Great review. The Shark will only get better. It's built on a great truck platform and will improve significantly with over-the-air updates, as these new EV cars rely more on electronics than ever before. A simple update can make a big difference. Getting 55 miles in pure EV mode is a dream, and hybrid mode will be a game-changer for those paying a premium on gas for road trips or long tows
I don't say this lightly, this is the best review video of the Shark I've seen. You've asked all the right questions, you've understood what the market wants and asked the questions of byd (with respect to v2l). It's a pity that no one has done a real world tow test on the byd shark, I'd love to see what the real world fuel consumption figures would be towing say 2T and also what comfort is like towing compared to a leaf sprung dual cab. Thank you for this great detailed review. It's very refreshing!
Mate love the contents, the detailed analysis are on a different level, compared to other BYD shark reviews. I'm part of the 99% of normal users that wants a dual cab for going to the shops, and have a tub tfor hauling large items. Maybe seasonal camping trip, no crazy adventures like 4x4 cliff climb. This ute would tick all the boxes and some. No one's talking about the ute as a home / site backup generator, this thing can keep your house running for days if the power goes out from the grid. would love to see how the bi-directional charging port works, charging up a home solar battery.
This (and all the other videos of that serie) satisfied all my geek's wishes and more. You're a freaking legend! Thanks heaps for these, I now reckon I'll go for a shark 6. I just need to test it in real, I don't mind buying a coffee maker off of internet's review but a car is a different business I reckon! haha Cheers for this!
Great review 👍🏻. For those that live rural and drive rural , a heavier front bar and winch , is a no brainer .. If the shark 6 is already ( apparently ) front heavy , Id be adding a few hundred kg to the rear of the truck .. Conopy , towbar , fridge , tools , and odds and bobs should sort out the front heavy issue .. The trade off is , the GVM . Same goes for any ute , though as this reviewer states , your truck now sits around 3.2 - 3.5 Tonne so towing a 2.5 Tonne caravan will be a breeze and so much SAFER than the massive 3.5T vans we see being towed around the country - in droves - by vehicles that are SIMPLY not heavy enough . Be smart people , yours and others families , depend on it .
this is one of the best reviews. It is very professional, and rational to give much deeper insight of the shark. top job! For me, I will keep my Cummins powered Patrol for a while, however, I believe the BYD shark will improve itself over time. Most likely, I will consider to get a 2nd or 3rd generation shark which has most potential issues fixed, and come with a bigger SSD battery and more towing ability ( my caravan is 2.8 ton).
I've been setting this video to be watched later at a time when I can pay full attention-that's how much I value your content. I am not even from Australia, I am just learning from you how to look at measures and numbers when thinking of automobile transport solutions for my needs. (We have a farm in India and my parents live there, and I want to know what to pick even if third-world budgets and local rules and use contexts need to be taken into account as well).
Right now, in their farm, the stock 5-door Jimny has been absolutely superb for my old parents with my 5 ft 2 in mum's arthritic knees necessitating a car low enough to be easy for her to climb into, and my dad's bad back necessitating a quality suspension primed for corrugated gravel roads as well as proper off road, albeit at level 1 or so. The only grouse for dad is that he does complain that the turning radius that makes it harder for him at 75 years of age with his limited spine mobility restricting twisting around to look outside when he makes a turn, he is not good with just mirrors and multiple 3-point turns. All the same, having a proper 4×4 that is hardy, comfortable, and more budget friendly than others in the market with similar features, including maintenance costs, has meant that they are no longer feeling as trapped in the farmhouse when there's an huge downpour, and are able to easily step out when needed without worry about the vehicle being able to do it comfortably. It's been transformative for us. I was able to recommend the Jimny thanks to a lot of knowledgeable people like you explaining the basic physics of what goes into 'off-roading'.
BYD Shark use the same DMO platform as BYD Leopard 5,which has a function call parking generating electricity(Sorry for the poor translation) with a power of 20KW. When you turn on the V2L function, there is even an option to "automatically start the engine to generate electricity when the battery is low." If shark can't do the same thing,that would be weird
Thanks for another great review in your series… teaching me a lot. Looks like the Shark technical specs/ capability is much closer to the Raptor and its use case. I had a guy servicing my garage doors recently . Smallish trailer with lots of trips to job locations ….he used to have a Raptor but the fuel bills killed him had to sell for a diesel van. Shark would seem to be a viable option … way lower purchase and running costs.
Shark is not a Raptor, the fact it accelerates well and tows the same is just a coincidence. I just posted about that here facebook.com/RobertPepperJourno/posts/pfbid02BLnr3Vd6TnXfmqeqrUEDSTgLjvdEaYzcviaHdiSbdkr3aGV5aSCZHqF1n7Vyc2kVl
This is amazing information Robert. Thanks heaps for spending the time to do these videos. I'm hoping that BYD will do a future software update to fix having to have the car on for V2L when camping.
My brother just got stung with this trick from his outlander phev. He did not know that the power sockets couldn't be turned on without the car being on until he went on his first camping trip. I understand they want to protect the battery, but still they can set a threshold to avoid battery degredation.
Great review mate . Love the technical detail 👍🏻😊 Now more than ever , it seems that building caravans with an outer shell, completely covered with film technology solar material, to harness and store the suns gift , is essential for travelling this wonderful country of ours .😊
Now this was an excellent analysis 👍I did not see anything to disagree with and it was very thorough. I am going to pre-order one right from the official starting date on the 29th October. I already had the discussion with my closest dealer and we are trying to get All Terrain tires with the originals being traded in right from the start. Your weight/towing analysis was spot on ! Wifey decided that when we get it she wants to do a bit of touring with an Off Road Caravan (eventually). So I have done some deep diving into load carrying capacity and towing capacity and came up pretty much with the same numbers. A GVM upgrade will be a must. Regarding Off Road Capabilities. I have a very steep hill at the back of my house that even the Ranger from work which was fully upgraded for Off Road work struggled with. Now that Ranger was fully loaded, so probably not a 100% comparison, but I will test the Shark and see if it gets up the hill.
@@L2SFBC Yes, I will let you know for sure. Note that the Ranger was fully loaded to the max when I tried it on our hill, I couldn't even have a passenger as I just had 48kg left for the front axle.
Even $20k BYDs have over the air updates. The shark will get much better, that thing is a great truck platform and will improve a lot with updates because these cars are more electronics now than before and a simple update can make big changes. Getting 55 miles on pure ev mode is a dream
Hello from Brazil Robert! Very good video! My doubt about mud tire will be supported by the system...and the system behavior on real off road use. Here we just use for review too and its very suprised performance results. Tks.
Another great video review. One of the things I have noticed with all these great camera's is that people tend to lose spatial awareness if they rely on them too much. I have seen people reverse into air-conditioning duct in an underground carpark because they were focussing on the camera and didn't look up. Also copping a tree branch across the top of the windscreen because they were focussed on the screen and the through bonnet view. Not looking at the through windscreen view.
For BYD leopard 5, the Sand Mode can charge the battery quicker and people use this mode to charge when stationary. BYD advertised 20kw max charging speed when using ICE when stationary.
Yay.. someone who knows what they are talking about. On Safety, I hear other reviewers recommending unsafe practices for on road use. “You can push the speed limit if you are on quiet backroads” besides taking off from the lights as fast as you can. Sure when I was young and stupid I probably did, it’s just not normal driving. I suppose it’s good to know this stuff but it’s not really useful or practical to drive this way.
Great information Robert, I’m looking forward to #4. With that in mind, during your research have you gleaned any information on adding Anderson Plugs for ESC and house battery charging? I understand that the 12V system uses a Lithium battery and that it isn’t as large as a more traditional system that we’re used to seeing. Is there any provision for such connectivity or will we need additional power conversion hardware to get the necessary power for the house battery etc.? Any light you can shed on the topic would be really appreciated.
quality work Robert save for one mistake, Ford have said that T6.2 platform was designed for future PHEV / EVB production for the 2.3L turbo petrol version, basically the test bed has been the USA only models from both Ford and Lincoln. We know what system that Ford are using, the issue is price. I know the BYD will reserve at least 25% of battery reserve to assist the puny 1.5L turbo petrol engine but I fear for longevity of a tiny 1.5L 4cyl having to work hard to maintain 2,700kg minimum weight with such low reserve energy.
I would still argue the T6.2 is a development of T6, which was not for electrification, and also 6.2 has to cater for both ICE and hybrid. So while better than 6.0, it's still not a ground-up design as is the Shark.
I'm still trying to perceive how hard the petrol motor actually has to work? It's not like it's heavily loaded when running to charge the batteries. Nor is it dumped with torque spikes randomly? Has anyone analysed what sort of kVA the motor can do into the batteries?
@@badharrow - we know that BYD are reserving 25% battery as the minimum cut off (so it will never go below that), the vehicle weight is 2,700kg kerb weight (so not factoring in additional cargo or towing weight), that little engine has to drive the generator and feed the battery at the same time, ok same as the X-trail E-Power and we know from that vehicle (sure I'll grant you way different vehicles) that the battery never fully recharges and that is a small battery vs the Shark6 much larger battery. Yep that little 1.5L is going to work very hard to power the generator to feed the battery. Not saying that's a bad thing but the the Ranger PHEV has half the size battery but also the engine is a beasty 2.3L 4cyl turbo.
Thanks Robert that is a really informative series of reviews. we're hoping to test drive one next week, but i do hv a couple of questions for you, because I'm sure the salesman will tell me what i want to hear. 1. the 4wd limitations highlighted in part one of ur video series: can they all be overcome with software updates or are there mechanical limitations? 2. When towing at max payload and you hit a long uphill passing lane at 100kmh, what will happen to overall performance when the only drive is coming from the engine once the battery is exhausted. yes we have a caravan, we wont exceed payload limits, but with caravan and 6 mtn bikes on roof rack we'll hv plenty of drag! ... would love to know your thoughts??
