An answer in search of a problem: BYD Sealion 6 plug in hybrid lands in Australia, with V2L and more range

With BYD’s recently announced plans to double their sales in Australia in 2024 … and again in 2025 … came the statement that BYD wanted to become a ‘full suite’ manufacturer offering models across a range of vehicle segments and propulsion systems.

Part of this suite is possibly the Shark plug in hybrid ute, and another is the just launched Sealion 6 large SUV. Originally expected to be called the Seal U, BYD have renamed the model here to more properly differentiate it from the current full BEV Seal passenger car.

The Sealion 6 to be sold here is however not a full BEV, instead it is a plug-in hybrid (PHEV). (Note: there is in fact a full-battery version of the Sealion 6 available in Europe, where it is marketed under the Seal U name).

As a ‘large SUV’ it will be entering a crowded Australian SUV market in general, as well as having direct PHEV competitors such as the Mitsubishi Outlander PHEV, MG HS Plus EV and Mazda CX 60.

BYD are planning to market the Sealion 6 here as a more advanced PHEV with longer electric-only range and a more efficient petrol motor than those competitor PHEVs – plus the features of 240V/10 A Vehicle to Load (V2L) and DC fast-charge.

V2L by the way is becoming a more common feature in BEVs … and into the future likely to become a ‘must-have’ feature for all EVs, alongside the ubiquitous cup-holder count. The Sealion 6, by the way, has four of these: Two in the front and two in the rear central armrest ;-).

The Sealion 6 is though the first PHEV on the Australian market to include V2L.

The battery capacity is 18.3kWh, for which BYD quote up to 100 km of battery-only range – although this is according to the old NEDC rating system. The WLTP range is likely to be more in the vicinity of 70-ish km.

That is certainly a practical number for daily driving without using petrol (provided you remember to recharge the battery after each use) … although not as inspiring perhaps as the magical 100 km number that is quoted in BYD’s advertising material. This is still a class-leading number though, with the next nearest being the Outlander PHEV with 84 km of NEDC range.

The full driving range figure is quoted as up to 1100 km with a full tank and 100% charged battery – again, under the NEDC test cycle. (WLTP range is likely to be in the vicinity of 700 to 800 km).

So what do you get for the money?

The Sealion 6 will come in two versions – a front-wheel drive Dynamic version (starting at $48,990 before on-road costs)  and an all-wheel drive Premium that starts at $52,990 before ORCs.

In Dynamic trim, it will has a maximum power output of 160 kW and a 0-100 km/h acceleration rate of 8.5 seconds, while the ‘Premium’ model has a maximum power output of 238 kW and can go from 0-100 km/h in 5.9 seconds. Fuel economy (again, under the ‘lenient’ NEDC system) is quoted as 1.1 L/100km for the Dynamic and 1.4 L/100km for the all-wheel drive Premium.

Boot space is quoted as 574 litres with the seats up, and comes with a full suite of Advanced Driver Assistance System (ADAS) features. (As per usual these days, too many to mention here). The driver’s display gives a good range of data and has several ‘skins’ to choose from – although I found some a tad ‘twee’ in appearance.

Interior-wise, the door cards, console, dash and seats are all covered in synthetic leather to give an overall luxury feel. The driver’s seat in both versions has 8-way electric adjustment, with 4-way adjustment for the front passenger. Personally, I found both the front and rear seating to be very comfortable – along with being easy to find a ‘just right’ driving position.

Driving:

Whilst only spending a couple of hours in the Sealion 6, it was at the old Holden proving ground at Lang Lang (about 100km south-east of Melbourne).

As such it provided a good range of test conditions for us to use, including simulated dirt tracks, country roads all the way up to a banked, high speed ‘velodrome’. (That facility by the way is so extensive that we were informed the day was to be spent using perhaps only 5% of the total distance of test roads there!)

On all surfaces the suspension soaked up the undulations and bumps to give a very smooth ride. (In fact, it almost felt too soft in comparison to the current trend for firmer rides on lower profile tyres).

As such, it was comfortable at normal speeds – but did not inspire you to want to push it beyond the limits of daily driving speeds or cornering. Noise intrusion is minimal at all speeds, plus where the petrol motor did cut in (as it did towards the end of the day’s driving when the battery was depleted), it was more noticeable through the slight vibration it introduced rather than from any engine noise.

It is also worth noting that the PHEV system in the Sealion 6 can be set to ‘EV only’ – where it will continue to work as a BEV until the state of charge (SOC) reaches 15% – beyond that the petrol engine will start.

The petrol motor is touted by BYD as a 1.5 litre ‘latest tech’, ‘high efficiency’ Atkinson cycle motor that delivers fuel savings over more conventional designs. Mind-you, given the kerb weight of the whole package is 1,940 kg for the Dynamic and 2,100 kg for the Premium, BYD perhaps can be accused of sacrificing weight efficiency for comfort and size! Fuel efficiency (electric or petrol) is never going to be as good as it would have been for a more light-weight design.

Towing:

One feature of the Sealion 6 that will appeal to many buyers is its tow rating. The Dynamic is rated at 750 kg (braked and unbraked trailer) and the Premium at 750 kg unbraked/1300 kg braked.

Charging and V2L:

The BYD Sealion can charge on a home charger at up to 6.6kW and 18kW on a DC charger. At 6.6 kW, it will do a 0 to 100% charge in 2.7 hours, or a 0 to 80% DC charge in 30 minutes. (Charging 0 to 100% via a standard power point will take approximately 9 hours).

Vehicle to load (V2L) output is up to 2.4kW (10 A) and the battery level it can run down to is fully adjustable. Once that low limit has been reached, the petrol motor will kick in – effectively making the Sealion 6 work as a portable generator.

Summing up

The Sealion 6, to some degree, feels like an ‘answer in search of a problem’. Yes, the Sealion 6 is a good car in its own right and likely to make a very comfortable family lugger for 5 adults plus offer good towing –especially in Premium guise. The addition of V2L to its camping credentials is a great addition that can only add to its appeal.

However, BYD to date has thus far presented itself here as a seller of full BEVs.

As such, the marketing department for BYD seems to be somewhat conflicted in terms of promoting it as a ‘cure to range anxiety’ through quoting unachievable NEDC figures for it, whilst simultaneously marketing long range BEVs that ‘cure range anxiety’ with WLTP range figures that work well for anyone not intending to drive Melbourne to Sydney without stopping.

On top of that, BYD are promoting their next generation blade batteries (due perhaps late this year) as being both cheaper per kWh AND give ‘up to 1000 km on a charge’. Perhaps BYD with the Sealion 6 are hoping to convert rusted-on owners of small diesel passenger cars (some with 1000 km plus of range) over to the EV ‘dark side’?

Who knows, but it does seem an odd choice by BYD to bring a PHEV to market here when they are slowly dying out in overseas markets as battery prices fall and BEV driving ranges increase.