. These scenarios basically totally cancel out any possible towing issues if the tow values are correct. Example, you're towing with a Shark... you have the max battery available onboard and an equally matched or larger battery on your towed trailer... Electric motorized trailers will be on the market soon ... they will revolutionize towing and road trip comfort and safety and if charged at home, a 450 mile round trip run... will be require very little kwh charging expense as well as less stops more available power.

[@JSM-bb80u]

5:15 How long would a shark take to charge from it's own engine? Also can't they just let it charge overnight if they are camping? Also LFP's can take high regen raling even in veey high battery SOC

[@JSM-bb80u]

@@darthmelbius 1)From it's own engine 2) It has 100 km of EV only range. 360 out of 365 days I only travel less than 100 km. Also the engine operate more efficiently in a constant high RPM. That's what happens in Shark. A hybrid can use Atkinson engine which is more efficient rather than otto engine.

[@72golf]

Sure be that guy in the camp ground running his engine overnight to recharge his battery, at the expense of everyone else’s sleep

[@JSM-bb80u]

@@72golf It would take 45 minutes to fully charge from the engine. You can just charge it to 50% which is enough for 18 km of distance and 900 meters of elevation gain. So charging it to 50% would take less than 25 minutes.

[@JSM-bb80u]

@@72golf 45 minutes to fully charge from engine.

[@Bigrig90]

@@JSM-bb80u That sounds promising. I would be interested to see consumption of fuel for the 45 mins.

[@D4.4]

Genuinely like your videos, and I think you have hit the nail fair and square on the head with a few things in this video. I have a 2015 (new shape) Hilux and love it, but I am under no misapprehension of it's faults and short comings. There is a few things that I would like to comment on; There is no replacement for displacement - still an element of truth in it. The Chinese automotive companies are doing exactly what the Japanese companies did 30-40 years ago It is near on impossible to get a perfect test that won't favour one vehicle over another due to differences in specs, builds, quality and quantities. Owners manuals are there to cover the manufacturers arse, however we are generally stretching the limits with safe towing here in Aus! Don't get your knickers in a knot if your favourite vehicle doesn't win a drag race or a tow test. If you like and it does what you need it to them it's fine! Cheers

[@Rick-wy4od]

The problem is that although the petrol motor may be rated at 100kw continuous, that's likely to be at a (relatively) screaming 4500-5000rpm. Its nothing like a lugging diesel loping along at 2000rpm for the same, or 50% more torque output. If these things are used in stop/start city driving, they'll probably be fine. However, load them up regularly with a decent load, under highway conditions, and that little 4 pot screamer isnt likely to last very long 😂 And this is why the resale value is likely to be so poor down the track. Trade and towing buyers wont touch it because its not really fit for purpose. City dwellers may be reluctant because of nagging doubts about how the little petrol motor has been treated by previous owners.

[@jonaqua8850]

Ive ordered one and cant wait to get it, i dont think I’ll ever tow anything 2.5 tonne. If i was going to tow a large van or go full on off road id buy a cruiser or a petrol. Ive test driven a shark the other week and there insane.

[@siraff4461]

Don't stress it Paul. I spent a good amount of time in the comments on the last vid saying pretty much exactly what you have in this one. What it boils down to is it has a constant output around 100kW and anything used above that will deplete the battery. If it then uses less it can make some back up but any constant load over that and it will have to de-rate sooner or later. I don't know where these people think the power is coming from. I also agree that for most people this thing will be great but I can think of plenty of use cases where it will de-rate - heavy or hilly towing, long stretches at high speed, headwinds, forgot to charge (or couldn't charge) the night before, all of the above... As a short range ev and a light use pick up it will be nice but its not a workhorse by design and people who try to use them as such will likely find that out in short order.

[@TerryHickey-xt4mf]

Exactly, not for everyone, but will suit most, time will tell.

[@CMurdoch-n3t]

Yes, I don't think it's a black or white "This ute's incredible" or "This ute's terrible" like some people want it to be, being the first of it's kind. Just like any vehicle, it has it's trade-offs, and the fuel saving benefits it brings just means (at least for now,) it's not going to be as 100% reliable for towing anything anywhere as a diesel ute. Pretty good trade off for most people, really, but I think it's important to emphasise the tests are extreme, should be compared to other conventional utes (some which struggle as well), and is on the first generation of a new powertrain.

[@marcezs08]

I love this guys in depth review, it answers just so many questions i had on the shark 6. This is going to be superb for me, who just wants to drag my motorcycle trailer/ motorcycle as a backup vehicle.

[@Zeta-y3c]

Look at the BYD Leopard. It can do 45.1 degree climbs effortlessly. Best to ask BYD if they are going to give the Shark the same mode in their future updates.

[@siraff4461]

Completely different (and much better) drivetrain.

[@Zeta-y3c]

@siraff4461 The Shark 6 is based on Leopard 5. Leopard 5 will have the "violent mode" update on Dec 31 in China. Whether it comes to Australian Shark 6, we will see. What's the point in testing a pre production Shark 6 with "Driving Miss Daisy" settings on. The Shark has not failed like some EV skeptics are claiming. Paul is just giving them fuel to thrash the Shark or any other EV. Every "failure" this far was because of settings set on low.

[@saff226]

​@@siraff4461they definitely should have used that drive train instead of this crap.

[@siraff4461]

@@Zeta-y3c Thats utter nonsense and exactly what he addressed in this video.

[@Zeta-y3c]

@@saff226 ok, guess you're the authority over the 80,000 engineers at BYD.

[@Peter-r8p1z]

Looking forward to seeing how the next gen Mercedes C, E and S class perform on these tests.

[@paulargent1003]

Fully agree with you , let's see it in action up a steep winding climb stuck behind a couple of vans or a b double.

[@captainmort]

My plan was to tow the boat to the boat ramp. Worried now that I might end up in the sea. A simulated test with the production car will validate whether this vehicle is capable or not and could affect it's sale ability going forward.

[@firstprib7742]

I feel that EVs that are used to tow or heavy off road need proper multi-speed gearboxes like ICE.

[@timorum]

Probably just two speeds - three max.

[@Malc664]

@@timorum It needs much lower gearing to get up that off-road hill Paul tested it on. The more gears the better.

[@nashy008]

Just took one for a test drive/loop. The salesperson said the blue car there had a software update and drove up that off-road hill. I assume this is true?

[@TerryHickey-xt4mf]

let us just cool off a bit and se what happens in 6 months, you will be very surprised!

[@aljoubert8749]

Only if you want a serious off road vehicle. Don't think that is what BYD is aiming for imo

[@peterk2455]

This test involved towing a 2,500 kg trailer. With a vehicle with a kerb weight of 2,710 kg, a combined 5,210 Kg. You would need a light truck license (4,500 kg max in NSW) to drive that.

[@oxxysaurus]

This is a mess, you should stop reviews if you can't nail the methodology.