1. They are software issues for the most part. Good software would make a HUGE difference. 2. I cannot say for sure until I test but I think you'll be fine. 90km of range on EV, call that 20km on battery...you won't get a 20km hill, and the engine will be working hard to recharge all the time and then downhill.
So, it operates the hybrid system essentially the same as an outlander PHEV. From my experience in near on 20,000 km already this year, that's a good thing as it's a good way to do a PHEV. Outlander also only charges to around 75% via ICE in charge mode. Reason will be that battery cant take a good charge speed as it gets closer to full. This means engine would have to throttle back (if charging whilst stationary particularly) and thus decrease efficiency. Remember that your 40% or thereabouts petrol engine efficiency is only achieved whilst engine is loaded to a decent amount (low manifold vacuum) at low to middling rpm (say 1800 - 2500 RPM). Also, you mentioned that a diesel engine thermal efficiency is poor at around 25%. Well, no, they're closer to 50% over a wide throttle range, which is why they're better on fuel consumption than petrol. Also is one of the reasons why diesel hybrids are not a thing, because the benefit of hybridisation for diesel is less than for petrol. Petrol has far more efficiency to benefit, diesel not so much as they are not throttled at low load (they are an excess air engine). Keep up the good work Robert!
Thanks! Yes, similar to the well-proven Outlander PHEV. The 40% - the Shark's ICE will spend more of its time in its optimum power band, whereas an ICE vehicle will need often to operate away from its best operating conditions, and I have seen no figures showing diesel 4x4s are close to 50%, large generators, yes. There are diesel hybrids in some markets, but not as common as petrol for the reasons you describe.
@@L2SFBC Actually, you're probably more on the mark here with efficiencies. Let me correct my statement. Numerous towing tests (big vans - tested over the same route with same van under same conditions) tend to show a LC200 diesel vs Y62 petrol both have very similar fuel use. Which would indicate very similar efficiency when under moderate to heavy engine load between diesel and petrol given the two vehicles are very similar. Where the diesel has the advantage is that it's efficiency does not decrease dramatically as does the petrol engine under more typical light loads (not towing, accelerating or going uphill). Hence, a hybrid system can keep the petrol engine close to max efficiency much more of the time, or switch it off. No need for light load running with poor (throttled) efficiency. Our current Outlander drives along in the country at 110 kmh with direct drive for maybe 2/3 - 3/4 of the time getting around 11L/100 km instant fuel economy. But then engine turns off and it drives on EV only for a minute or so before repeating the cycle. Resulting in an average of more like 6-7L/100. So speed is regulated not so much by ECU controlling ICE throttle position, but more by controlling the load applied by the generator topping up the battery. You can see all this on the excellent power meters in the dash display. BYD would be very similar I imagine.
18:15 Tub removable. That truly interests me as a solid tray canopy would be ideal for long range touring due to having 240v 10A available for domestic devices, zero need for expensive inverter, smart controllers etc. My only query to that would be the V2L 240v 10A outlet, who's going to be authorised to modify that, one could certainly do it as fortunately there is no BBG restrictions YET! Answer, get in earlier before regulatory authorities get in over their heads.
Best review out there. I do wonder what the expected life of the battery is, given it will be a 30kwh battery that is cycled through. My rudimentary calculations suggest around 400,000km out of the battery given BYD say more than 5000 cycles of the battery. Am I close or well off?
There is a kiwi reviewer that has taken one on the beach. I reckon on Fraser this thing would easily do most of the island. The places where you'd come into trouble would be indian head and nkgala rocks with the weight being the biggest thing holding you back. If you had an aftermarket set of tyres aired down I reckon you'd easily do the whole island.
@@edt2572 nice cheers mate I’ll go try find that I doubt I would go past Nacala rocks anyway I haven’t been through that in my v6 amarok purely because I don’t want to wreck it 😂 Fraser and double island and a bit of camping is my jam not hard core off roading Cheers
they tested it on Murawhai beach in NZ and it is a bad one, full of ruts and streams. There a a few different reviews of it, so BYD must have had a test day there.
Thanks. I’ll buy one in a heartbeat to replace my diesel SUV, but only when it can handle a genuine 3t being towed, (not the FAKE 3.5t that existing Utes can tow.)
Ranger vs BYD , considerations would be for me dealer network, range, warranties, depreciation cost and most importantly would I buy the first series of that specific vehicle before glitches is sorted.Thank you for your beautiful reviews and in depth look at the what this vehicle has to offer.
Great video, very informative. I dont plan to do any offroading but i will need to tow a small boat. Do you think I'll be fine on steeper boat ramps which can get slippery?
Brilliant in depth analysis of its capabilities thank you! It sounds like it’s perfect for me who wants to do the odd off-road trip a few times a year. Do you think it can handle driving soft sand. Will there be any issues leaving an EV in the Australian heat camped next to the sea for a few nights?
Yes, sounds like a good fit for you. I think it'll be ok on soft sand, yes, but as usual, tyre pressures rule. Watch this for more. th-cam.com/video/K_MdA2pL41A/w-d-xo.html No, I can't see any issue leaving an EV in the heat next to the sea, any specific concern?
@@L2SFBC Fantastic. Yes I have seen your sand driving videos. Pointed out some mistakes I had been making. Don’t know if it’s part of your theme but would love to see some instructions on how to safely secure loads to a Ute, particularly whilst transporting oversized timber rails
Great review, a lot more information than others.👍 It would be great if you could find out from Byd what out of warranty battery and electric motor replacement would cost for the people that are long term owners? Also if BYD will have parts readily available for repairs or will car be off the road for long periods waiting for them to be imported?
Great review, it answered a lot of my questions. Thank you for all the time you have put in, it is really appreciated. I am a bit confused about the max ratings you mentioned. I checked the owners handbook and it does not state any max axle loads. It only states what the load on each axle would be if loaded up to max 3500kg. Front axle load at max. allowable total mass 1607 (kg) Rear axle load at max. allowable total mass 1893 (kg) However, they do not call those out as max ratings. Would you be able to provide more insight?
I am totally fine with that, and you were pretty spot on with your guestimates so far which is just impressive. I was just curious about what would happen if you added those accessories, especially since there's no specific maximum rating given, at lease I couldn't find any. From what you mentioned, it almost sounds like this car wouldn’t be able to carry any passengers.
Excellent series, answered a lot of questions, the extra weight of the vehicle helps with towing, something I didn’t consider 2500t towing is realistic 3500t towing with ranger is Not realistic
90% of drivers never use the towing function in their lifetime, and of those who do, 90% don’t need the full 3.5-ton capacity. There are good reasons why the towing feature is often reduced-if BYD were to add it, it might look unattractive or raise the price by $10,000. It's similar to the iPhone Pro Max with its three lenses; most people only use one, maybe just to scan a QR code, but still have to pay for all three. They look good on paper but rarely get used in reality. Personally, I’d be happy if Apple removed the two extra lenses and dropped the price by $200.
@@lukeliu3911 You don't have to buy the Pro Max that's meant for people like me who like photography, There is a base model that only has one camera lens but still takes good shots, Also where did you get the "90% of drivers never use the towing function in their lifetime" from?
Excellent presentation. The idea using the BYD as a tourer for me complicates the touring process. I like the KISS principle and I am no mathematician either. Thanks for presentation though. Far too much wizardry for my liking.
Worth noting I think that series hybrid is not inherently more efficient than parallel. There is always a considerable loss of power when converting the mechanical energy from the engine, through the generator, the AC/DC converter and on to the wheels. More if going into and out of the battery. Factor around 10% at least. For that reason systems like the Outlander PHEV and the BYD Sealion will use a parallel single gear path when cruising at highway speed, to avoid the series hybrid inherent losses. Unfortunately this single gear has a limited range of road speed where it can allow the engine to be at it's most efficient. For this reason a parallel hybrid system like the Toyota eCVT often has the advantage when cruising at highway speed. It can find an efficient engine speed to match road speed through a variable speed gearbox where the series hybrid would have higher losses and the single speed parallel gear cannot be flexible in it's ratio. I think that's one reason why a lot of the more established Ute players are looking at parallel PHEV systems rather than series based systems. Mitsubishi has all the tech already to make a PHEV Ute based on their Outlander drivetrain (basically the same as BYD use) but they're explicitly saying they don't see it as a good fit for a ute.
Hi mate, I have been advised that the Raid bar adds approximately 49kg to the front of the vehicle. Could you please advise if, with this additional weight, you could get away with not modifying the front suspension? Thanks.
Hi Robert you mentioned in your video that the tub would be removable. Will this ute lend itself to replacing the tub with a tray? If so where would the power outlets currently located in the tub go? I have a 2 month old Intrepid slide-on camper on my 2017 BT50 extra cab tray back ute. I would like to move my new camper onto a new ute. If the shark was available with a tray in an extra cab configuration I would order one tomorrow. Also the existing generator and battery in the shark would be great for use with my slide-on camper (assuming the shark has a tray option.) Also if it was somehow possible to direct a duct from Shark's AC into my camper that would be really handy.
My big question is say when towing in a place like the Blue Mountains where you’ll be heavily into the accelerator for a long time will the around 270kw electric motors drain the batteries to 25% & the around 170kw petrol generator not keep up rendering the BYD to a front wheel drive petrol powered ute?
The system won't change which axle it sends power to when the battery level is low. It will use the power to run the generator and send it to whichever axle needs it. Regarding running out of stored battery power - yes if you let the battery run down to a low state of charge and then attempt a long enough hill climb with a heavy enough load at a high enough speed you may run a deficit in power. But really the engine should still have enough power to keep you moving at a reasonable pace. You'd need to be really pushing it which you shouldn't be doing when towing anyway. The motors will only draw the power you ask of them. So just because they have a maximum rating of 270kw, doesn't mean you'll be drawing that much from them very often or for very long.
Hi Robert, have you got any thoughts/comments on the results of CarExpert's BYD towing video? It's concerning me that the car "ran out of puff" during their towing test
@@L2SFBC Do you plan to do another review with a production car? People appreciate your thorough investigation of this car! I'm unsure if any reviewers are tackling the Hybrid system.
Any idea if it can be fitted with a dropside tray? I have no use for a cab chassis but an aluminium tray would be perfect for my use and probably weigh a lot less.
Hello, In recently joining the BYD Shark owners Aus group on FB there have been a few enquiries regarding the likes of alloy trays. Imagine that many tray builders are gearing up for the conversions whilst focusing on any needs that the electrical components would require during relocation.
Looking to buy the shark have to tow a caravan with a minimum tare weight of 1940kg and tow all weight of 215kg. We usually travel light so total weight I expect around 2300. Do you think the shark can handle this ?
we can reverse work that out by converting kWh to litres. 1L = 8.87kWh. So the mathematics is 29kWh (max battery capacity) / 8.87 = 3.2 So petrol consumption is 3.2L for approx. 29kWh, side note: just show you how efficient electricity is over petrol. that is raw numbers, what we do know is that BYD have stated the battery will not go below 25% (base reserve) and that max capacity is 80%, so usable range is 55%. So approx. 8.15kWh are "reserve", so that leaves 20.85kWh usable, so 20.85 / 8.87 = 2.35 So from 15% to 80% petrol consumption is 2.35L, as to how long that takes? there is formular for that also based on what the generator amperage is to recharge the battery via that method, I don't think BYD have released that information so it would be hard to work that out, but we can sort of work out the discharge rate which Rob did in this video.
- that efficiency (ICE) is awesome for a petrol. - Traditional Diesel cycle inherently are a little more thermodynamically efficient than "typical petrol" - Otto cycle - engines... Design - for generator operation - "optimisation" can only achieve so much, ??Atkinson cycle, direct injection - with electric accessories and smart alternator (ie. ??? real world efficiency ). AKAIK Shark is a series-parallel hybrid (like the outlander - it has an awd pure electric mode - stated in your editorial "above 70km it can use a clutch to drive the front wheels only" - so not really a "more efficient" pure series, yes at around town speeds (series hybrids also aren't inherently more efficient - that depends on use scenario (plural electric conversions aren't always more efficient than mechanical transmissions).. cheers.. Running a 1.5L engine to charge a battery at ?? rate?? (I hate the percentages, I want to see real data - Volts, Amps, and kW - in and out, like a proper monitoring system)- probably less efficient than a standalone - properly sized generator for the rate, more convenient, sure save payload for fun stuff. Max battery re-charge via engine/regen may have a 2 fold reason - 2 to preserve regenerative braking "overhead" - and 2 to retain the ability to "fast charge" off the engine power - 70% allows the steady state thermal capacity of the battery / cooling system to not be exceeded. Outlander hybrid also needs to be ON for V2L.. (my ranger doesn't, lol..) (TLDR - of course many have better things to do in their day than read comments.. lol. I enjoy my breaks doing strange things. - NB not really asking a question.. discussion is better than a "lecture"..) The Why of Batteries charging slower after 80% - is that never really answered ??... "Because the Battery reaches Peak VOLTAGE at around this capacity therefore the Constant CURRENT (CC) charge regime switches to Constant VOLTAGE (CV) (~3.65 V/cell LFP, or Turnary LiMoNiMg - etc ,Battery is ~4.2V/cell ) in CV mode less power is going into the batteries - and then there is the issue of "top balancing" the cells - wasting power through pull down resisters is often used to avoid certain cell banks from being overcharged - or there may be an active balancing regime (charge all cells in parallel at the CV will achieve this, but no transport battery topology I know of does this. Balancing takes "quite a bit of time" as it is slow - fractional percentages of fast charge rates. ... We (motoring public, with or without engineering education) - must realise of course - NO hybrid is thermodynamically as efficient as its "optimal system" , while real world fuel savings may typically be experienced, the thermodynamic conversion losses in the parallel - series systems at work add up. (Trucking is an industry where every route - which a truck may repeat the same route every day of its life has different optimisation features - for some straight diesel will be the most efficient (fuel burn and driver wages vs revenue generation) than any hybrid system, for others the series or parallel - or combinations of each will be more optimal. (NB re The Electrical Grid - powering the PHEV... (the power grid total mix itself is only ~50% efficient at best (Solar ~20%, wind peaks at around ~40%, thermal coal, around 55% (CCGT ~60-65%) and transmission losses depend on grid utilisation (temperatures of the lines vary 5% to 25% loss. without fully considering the thermodynamic cost of all the grid support and maintenance infrastructure - lets not forget pumped storage and battery round trip efficiency - all these lower the total efficiency of the grid..)..) - Anyone telling me that their very large and heavy modern hybrid car is achieving 2.2 L/100km (or even 4.5 L/100km for a hybrid SUV) on long trips, most likely isn't doing what I would call a long trip (and/or not driving at the speed limit).. - and definitely is never covering 800-1000 km in any day's travel (Plugin recharge times would be too long and overrule such an "aim". - No I don't drive these distances every week, but when I need to, I need the vehicle to do it.. Young and stupid me remembers 2000+ km in ~24 hour periods (solo)...
I am trying to understand the dynamics of long range towing with the Shark. If for example I was at max towing load (2.3-2.5t) and was travelling at 100km/h, I imagine the battery would deplete fairly rapidly. Would the ICE then be able to sustain continued towing with that weight at that speed? I had read somewhere that there could be potential it becomes speed limited until a point it can keep up with the generation/electric motor demand.
Yes I think it would be just fine. Watch Part 1 for how the series/parallel hybrid works. If I can get a Shark on test, be sure I'll be testing that, already got two hills in mind. It's a common question.
@@L2SFBC I have watched all your videos with interest, so thank you for your efforts and explanations - they have cleared up quite a lot for me! Will keep a look out for any other information that comes to light on towing in practice as well.
Keep thinking about this car. Really wondering if it would replace my ranger. A few more questions that comes to mind are can it be towed, while not powered. Say there is an issue in the Simpson, can a mate tow you out to civilisation (I know the new defenders cant be towed at all, must be flat bed only). Can the petrol motor run at camp while the car is off/locked. How would the electric motors go with high heat slow speeds, like say the canning stock route, sand and dunes for 20 days. How is it with corrugations, need to see it complete the Gibb 20 times over. If it does ok with all that I would sell the ranger and get one.
1. towing good question, I guess not given it has electric motors 2. can the petrol motor run; yes, in Offroad Mode when idle 3. motors slow speed; to be tested, no reason why it can't 4. corrguations, to be tested
Hi mate, could you please explain to me if I get a shark and tow my Jayco (1300 fully loaded), would I still have a payload of 790kg assuming unloaded? Thanks
Its a great fit for doing the local trips using EV mode (charge at home) and its ICE making it available for the occasional longer trips, boat, trailer, caravan etc. It does sound like we must wait for the second generation since BYD doesn't appear to understand the Au market well enough yet.
For camping security when using V2L, you can just lock the car but leave it turned on. I don't think BYD need to change anything and it's better how it is now, because you can disable V2L by turning the car off.
@@L2SFBCSure, that would be the ideal solution. But I guess the car is still secure for camping, as is. As long as the AC and lights are off, power consumption is likely to be low when the car is turned on, if current BYD cars are anything to go by.
@@L2SFBCJust an update on this topic. The in car and tub power points will only work with the power turned on, as you've discussed. But the V2L adaptor plugged into the charge port can, infact, be used with the car turned off and locked. I also tried this on my BYD EV.
I confirmed with BYD: --- "- it is possible to access V2L whilst the vehicle is locked and off (thinking caravan power)? BYD answer: Feature is a WIP, not available at launch. Currently car must be on for V2L to work. --- WIP = work in progress. Now they may have given me wrong information, wouldn't be the first time PR people do that, but in lieu of being able to test myself I go with what I get from them, particuarly after confirmation.
@@L2SFBC It wouldn't be the first time BYD locally has given people the wrong information about their cars. The Facebook owner groups are full of such reports. They seem to get up to speed eventually, at least with the cars already sold here. Other BYDs have the V2L work when the car is off and the translated Spanish user manual for the shark also confirms it. But we'll be able to test it locally soon enough, test drive cars should already at the dealers, pending the launch tomorrow.
If you are launching or retrieving a boat, is this going to pose a problem for a SHARK or any HEV or PHEV due to water affecting the electrics? This could also apply to water crossing. I see it has a limit of 700mil, so may be ok in my instance.
In your discussions with BYD, was there any hints of an increased tow capacity for future updates? (3 T would be ideal). Is it constrained by max GVM yo maintain private licence vs truck licence. If GVM upgrade becomes available assuming this will not help to have higher tow capacity Thanks for your great videos
It also says this "For example, a typical gasoline automobile engine operates at around 25% efficiency, and a large coal-fuelled electrical generating plant peaks at about 46%. However, advances in Formula 1 motorsport regulations have pushed teams to develop highly efficient power units which peak around 45-50% thermal efficiency. The largest diesel engine in the world peaks at 51.7%. In a combined cycle plant, thermal efficiencies approach 60%.[2] Such a real-world value may be used as a figure of merit for the device." which is closer to the generally accepted figures for EV vs ICE which is what I ussed.
Not related to this video. I would like to know or at least discuss the possibility of ripping out the ice engine and adding more batteries in the future. Or even other options like if fuel cells get practical. Phev for now is great, but may not be right in the future. I trying to see in my crystal ball.
The shark's drive train evidently has a connection from the ice directly to the front wheels (similar to a standard hybrid). Meaning it will likely require a reworking of integral drive components. I'd also think the ECU will be hard locked down and a pita to work on.
It does, but I covered that in Part 1, it's just a clutch. The car can operate just fine without it, so the OP's point is valid, I just don't think it's worth it for effort/reward. I think convert a Rivian to RHD!
Converting a Rivian would be great, although big bucks involved if it's even possible (I bet Rivian have their software locked down hard). I think the smarter crystal ball would be buy the shark now, and by the time the warranty runs out, trade on a new one. 8-10 years is a long time in current battery tech and software development. You'd also be moving to a gen2 model, which hopefully they've ironed out the bugs...
There are companies doing RHD conversions of all sorts of modern cars, and in many ways EVs are simpler, so I wouldn't rule it out but the exercise would be expensive. Yes, this is early in the development lifecycle, so Gen 2, 3 will be big leaps I expect.
You never tow more than tow vehical weight. This is lost on people these days because they are stupid accidents waiting to happen! Suckers to the advertising. I had a LR 130 for years and when l bought it the dealer said you want to tow heavy fill the Ute up heavy. The 130 had a 1,400kg payload with 4,000kg tow load on top.
@@L2SFBC It is always a problem for the person within ear-shot of the motor noise...there is no excuse theses days to drag a motor along for electricity...none.
Have you not seen a semi trying to stop or turn in a hurry? A semi driver needs to be trained and have a special licence. Have you ever been stuck behind a semi going down a steep windy mountain? Why are they only doing 10km/h? Think about that! Semi trailers have brakes everywhere and the trailer weight is loaded into the center of the vehicle and will have "less" tendancy to push the tow vehicle sideways, marginally! Why is being a truck driver such a dangerous job? The average Joe who see's "3500kg towing" on the sticker, goes out and buys a 3T van thinking he is under and fills it up with crap and hits the road is common and dangerous. I my (and plenty of engineers) opinion the 3.5T towing on utes is a pissing competion to get sales from people who don't understand physics. Also (my opinion) training should be mandatory for towing over 750kg.
Great point I feel the semi is engineered differently from even the "truck chassis" that utes sport A semi has far greater gearing Superior braking designed for huge weight - including valve brakes Very stiff suspension - certainly not with the lift and twist that a passenger car is capable of, especially a 4WD It's deliberately built for a job Whereas even a Land Cruiser is still a passenger vehicle with extra capabilities A semi driver is also better trained, with more serious penalties for transgressions So a better trained and more responsible driver makes even the same vehicle safer on the road That's why semis are an exception to this idea And they are still potentially very dangerous to be around Quite different from anyone with a car license being able to hook up a pig trailer that can sling them off the road or into oncoming traffic I hope that all makes sense 🙂
The reason the engine will only charge the battery to 70% is most likely because the battery's charge curve reduces significantly at higher rates of charge. In other words, it's easier/quicker to charge when the battery is below 70%.
@@L2SFBC I guess they decided that it would be too inefficient but, yes, it might be good to be able to override it provided you don't mind burning a lot of fuel. But I struggle to see why you'd want to do it.
@@L2SFBC I guess it makes sense if you want the extra power for your campsite, although as you said you'd already have a lot of power at 70% state of charge. As for range, you'd get less overall range due to the charging inefficiency above 70% SOC.
@@budawang77you can change the the battery charging to 60% when the generator kicks in so you have more battery at camp The was a US video highlighting this option
@@L2SFBC Thank you Robert for your response. It is a shame that most people can't see the global picture re China not being able to guarantee anything in the future - that is what I was trying to convey.
If it takes about 2 hours to charge from 30 to 80% you said it'll only take about another 30mins to charge to 100%. Not true. It would most likely take another 2 hours to get from 80 to 100%. That is a fact and proven by almost all batteries. Its just the way it is. And as for range, there is no possible way this 2710kg ute could get 7.9L per 100km from a low battery and 1.5L petrol engine. Not possible. Your calculations are completely false and sound made up. And dont forget you need to add in the cost of atleast $2000 for a home ev charger or the regular home socket will take the entire night to charge. Not charging the battery overnight will mean this ute will be very thirsty and not make the power theyre claiming. The engine, when the battery is low will not produce enough power to charge the batteries to run and produce 321kw. You cant get more power out then you put in. You can put some charge into the battery, but not enough. Plug in hybrids are only worth it if theyre plugged in. If theyre not plugged in, theure dead weight. And nobody wants to plug it in. And a huge percentage of ute owners cant anyway
No to pretty much everything you said. No, it won't take another 2 hours. I don't have a figure to 100%, and couldn't test it, but no EV operates that way. I didn't calculate the figures of 7.9 and 2L, they're from BYD, and they seem accurate to me. You don't need a $2000 home charger either, just a decent 10A socket. The battery does not go below 25% before the petrol engine kicks in, and then it is supplying electrcity to the motors, and charging the battery. You won't be at full throttle all the time, so the engine has enough time to charge the battery when it has spare capacity.
@@L2SFBC yes it would take about another 2 hours. All batteries take the same time to charge from 80 to 100 and they do from about 20 to 80. Im not making that up. Its a proven fact. Yes the petrol engine kicks in and charges the battery and yes cars dont need as much power when cruising along but in the real world the roads arent perfectly straight and level. BYD has obviously tested in the best scenario possible and advertise those claims but everybody knows the real world is much different. That is a fact. There are no vehicles in the world that weight 2700kg and have a fuel economy of 7.9l per 100km. Not possible. Theyre dreaming. As for a home charger, a 10a socket will take the entire night if that that. And goodluck dragging a cable out onto the street or driveway. Tradies wont buy this ute. Wait until you see a real review.
Ever considered rate of charge? A 10A charge is pretty consistent....slow. A DC charge will be fast, and tail off. Still want to keep going with your argument?
@@L2SFBC whatever arguement you think this is right now the one fact you cant look past is that ita a phev. Plug in hybrid. Its designed to be plugged in and if you dont, you will have a very thirsty engine with not much charge going to those motors to pull 2.7tone. The majority of people who drive utes, dont have the patience to plug it in everyday and the space in a garage either. Unless they make a full hybrid version, this thing wont sell
Great review. The Shark will only get better. It's built on a great truck platform and will improve significantly with over-the-air updates, as these new EV cars rely more on electronics than ever before. A simple update can make a big difference. Getting 55 miles in pure EV mode is a dream, and hybrid mode will be a game-changer for those paying a premium on gas for road trips or long tows
Totally agree
I don't say this lightly, this is the best review video of the Shark I've seen. You've asked all the right questions, you've understood what the market wants and asked the questions of byd (with respect to v2l). It's a pity that no one has done a real world tow test on the byd shark, I'd love to see what the real world fuel consumption figures would be towing say 2T and also what comfort is like towing compared to a leaf sprung dual cab. Thank you for this great detailed review. It's very refreshing!
Thank you so much, very motivating!
Mate love the contents, the detailed analysis are on a different level, compared to other BYD shark reviews. I'm part of the 99% of normal users that wants a dual cab for going to the shops, and have a tub tfor hauling large items. Maybe seasonal camping trip, no crazy adventures like 4x4 cliff climb. This ute would tick all the boxes and some. No one's talking about the ute as a home / site backup generator, this thing can keep your house running for days if the power goes out from the grid. would love to see how the bi-directional charging port works, charging up a home solar battery.
Thanks, and yes you are dead right, and I think the Shark would be perfect for you!
Only just came across your channel whilst researching the Shark. Really informative - great videos - good job!!👍
Welcome aboard!
Best ByD shark review so far among the other sharks 😊. Thank you. ❤
Glad it was helpful!
I agree, thanks.
Best review. Should have millions of views. Thanks sir 😊
Wow, thanks!
Probably the best review of the shark available. Thanks.
Wow, thanks!
This (and all the other videos of that serie) satisfied all my geek's wishes and more. You're a freaking legend! Thanks heaps for these, I now reckon I'll go for a shark 6. I just need to test it in real, I don't mind buying a coffee maker off of internet's review but a car is a different business I reckon! haha Cheers for this!
Great review 👍🏻.
For those that live rural and drive rural , a heavier front bar and winch , is a no brainer ..
If the shark 6 is already ( apparently ) front heavy , Id be adding a few hundred kg to the rear of the truck ..
Conopy , towbar , fridge , tools , and odds and bobs should sort out the front heavy issue ..
The trade off is , the GVM .
Same goes for any ute , though as this reviewer states , your truck now sits around 3.2 - 3.5 Tonne so towing a 2.5 Tonne caravan will be a breeze and so much SAFER than the massive 3.5T vans we see being towed around the country - in droves - by vehicles that are SIMPLY not heavy enough .
Be smart people , yours and others families , depend on it .
this is one of the best reviews. It is very professional, and rational to give much deeper insight of the shark. top job! For me, I will keep my Cummins powered Patrol for a while, however, I believe the BYD shark will improve itself over time. Most likely, I will consider to get a 2nd or 3rd generation shark which has most potential issues fixed, and come with a bigger SSD battery and more towing ability ( my caravan is 2.8 ton).
Thank you!
Great review. Just great to have actual analysis and useable information. Keep it up.
Much appreciated!
I've been setting this video to be watched later at a time when I can pay full attention-that's how much I value your content. I am not even from Australia, I am just learning from you how to look at measures and numbers when thinking of automobile transport solutions for my needs. (We have a farm in India and my parents live there, and I want to know what to pick even if third-world budgets and local rules and use contexts need to be taken into account as well).
Right now, in their farm, the stock 5-door Jimny has been absolutely superb for my old parents with my 5 ft 2 in mum's arthritic knees necessitating a car low enough to be easy for her to climb into, and my dad's bad back necessitating a quality suspension primed for corrugated gravel roads as well as proper off road, albeit at level 1 or so. The only grouse for dad is that he does complain that the turning radius that makes it harder for him at 75 years of age with his limited spine mobility restricting twisting around to look outside when he makes a turn, he is not good with just mirrors and multiple 3-point turns. All the same, having a proper 4×4 that is hardy, comfortable, and more budget friendly than others in the market with similar features, including maintenance costs, has meant that they are no longer feeling as trapped in the farmhouse when there's an huge downpour, and are able to easily step out when needed without worry about the vehicle being able to do it comfortably. It's been transformative for us. I was able to recommend the Jimny thanks to a lot of knowledgeable people like you explaining the basic physics of what goes into 'off-roading'.
Thanks, super motivating to read this!
BYD Shark use the same DMO platform as BYD Leopard 5,which has a function call parking generating electricity(Sorry for the poor translation) with a power of 20KW.
When you turn on the V2L function, there is even an option to "automatically start the engine to generate electricity when the battery is low."
If shark can't do the same thing,that would be weird
I specifically asked and they said the car had to be on for V2L. This may change with an update.
Thanks for another great review in your series… teaching me a lot. Looks like the Shark technical specs/ capability is much closer to the Raptor and its use case. I had a guy servicing my garage doors recently . Smallish trailer with lots of trips to job locations ….he used to have a Raptor but the fuel bills killed him had to sell for a diesel van. Shark would seem to be a viable option … way lower purchase and running costs.
Shark is not a Raptor, the fact it accelerates well and tows the same is just a coincidence. I just posted about that here facebook.com/RobertPepperJourno/posts/pfbid02BLnr3Vd6TnXfmqeqrUEDSTgLjvdEaYzcviaHdiSbdkr3aGV5aSCZHqF1n7Vyc2kVl
Thanks Robert, I see there are reports of a 3.5 tonne one using a 2lt motor under development. Would be good for those who need the extra
This is amazing information Robert. Thanks heaps for spending the time to do these videos. I'm hoping that BYD will do a future software update to fix having to have the car on for V2L when camping.
me too!
My brother just got stung with this trick from his outlander phev. He did not know that the power sockets couldn't be turned on without the car being on until he went on his first camping trip. I understand they want to protect the battery, but still they can set a threshold to avoid battery degredation.
Great review mate .
Love the technical detail 👍🏻😊
Now more than ever , it seems that building caravans with an outer shell, completely covered with film technology solar material, to harness and store the suns gift , is essential for travelling this wonderful country of ours .😊
Yep!
Now this was an excellent analysis 👍I did not see anything to disagree with and it was very thorough. I am going to pre-order one right from the official starting date on the 29th October. I already had the discussion with my closest dealer and we are trying to get All Terrain tires with the originals being traded in right from the start. Your weight/towing analysis was spot on ! Wifey decided that when we get it she wants to do a bit of touring with an Off Road Caravan (eventually). So I have done some deep diving into load carrying capacity and towing capacity and came up pretty much with the same numbers. A GVM upgrade will be a must. Regarding Off Road Capabilities. I have a very steep hill at the back of my house that even the Ranger from work which was fully upgraded for Off Road work struggled with. Now that Ranger was fully loaded, so probably not a 100% comparison, but I will test the Shark and see if it gets up the hill.
Thanks, please let me know re hill. Note that offroad Rangers are designed to use low ratio which is not an option for the Shark.
@@L2SFBC Yes, I will let you know for sure. Note that the Ranger was fully loaded to the max when I tried it on our hill, I couldn't even have a passenger as I just had 48kg left for the front axle.
Grenadier, Navara Warrior also examples of poor front axle load...
Even $20k BYDs have over the air updates. The shark will get much better, that thing is a great truck platform and will improve a lot with updates because these cars are more electronics now than before and a simple update can make big changes. Getting 55 miles on pure ev mode is a dream
I have a leopard 5, which same platform as shark, i think it can do better than ranger, but different way, you can find many video show that usage....
JUST A AWESOME REVIEW
Thank you!
Much appreciated!
Very informative thank you. Seriously keen on getting my hands on one of these!
Hello from Brazil Robert! Very good video! My doubt about mud tire will be supported by the system...and the system behavior on real off road use. Here we just use for review too and its very suprised performance results. Tks.
Thanks for the note!
Another great video review. One of the things I have noticed with all these great camera's is that people tend to lose spatial awareness if they rely on them too much. I have seen people reverse into air-conditioning duct in an underground carpark because they were focussing on the camera and didn't look up. Also copping a tree branch across the top of the windscreen because they were focussed on the screen and the through bonnet view. Not looking at the through windscreen view.
A good point indeed. Over reliance on sensors. Thanks
Thank you Robert.
Excellent detailed analysis
Glad you liked it!
Great update thanks for your effort and time 👍👍👍👍👍👍👍👍
So nice of you
For BYD leopard 5, the Sand Mode can charge the battery quicker and people use this mode to charge when stationary. BYD advertised 20kw max charging speed when using ICE when stationary.
BYD did suggest using an offroad mode (not specifically sand) to charge when stopped, yes. But, it shouldn't be necessary.
Yay.. someone who knows what they are talking about.
On Safety, I hear other reviewers recommending unsafe practices for on road use. “You can push the speed limit if you are on quiet backroads” besides taking off from the lights as fast as you can. Sure when I was young and stupid I probably did, it’s just not normal driving. I suppose it’s good to know this stuff but it’s not really useful or practical to drive this way.
Great information Robert, I’m looking forward to #4. With that in mind, during your research have you gleaned any information on adding Anderson Plugs for ESC and house battery charging? I understand that the 12V system uses a Lithium battery and that it isn’t as large as a more traditional system that we’re used to seeing. Is there any provision for such connectivity or will we need additional power conversion hardware to get the necessary power for the house battery etc.? Any light you can shed on the topic would be really appreciated.
Sorry no further information, BYD don't seem to know either.
“White pants”😂😂. Excellent content. Very thorough
Much appreciated!
Totally agree with the white pants, brilliant.
Fantastic info, thanks for sharing!
Glad it was helpful!
very professional.
The white pants during camping 😂 tell that to my Mrs lol, she where's white everywhere, camping, fishing, anything, always gets her pants stained lol
quality work Robert save for one mistake, Ford have said that T6.2 platform was designed for future PHEV / EVB production for the 2.3L turbo petrol version, basically the test bed has been the USA only models from both Ford and Lincoln.
We know what system that Ford are using, the issue is price.
I know the BYD will reserve at least 25% of battery reserve to assist the puny 1.5L turbo petrol engine but I fear for longevity of a tiny 1.5L 4cyl having to work hard to maintain 2,700kg minimum weight with such low reserve energy.
I would still argue the T6.2 is a development of T6, which was not for electrification, and also 6.2 has to cater for both ICE and hybrid. So while better than 6.0, it's still not a ground-up design as is the Shark.
I'm still trying to perceive how hard the petrol motor actually has to work? It's not like it's heavily loaded when running to charge the batteries. Nor is it dumped with torque spikes randomly?
Has anyone analysed what sort of kVA the motor can do into the batteries?
@@badharrow - we know that BYD are reserving 25% battery as the minimum cut off (so it will never go below that), the vehicle weight is 2,700kg kerb weight (so not factoring in additional cargo or towing weight), that little engine has to drive the generator and feed the battery at the same time, ok same as the X-trail E-Power and we know from that vehicle (sure I'll grant you way different vehicles) that the battery never fully recharges and that is a small battery vs the Shark6 much larger battery.
Yep that little 1.5L is going to work very hard to power the generator to feed the battery.
Not saying that's a bad thing but the the Ranger PHEV has half the size battery but also the engine is a beasty 2.3L 4cyl turbo.
Thanks Robert that is a really informative series of reviews. we're hoping to test drive one next week, but i do hv a couple of questions for you, because I'm sure the salesman will tell me what i want to hear.
1. the 4wd limitations highlighted in part one of ur video series: can they all be overcome with software updates or are there mechanical limitations?
2. When towing at max payload and you hit a long uphill passing lane at 100kmh, what will happen to overall performance when the only drive is coming from the engine once the battery is exhausted. yes we have a caravan, we wont exceed payload limits, but with caravan and 6 mtn bikes on roof rack we'll hv plenty of drag!
... would love to know your thoughts??
1. They are software issues for the most part. Good software would make a HUGE difference.
2. I cannot say for sure until I test but I think you'll be fine. 90km of range on EV, call that 20km on battery...you won't get a 20km hill, and the engine will be working hard to recharge all the time and then downhill.
So, it operates the hybrid system essentially the same as an outlander PHEV. From my experience in near on 20,000 km already this year, that's a good thing as it's a good way to do a PHEV.
Outlander also only charges to around 75% via ICE in charge mode. Reason will be that battery cant take a good charge speed as it gets closer to full. This means engine would have to throttle back (if charging whilst stationary particularly) and thus decrease efficiency. Remember that your 40% or thereabouts petrol engine efficiency is only achieved whilst engine is loaded to a decent amount (low manifold vacuum) at low to middling rpm (say 1800 - 2500 RPM).
Also, you mentioned that a diesel engine thermal efficiency is poor at around 25%. Well, no, they're closer to 50% over a wide throttle range, which is why they're better on fuel consumption than petrol. Also is one of the reasons why diesel hybrids are not a thing, because the benefit of hybridisation for diesel is less than for petrol. Petrol has far more efficiency to benefit, diesel not so much as they are not throttled at low load (they are an excess air engine).
Keep up the good work Robert!
Thanks! Yes, similar to the well-proven Outlander PHEV. The 40% - the Shark's ICE will spend more of its time in its optimum power band, whereas an ICE vehicle will need often to operate away from its best operating conditions, and I have seen no figures showing diesel 4x4s are close to 50%, large generators, yes. There are diesel hybrids in some markets, but not as common as petrol for the reasons you describe.
@@L2SFBC Actually, you're probably more on the mark here with efficiencies. Let me correct my statement. Numerous towing tests (big vans - tested over the same route with same van under same conditions) tend to show a LC200 diesel vs Y62 petrol both have very similar fuel use. Which would indicate very similar efficiency when under moderate to heavy engine load between diesel and petrol given the two vehicles are very similar. Where the diesel has the advantage is that it's efficiency does not decrease dramatically as does the petrol engine under more typical light loads (not towing, accelerating or going uphill). Hence, a hybrid system can keep the petrol engine close to max efficiency much more of the time, or switch it off. No need for light load running with poor (throttled) efficiency.
Our current Outlander drives along in the country at 110 kmh with direct drive for maybe 2/3 - 3/4 of the time getting around 11L/100 km instant fuel economy. But then engine turns off and it drives on EV only for a minute or so before repeating the cycle. Resulting in an average of more like 6-7L/100. So speed is regulated not so much by ECU controlling ICE throttle position, but more by controlling the load applied by the generator topping up the battery. You can see all this on the excellent power meters in the dash display. BYD would be very similar I imagine.
Yes indeed, fascinating to watch hybrid power meters in all sorts of vehicles!
18:15 Tub removable.
That truly interests me as a solid tray canopy would be ideal for long range touring due to having 240v 10A available for domestic devices, zero need for expensive inverter, smart controllers etc.
My only query to that would be the V2L 240v 10A outlet, who's going to be authorised to modify that, one could certainly do it as fortunately there is no BBG restrictions YET!
Answer, get in earlier before regulatory authorities get in over their heads.
Thank you for the detailed video it is very helpful. When is part 4 due?
th-cam.com/video/PyDszTe49Ng/w-d-xo.html
Great video 👍
Thanks 👍
Good too see you sorted the Atkinson engine generator cycling purpose. On you Robert. I got a big itch when you described it in the other video.
unfortunately its not an atkinson cycle engine, the toyota prius or hybrids have atkinson cycle engones which arent turbo
Best review out there.
I do wonder what the expected life of the battery is, given it will be a 30kwh battery that is cycled through.
My rudimentary calculations suggest around 400,000km out of the battery given BYD say more than 5000 cycles of the battery.
Am I close or well off?
Close I'd say. Essentially, more than the reasonable life of the car!
Thank you
I've learned a lot
Glad it was helpful!
Can’t wait for someone to try it in the sand that is gonna be what makes my mind up weather it can do a Fraser trip or not
There is a kiwi reviewer that has taken one on the beach. I reckon on Fraser this thing would easily do most of the island. The places where you'd come into trouble would be indian head and nkgala rocks with the weight being the biggest thing holding you back. If you had an aftermarket set of tyres aired down I reckon you'd easily do the whole island.
@@edt2572 nice cheers mate I’ll go try find that
I doubt I would go past Nacala rocks anyway I haven’t been through that in my v6 amarok purely because I don’t want to wreck it 😂 Fraser and double island and a bit of camping is my jam not hard core off roading
Cheers
they tested it on Murawhai beach in NZ and it is a bad one, full of ruts and streams. There a a few different reviews of it, so BYD must have had a test day there.
Thanks. I’ll buy one in a heartbeat to replace my diesel SUV, but only when it can handle a genuine 3t being towed, (not the FAKE 3.5t that existing Utes can tow.)
Ranger vs BYD , considerations would be for me dealer network, range, warranties, depreciation cost and most importantly would I buy the first series of that specific vehicle before glitches is sorted.Thank you for your beautiful reviews and in depth look at the what this vehicle has to offer.
You're welcome!
Looking forward to vic high country review & gvm upgrade, def needs more payload to be an all round vehicle
If I can get one...
Great video, very informative. I dont plan to do any offroading but i will need to tow a small boat. Do you think I'll be fine on steeper boat ramps which can get slippery?
Yes
Brilliant in depth analysis of its capabilities thank you!
It sounds like it’s perfect for me who wants to do the odd off-road trip a few times a year.
Do you think it can handle driving soft sand. Will there be any issues leaving an EV in the Australian heat camped next to the sea for a few nights?
Yes, sounds like a good fit for you. I think it'll be ok on soft sand, yes, but as usual, tyre pressures rule. Watch this for more. th-cam.com/video/K_MdA2pL41A/w-d-xo.html
No, I can't see any issue leaving an EV in the heat next to the sea, any specific concern?
@@L2SFBC
Fantastic. Yes I have seen your sand driving videos. Pointed out some mistakes I had been making.
Don’t know if it’s part of your theme but would love to see some instructions on how to safely secure loads to a Ute, particularly whilst transporting oversized timber rails
Great review, a lot more information than others.👍
It would be great if you could find out from Byd what out of warranty battery and electric motor replacement would cost for the people that are long term owners?
Also if BYD will have parts readily available for repairs or will car be off the road for long periods waiting for them to be imported?
Don't know re costs, but re replacement - l2sfbc.com/why-replacing-your-evs-battery-is-no-longer-a-concern/
Can you comment on the 12% grade limit for towing? Especially as most boat ramps are ideally designed to be between 12% and 15%.
That would be for extended use not a short ramp. See Part 2 for concerns about gradient explained.
Great review, it answered a lot of my questions. Thank you for all the time you have put in, it is really appreciated.
I am a bit confused about the max ratings you mentioned. I checked the owners handbook and it does not state any max axle loads. It only states what the load on each axle would be if loaded up to max 3500kg.
Front axle load at max. allowable total mass 1607 (kg)
Rear axle load at max. allowable total mass 1893 (kg)
However, they do not call those out as max ratings. Would you be able to provide more insight?
I used figures supplied to me by BYD. Spec do vary...that totals 3500kg too.
I am totally fine with that, and you were pretty spot on with your guestimates so far which is just impressive.
I was just curious about what would happen if you added those accessories, especially since there's no specific maximum rating given, at lease I couldn't find any. From what you mentioned, it almost sounds like this car wouldn’t be able to carry any passengers.
Excellent series, answered a lot of questions, the extra weight of the vehicle helps with towing, something I didn’t consider
2500t towing is realistic
3500t towing with ranger is Not realistic
Yep!
90% of drivers never use the towing function in their lifetime, and of those who do, 90% don’t need the full 3.5-ton capacity. There are good reasons why the towing feature is often reduced-if BYD were to add it, it might look unattractive or raise the price by $10,000. It's similar to the iPhone Pro Max with its three lenses; most people only use one, maybe just to scan a QR code, but still have to pay for all three. They look good on paper but rarely get used in reality. Personally, I’d be happy if Apple removed the two extra lenses and dropped the price by $200.
@@lukeliu3911 You don't have to buy the Pro Max that's meant for people like me who like photography, There is a base model that only has one camera lens but still takes good shots, Also where did you get the "90% of drivers never use the towing function in their lifetime" from?
I think for some of the BYD models, the 6 represents their hybrid models and the 7 represents the full ev.
Not really. 6 and 7 refer to their size. 5
I will wait 2 years for series II
Thanks for the detailed review. Will the batteries get damaged during river crossings?
No
Are there any towing videos yet? What's it going to be like at a low state of charge pulling 2,000kg up a range or hill with just generator output?
To be determined
It’s has been on sale over 4 months in other countries, Australia is not a test dummy for it.
Excellent presentation. The idea using the BYD as a tourer for me complicates the touring process. I like the KISS principle and I am no mathematician either. Thanks for presentation though. Far too much wizardry for my liking.
Glad it was helpful!
Worth noting I think that series hybrid is not inherently more efficient than parallel. There is always a considerable loss of power when converting the mechanical energy from the engine, through the generator, the AC/DC converter and on to the wheels. More if going into and out of the battery. Factor around 10% at least. For that reason systems like the Outlander PHEV and the BYD Sealion will use a parallel single gear path when cruising at highway speed, to avoid the series hybrid inherent losses.
Unfortunately this single gear has a limited range of road speed where it can allow the engine to be at it's most efficient. For this reason a parallel hybrid system like the Toyota eCVT often has the advantage when cruising at highway speed. It can find an efficient engine speed to match road speed through a variable speed gearbox where the series hybrid would have higher losses and the single speed parallel gear cannot be flexible in it's ratio.
I think that's one reason why a lot of the more established Ute players are looking at parallel PHEV systems rather than series based systems. Mitsubishi has all the tech already to make a PHEV Ute based on their Outlander drivetrain (basically the same as BYD use) but they're explicitly saying they don't see it as a good fit for a ute.
Good points and the SHARK has a similar direct drive. I think efficiency depends on the use case.
Hi mate, I have been advised that the Raid bar adds approximately 49kg to the front of the vehicle. Could you please advise if, with this additional weight, you could get away with not modifying the front suspension? Thanks.
Depends how much additional load you want to put on the vehicle.
@@L2SFBC Do you mean like other accessories? I am likely to only go for the roller shutter and that is it
I mean total weight added including people, everything. They know it is low but don't seem to understand there is a problem.
Hi Robert you mentioned in your video that the tub would be removable. Will this ute lend itself to replacing the tub with a tray? If so where would the power outlets currently located in the tub go? I have a 2 month old Intrepid slide-on camper on my 2017 BT50 extra cab tray back ute. I would like to move my new camper onto a new ute. If the shark was available with a tray in an extra cab configuration I would order one tomorrow. Also the existing generator and battery in the shark would be great for use with my slide-on camper (assuming the shark has a tray option.) Also if it was somehow possible to direct a duct from Shark's AC into my camper that would be really handy.
I think so
Engine recharge limit is likely a battery cycling protection
My big question is say when towing in a place like the Blue Mountains where you’ll be heavily into the accelerator for a long time will the around 270kw electric motors drain the batteries to 25% & the around 170kw petrol generator not keep up rendering the BYD to a front wheel drive petrol powered ute?
The system won't change which axle it sends power to when the battery level is low. It will use the power to run the generator and send it to whichever axle needs it.
Regarding running out of stored battery power - yes if you let the battery run down to a low state of charge and then attempt a long enough hill climb with a heavy enough load at a high enough speed you may run a deficit in power. But really the engine should still have enough power to keep you moving at a reasonable pace. You'd need to be really pushing it which you shouldn't be doing when towing anyway.
The motors will only draw the power you ask of them. So just because they have a maximum rating of 270kw, doesn't mean you'll be drawing that much from them very often or for very long.
Great video thanks. Do you know if there are diffs or anything else that needs breathers that we might want to raise to get a but more wading depth?
Yes, has diffs, would recommend a snorkel as I would for any 4x4.
@@L2SFBC If there was a deeper crossing, couldn't you turn off the petrol motor for the crossing to minimise water ingression.
Sure could!
Will it go to Fraser ??
Hi Robert, have you got any thoughts/comments on the results of CarExpert's BYD towing video? It's concerning me that the car "ran out of puff" during their towing test
Not seen it
@@L2SFBC Do you plan to do another review with a production car? People appreciate your thorough investigation of this car! I'm unsure if any reviewers are tackling the Hybrid system.
@gsh0cked if I can get one yes
Can’t you remotely lock the doors when camping at least, with key on in ignition?
Can you hook up a 2.5 t trailer and do a tow test to check fuel economy ?
If I can get one on test, yes.
@@L2SFBC thank you great work
Any idea if it can be fitted with a dropside tray? I have no use for a cab chassis but an aluminium tray would be perfect for my use and probably weigh a lot less.
Yes it can be fitted with a tray, checked.
Hello, In recently joining the BYD Shark owners Aus group on FB there have been a few enquiries regarding the likes of alloy trays. Imagine that many tray builders are gearing up for the conversions whilst focusing on any needs that the electrical components would require during relocation.
Yes special care needed for that but any good builder should be up to the mark.
Looking to buy the shark have to tow a caravan with a minimum tare weight of 1940kg and tow all weight of 215kg. We usually travel light so total weight I expect around 2300. Do you think the shark can handle this ?
It's within limits but I need to do a proper tow test first.
Great report thanks. I would like to know the replenishment rate of the traction battery from just an idling petrol motor in kWh per hour please.
Also petrol fuel consumption at idle whilst recharging.
Figure not available unfortunately
we can reverse work that out by converting kWh to litres. 1L = 8.87kWh.
So the mathematics is 29kWh (max battery capacity) / 8.87 = 3.2
So petrol consumption is 3.2L for approx. 29kWh, side note: just show you how efficient electricity is over petrol.
that is raw numbers, what we do know is that BYD have stated the battery will not go below 25% (base reserve) and that max capacity is 80%, so usable range is 55%.
So approx. 8.15kWh are "reserve", so that leaves 20.85kWh usable, so 20.85 / 8.87 = 2.35
So from 15% to 80% petrol consumption is 2.35L, as to how long that takes? there is formular for that also based on what the generator amperage is to recharge the battery via that method, I don't think BYD have released that information so it would be hard to work that out, but we can sort of work out the discharge rate which Rob did in this video.
- that efficiency (ICE) is awesome for a petrol.
- Traditional Diesel cycle inherently are a little more thermodynamically efficient than "typical petrol" - Otto cycle - engines...
Design - for generator operation - "optimisation" can only achieve so much, ??Atkinson cycle, direct injection - with electric accessories and smart alternator (ie. ??? real world efficiency ).
AKAIK Shark is a series-parallel hybrid (like the outlander - it has an awd pure electric mode - stated in your editorial "above 70km it can use a clutch to drive the front wheels only" - so not really a "more efficient" pure series, yes at around town speeds (series hybrids also aren't inherently more efficient - that depends on use scenario (plural electric conversions aren't always more efficient than mechanical transmissions).. cheers..
Running a 1.5L engine to charge a battery at ?? rate?? (I hate the percentages, I want to see real data - Volts, Amps, and kW - in and out, like a proper monitoring system)- probably less efficient than a standalone - properly sized generator for the rate, more convenient, sure save payload for fun stuff.
Max battery re-charge via engine/regen may have a 2 fold reason - 2 to preserve regenerative braking "overhead" - and 2 to retain the ability to "fast charge" off the engine power - 70% allows the steady state thermal capacity of the battery / cooling system to not be exceeded.
Outlander hybrid also needs to be ON for V2L.. (my ranger doesn't, lol..)
(TLDR - of course many have better things to do in their day than read comments.. lol. I enjoy my breaks doing strange things. - NB not really asking a question.. discussion is better than a "lecture"..)
The Why of Batteries charging slower after 80% - is that never really answered ??... "Because the Battery reaches Peak VOLTAGE at around this capacity therefore the Constant CURRENT (CC) charge regime switches to Constant VOLTAGE (CV) (~3.65 V/cell LFP, or Turnary LiMoNiMg - etc ,Battery is ~4.2V/cell ) in CV mode less power is going into the batteries - and then there is the issue of "top balancing" the cells - wasting power through pull down resisters is often used to avoid certain cell banks from being overcharged - or there may be an active balancing regime (charge all cells in parallel at the CV will achieve this, but no transport battery topology I know of does this. Balancing takes "quite a bit of time" as it is slow - fractional percentages of fast charge rates. ...
We (motoring public, with or without engineering education) - must realise of course - NO hybrid is thermodynamically as efficient as its "optimal system" , while real world fuel savings may typically be experienced, the thermodynamic conversion losses in the parallel - series systems at work add up. (Trucking is an industry where every route - which a truck may repeat the same route every day of its life has different optimisation features - for some straight diesel will be the most efficient (fuel burn and driver wages vs revenue generation) than any hybrid system, for others the series or parallel - or combinations of each will be more optimal.
(NB re The Electrical Grid - powering the PHEV...
(the power grid total mix itself is only ~50% efficient at best (Solar ~20%, wind peaks at around ~40%, thermal coal, around 55% (CCGT ~60-65%) and transmission losses depend on grid utilisation (temperatures of the lines vary 5% to 25% loss. without fully considering the thermodynamic cost of all the grid support and maintenance infrastructure - lets not forget pumped storage and battery round trip efficiency - all these lower the total efficiency of the grid..)..)
- Anyone telling me that their very large and heavy modern hybrid car is achieving 2.2 L/100km (or even 4.5 L/100km for a hybrid SUV) on long trips, most likely isn't doing what I would call a long trip (and/or not driving at the speed limit).. - and definitely is never covering 800-1000 km in any day's travel (Plugin recharge times would be too long and overrule such an "aim". - No I don't drive these distances every week, but when I need to, I need the vehicle to do it.. Young and stupid me remembers 2000+ km in ~24 hour periods (solo)...
What about a break controller,???
Just add one
I am trying to understand the dynamics of long range towing with the Shark. If for example I was at max towing load (2.3-2.5t) and was travelling at 100km/h, I imagine the battery would deplete fairly rapidly. Would the ICE then be able to sustain continued towing with that weight at that speed? I had read somewhere that there could be potential it becomes speed limited until a point it can keep up with the generation/electric motor demand.
Yes I think it would be just fine. Watch Part 1 for how the series/parallel hybrid works. If I can get a Shark on test, be sure I'll be testing that, already got two hills in mind. It's a common question.
@@L2SFBC I have watched all your videos with interest, so thank you for your efforts and explanations - they have cleared up quite a lot for me! Will keep a look out for any other information that comes to light on towing in practice as well.
Keep thinking about this car. Really wondering if it would replace my ranger. A few more questions that comes to mind are can it be towed, while not powered. Say there is an issue in the Simpson, can a mate tow you out to civilisation (I know the new defenders cant be towed at all, must be flat bed only). Can the petrol motor run at camp while the car is off/locked. How would the electric motors go with high heat slow speeds, like say the canning stock route, sand and dunes for 20 days. How is it with corrugations, need to see it complete the Gibb 20 times over. If it does ok with all that I would sell the ranger and get one.
1. towing good question, I guess not given it has electric motors
2. can the petrol motor run; yes, in Offroad Mode when idle
3. motors slow speed; to be tested, no reason why it can't
4. corrguations, to be tested
@@L2SFBC thanks. exciting times.
No sure a ranger would survive the Gibb 20 times when 1 in 5 4wds do not make it unscathed
The Gibb recovery vehicle is a Unimog
Could you power your caravan air con off it ?
I hope to find out!
@@L2SFBC keep us posted, very informative vid, Thank you 👍
lol comment on white pants while camping
Hi mate, could you please explain to me if I get a shark and tow my Jayco (1300 fully loaded), would I still have a payload of 790kg assuming unloaded? Thanks
No deduct your TBM probably 120kg or so.
@@L2SFBC Awesome, thanks
Just missing a diff lock and some kind of low range then it can compete with traditional utes regarding offroad capability.
No need for diff locks and low range with electric motors
No
@@michaelhermans4753 Explain to me how an electric motor suddenly negates the need for low range and diff locks.
@@llpqazz I don’t need to, you obviously didn’t what all 3 videos
GVM upgrade needed
It will happen.
What is the difference between the FEV systems of the BYD Shark and the Mitsubishi Outlander? 🤔
Shark is solely electric motor drive. 425HP EV with range extender engine.
Its a great fit for doing the local trips using EV mode (charge at home) and its ICE making it available for the occasional longer trips, boat, trailer, caravan etc. It does sound like we must wait for the second generation since BYD doesn't appear to understand the Au market well enough yet.
Not necessarily, let's see what the production cars are like, and a lot can be changed with software these days.
they have already said more ute models are coming in the next year or two. This is just the first.
For camping security when using V2L, you can just lock the car but leave it turned on. I don't think BYD need to change anything and it's better how it is now, because you can disable V2L by turning the car off.
Why not just a V2L on/off switch? Why have the car powered on with all its systems active when no need?
@@L2SFBCSure, that would be the ideal solution. But I guess the car is still secure for camping, as is. As long as the AC and lights are off, power consumption is likely to be low when the car is turned on, if current BYD cars are anything to go by.
@@L2SFBCJust an update on this topic. The in car and tub power points will only work with the power turned on, as you've discussed. But the V2L adaptor plugged into the charge port can, infact, be used with the car turned off and locked. I also tried this on my BYD EV.
I confirmed with BYD:
---
"- it is possible to access V2L whilst the vehicle is locked and off (thinking caravan power)?
BYD answer:
Feature is a WIP, not available at launch. Currently car must be on for V2L to work.
---
WIP = work in progress. Now they may have given me wrong information, wouldn't be the first time PR people do that, but in lieu of being able to test myself I go with what I get from them, particuarly after confirmation.
@@L2SFBC It wouldn't be the first time BYD locally has given people the wrong information about their cars. The Facebook owner groups are full of such reports. They seem to get up to speed eventually, at least with the cars already sold here. Other BYDs have the V2L work when the car is off and the translated Spanish user manual for the shark also confirms it. But we'll be able to test it locally soon enough, test drive cars should already at the dealers, pending the launch tomorrow.
If you are launching or retrieving a boat, is this going to pose a problem for a SHARK or any HEV or PHEV due to water affecting the electrics? This could also apply to water crossing. I see it has a limit of 700mil, so may be ok in my instance.
No. Isn't affected.
In your discussions with BYD, was there any hints of an increased tow capacity for future updates? (3 T would be ideal). Is it constrained by max GVM yo maintain private licence vs truck licence.
If GVM upgrade becomes available assuming this will not help to have higher tow capacity
Thanks for your great videos
Will answer that on l2sfbc.com in a day or two
I will stick to may ranger as long as possible.
Why?
@@L2SFBC Works just fine and i don't want to waste money ;)
@@JDFIGHTER87until it doesn’t
You already have @@JDFIGHTER87
Wikipedia - engine efficiency
"Engines in large diesel trucks, buses, and newer diesel cars can achieve peak efficiencies around 45%.[12]"
It also says this "For example, a typical gasoline automobile engine operates at around 25% efficiency, and a large coal-fuelled electrical generating plant peaks at about 46%. However, advances in Formula 1 motorsport regulations have pushed teams to develop highly efficient power units which peak around 45-50% thermal efficiency. The largest diesel engine in the world peaks at 51.7%. In a combined cycle plant, thermal efficiencies approach 60%.[2] Such a real-world value may be used as a figure of merit for the device." which is closer to the generally accepted figures for EV vs ICE which is what I ussed.
Not related to this video. I would like to know or at least discuss the possibility of ripping out the ice engine and adding more batteries in the future. Or even other options like if fuel cells get practical. Phev for now is great, but may not be right in the future. I trying to see in my crystal ball.
Possibly, but I suspect that'd be super complex and not worth the effort for the reward. Have a look at this th-cam.com/video/j98mhnvNLxk/w-d-xo.html
The shark's drive train evidently has a connection from the ice directly to the front wheels (similar to a standard hybrid). Meaning it will likely require a reworking of integral drive components. I'd also think the ECU will be hard locked down and a pita to work on.
It does, but I covered that in Part 1, it's just a clutch. The car can operate just fine without it, so the OP's point is valid, I just don't think it's worth it for effort/reward. I think convert a Rivian to RHD!
Converting a Rivian would be great, although big bucks involved if it's even possible (I bet Rivian have their software locked down hard). I think the smarter crystal ball would be buy the shark now, and by the time the warranty runs out, trade on a new one. 8-10 years is a long time in current battery tech and software development. You'd also be moving to a gen2 model, which hopefully they've ironed out the bugs...
There are companies doing RHD conversions of all sorts of modern cars, and in many ways EVs are simpler, so I wouldn't rule it out but the exercise would be expensive. Yes, this is early in the development lifecycle, so Gen 2, 3 will be big leaps I expect.
NEDC = Not Even Damn Close
When the battery runs out, does the BYD still have the same acceleration?
You never tow more than tow vehical weight. This is lost on people these days because they are stupid accidents waiting to happen! Suckers to the advertising. I had a LR 130 for years and when l bought it the dealer said you want to tow heavy fill the Ute up heavy. The 130 had a 1,400kg payload with 4,000kg tow load on top.
75% charge leaves room, for regen.
No need to leave any room, and you can charge to 100%...
If you charge it to 100%, you will notice that the regeneration is reduced. But for most BYD models it will be back to normal at around 97%.
Only an irritating numbskull takes a generator with them when camping...brain-power people.
Thank you.
Some people require them, and used carefully, it's not much of a problem.
@@L2SFBC It is always a problem for the person within ear-shot of the motor noise...there is no excuse theses days to drag a motor along for electricity...none.
Ranger is dead in the water before it comes out 😅😅😅 and 90k what a joke ..
Your beleif that tow vehicle must be hevier than trailer - how does this go for a semi?
Semi seems to disprove this?
Have you not seen a semi trying to stop or turn in a hurry?
A semi driver needs to be trained and have a special licence.
Have you ever been stuck behind a semi going down a steep windy mountain? Why are they only doing 10km/h? Think about that!
Semi trailers have brakes everywhere and the trailer weight is loaded into the center of the vehicle and will have "less" tendancy to push the tow vehicle sideways, marginally! Why is being a truck driver such a dangerous job?
The average Joe who see's "3500kg towing" on the sticker, goes out and buys a 3T van thinking he is under and fills it up with crap and hits the road is common and dangerous.
I my (and plenty of engineers) opinion the 3.5T towing on utes is a pissing competion to get sales from people who don't understand physics. Also (my opinion) training should be mandatory for towing over 750kg.
Great point
I feel the semi is engineered differently from even the "truck chassis" that utes sport
A semi has far greater gearing
Superior braking designed for huge weight - including valve brakes
Very stiff suspension - certainly not with the lift and twist that a passenger car is capable of, especially a 4WD
It's deliberately built for a job
Whereas even a Land Cruiser is still a passenger vehicle with extra capabilities
A semi driver is also better trained, with more serious penalties for transgressions
So a better trained and more responsible driver makes even the same vehicle safer on the road
That's why semis are an exception to this idea
And they are still potentially very dangerous to be around
Quite different from anyone with a car license being able to hook up a pig trailer that can sling them off the road or into oncoming traffic
I hope that all makes sense 🙂
No it doesn't l2sfbc.com/why-a-prime-mover-isnt-the-same-as-a-towcar-and-caravan/
The reason the engine will only charge the battery to 70% is most likely because the battery's charge curve reduces significantly at higher rates of charge. In other words, it's easier/quicker to charge when the battery is below 70%.
Yes but if you want more...then why not?
@@L2SFBC I guess they decided that it would be too inefficient but, yes, it might be good to be able to override it provided you don't mind burning a lot of fuel. But I struggle to see why you'd want to do it.
@budawang77 in case you need the power? Range? I explained a reason in the video.
@@L2SFBC I guess it makes sense if you want the extra power for your campsite, although as you said you'd already have a lot of power at 70% state of charge. As for range, you'd get less overall range due to the charging inefficiency above 70% SOC.
@@budawang77you can change the the battery charging to 60% when the generator kicks in so you have more battery at camp
The was a US video highlighting this option
Not nice to see that my comment was deleted! So much for free speech and democracy.
Not by me. YT has auto delete rules.
@@L2SFBC Thank you Robert for your response. It is a shame that most people can't see the global picture re China not being able to guarantee anything in the future - that is what I was trying to convey.
I canceled my Shark order because of the tow rating. Same problem as the Raptor means it just a lifestyle toy.
Lol
I own utes for work. Never towed anything. Camp in a swag.
Out of everyone on site at work one ute would tow.
Your comment is stoopid
Not everyone needs to heavy-tow. Plenty of 3500kg utes are used as 'lifestyle toys' and anyway, what's wrong with that? I love my toys!
If it takes about 2 hours to charge from 30 to 80% you said it'll only take about another 30mins to charge to 100%. Not true. It would most likely take another 2 hours to get from 80 to 100%. That is a fact and proven by almost all batteries. Its just the way it is. And as for range, there is no possible way this 2710kg ute could get 7.9L per 100km from a low battery and 1.5L petrol engine. Not possible. Your calculations are completely false and sound made up. And dont forget you need to add in the cost of atleast $2000 for a home ev charger or the regular home socket will take the entire night to charge. Not charging the battery overnight will mean this ute will be very thirsty and not make the power theyre claiming. The engine, when the battery is low will not produce enough power to charge the batteries to run and produce 321kw. You cant get more power out then you put in. You can put some charge into the battery, but not enough. Plug in hybrids are only worth it if theyre plugged in. If theyre not plugged in, theure dead weight. And nobody wants to plug it in. And a huge percentage of ute owners cant anyway
No to pretty much everything you said. No, it won't take another 2 hours. I don't have a figure to 100%, and couldn't test it, but no EV operates that way. I didn't calculate the figures of 7.9 and 2L, they're from BYD, and they seem accurate to me. You don't need a $2000 home charger either, just a decent 10A socket. The battery does not go below 25% before the petrol engine kicks in, and then it is supplying electrcity to the motors, and charging the battery. You won't be at full throttle all the time, so the engine has enough time to charge the battery when it has spare capacity.
@@L2SFBC yes it would take about another 2 hours. All batteries take the same time to charge from 80 to 100 and they do from about 20 to 80. Im not making that up. Its a proven fact. Yes the petrol engine kicks in and charges the battery and yes cars dont need as much power when cruising along but in the real world the roads arent perfectly straight and level. BYD has obviously tested in the best scenario possible and advertise those claims but everybody knows the real world is much different. That is a fact. There are no vehicles in the world that weight 2700kg and have a fuel economy of 7.9l per 100km. Not possible. Theyre dreaming. As for a home charger, a 10a socket will take the entire night if that that. And goodluck dragging a cable out onto the street or driveway. Tradies wont buy this ute. Wait until you see a real review.
Ever considered rate of charge? A 10A charge is pretty consistent....slow. A DC charge will be fast, and tail off. Still want to keep going with your argument?
@@L2SFBC whatever arguement you think this is right now the one fact you cant look past is that ita a phev. Plug in hybrid. Its designed to be plugged in and if you dont, you will have a very thirsty engine with not much charge going to those motors to pull 2.7tone. The majority of people who drive utes, dont have the patience to plug it in everyday and the space in a garage either. Unless they make a full hybrid version, this thing wont sell
@peterachilles9346 what is a full hybrid version if not a PHEV?