We like
Welcome innovation in the 4WD segment, powerful plug-in hybrid system, generous standard equipment, superior value to rivals, comfortable cabin, height-adjustable suspension delivers supple ride and good clearance, parent brand BYD’s growing reputation

Room for improvement
Both kerb weight and towing capacity are three tonnes, limited payload, inert handling, laggy throttle response on take-off, small boot, petrol’s thirst when battery charge is low, think-twice pricing for a new brand, 150,000km warranty limit

Overview

 

DENZA is to BYD as Lexus is to Toyota: it’s that simple, according to local executives charged with leading China’s first big push into Australia’s buoyant luxury vehicle market, with the premium arm of the largest of the Chinese manufacturers set to challenge a range of incumbents.

 

Just as Lexus has always underpinned its Australian range with plush derivatives of the Toyota LandCruiser, Denza has made the wise decision not to launch locally with expensive car-based EVs but instead with a pair of hybrid-powered 4WDs that outpunch a Prado on both power and price.

 

GoAuto has sampled the first Denza to land locally in January 2026: the 4921mm-long, two-row B5. This will be joined by the 5180mm, three-row B8 in dedicated Denza dealers a month later, with the brand planning to grow retail points from four dedicated stores now to 15 by the end of Q1.

 

Two grades priced at $74,990 and $79,990 plus on-road costs make up the B5 range, both underpinned by a beefed-up 400kW/760Nm version of the plug-in hybrid (PHEV) system debuted by the related BYD Shark 6 ute with the Denza scoring a 31.8kWh lithium iron phosphate (LFP) battery.

 

There’s an 83-litre petrol tank to feed the 135kW/260Nm 1.5-litre turbo petrol four-cylinder engine that generates electricity for the battery and dual electric motors. There is no mechanical centre differential but unlike a Shark 6, front and rear differential locks are standard to reduce slip.

 

The big difference between the two B5 grades is that the higher-spec Leopard model borrows the B8’s sophisticated ‘DiSus-P’ hydraulic active dampers that use fluid-filled reservoirs to relax or stiffen ride quality, or to lift ground clearance to a maximum of 310mm off-road.

 

Standard equipment includes 18-inch wheels, matrix LED headlights, leather with 12-way driver’s adjustment, heating, cooling and massage for the front seats (plus heated rears), 15.6-inch touchscreen with wireless Apple CarPlay/Android Auto and 12.3-inch instrument cluster.

 

Also included is FM/DAB radio (no AM), ambient lighting, leather steering wheel, fridge and hotbox, 50-watt wireless device charger, 800-watt 16-speaker Devialet stereo, Connected Services with a two-year plan, 12-pin trailer plug with mechanical trailer assembly and an NFC key.

 

Spending $5000 more on the B5 Leopard adds the hydraulic suspension but also higher-quality nappa leather, ventilation for the rear seats, digital rear view mirror, dual wireless chargers, an ultra-wideband key and 20-inch wheels in 275/55 R20 Pirelli Scorpion highway-terrain tyres.

 

The only options relate to colour. Solid black is standard, with a $1500 upcharge levied for one of five metallics; likewise, black leather is included but $500 is charged for sandstone beige or jade green hides. The first 2000 customers score their choice of paint and leather at no cost.

 

With 75 per cent of the 31.8kWh LFP battery available for electric driving, Denza claims that the B5 can achieve 90km in EV mode (WLTP) at consumption of 26.5kWh/100km. After the petrol engine fires up at 25 per cent state of charge, fuel economy is a claimed 9.5L/100km (NEDC).

 

Regular unleaded petrol can be used to fill the 83-litre tank while the LFP battery can be charged with AC power (up to 11kW) or at a DC fast-charger (up to 100kW peak). Total claimed range to empty, using both electricity and petrol, is a respectable but not outstanding 963km.

 

Capped-price servicing will be available with pricing yet to be disclosed. Warranty arrangements are six years/150,000km (vehicle) and eight years/160,000km (LFP battery).

 

Driving impressions

 

With Denza parent BYD having overtaken MG as Australia’s most popular Chinese carmaker, with nearly 50,000 annual sales, there is growing familiarity about the way BYD vehicles drive. Either in PHEV or BEV form, BYDs tend to be fairly smooth and quiet rather than entertaining.

 

Our comprehensive drive of the B5 on suburban and country roads, plus highway and off-roading trails, revealed that Denza has not strayed far from this formula. The B5 has a more complex suspension than any BYD, but the group’s signature refined and detached driving feel persists.

 

There are exceptions to the rule, but the Denza B5 sticks closely to the dynamic traits imbued in most Chinese cars, with a soft ride, considerable cabin sound insulation and distinctive electric-first propulsion prioritised over really any kind of driver engagement.

 

Before even addressing the novelties of the B5 (such as its PHEV system and hydraulic suspension), those traits clearly differentiate the Denza from rivals like the 250 Series Prado or the Ford Everest, which have steering and suspension tuned to make them somewhat rewarding to drive.

 

By contrast to those diesel-fuelled wagons, which have more ‘feel’ but are affected by noisier engines and cabins, the Denza B5 Leopard is a lavish, yet isolating vehicle punctuated by superior sealed road ride quality and a near-silent powertrain even when the petrol engine gets involved.

 

If the 1.5-litre turbo ‘four is called into action (mainly where the LFP battery is below 25 per cent state of charge), it generally motors away at low RPMs, simply generating power for the battery to deploy. In tow mode, it keeps 75 per cent in reserve for hauling up to 3000kg (braked).

 

The dual electric motors (200kW/360Nm front, 285kW/400Nm rear) do the driving. While there is plenty of rolling torque on offer, the B5 exhibits a surprising level of lag when stepping off the line. Claimed 0-100km/h acceleration is 4.8sec (twice as quick as Prado) but it spools up slowly.

 

Still, the complete absence of combustion engine clatter makes the B5 quite other-worldly in terms of refinement compared to even a six-cylinder diesel wagon like a high-tier Ford Everest.

 

The same is largely true of the $80K B5 Leopard’s DiSus-P hydraulic suspension, which delivers very noticeably more settled ride quality over broken-up tarmac when compared to a Prado or even a Lexus GX, which we retained as a benchmark vehicle during our Denza test.

 

Occupants will still pick the B5 as a ladder-chassis 4WD as some road shocks make their way through the frame and into the cabin, but vibration is much reduced over key rivals. Compared to the uncomfortably stiff BYD Shark 6, the B5 Leopard on DiSus-P is much more comfortable.

 

Raising the ride height is a rapid affair with DiSus-P. This can be done with a dedicated toggle or by selecting an off-road function (of a surely-overkill 16 drive modes). Substantial clearance and a clear camera system makes dodging or driving over moderate obstacles simple.

 

The main impediments off-road are a slower traction control system than competing Toyota models (though it is improved over the Shark 6—plus the B5 has mechanical front and rear lockers) and highway-terrain Pirelli tyres which aren’t cut out for real off-roading but could be replaced.

 

In the B5 Leopard, then, there is the slightly odd combo of an off-road ready suspension with very much on-road tyres, though the Pirellis do contribute to acceptable levels of grip and allow the B5 to at least handle the corners better than it might.

 

On-road handling is not a strong suit of the Denza, with slow and feel-free electric power steering (delivered via a huge tiller for some reason) giving way to understeer and a real feeling of inertia…and no fun in the corners. That is hardly surprising given the slobby 3007kg kerb weight.

 

Again, with it’s DiSus-P along to save the day, the fluid-filled dampers are able to keep the B5’s body propped up and level in the corners. The suspension doesn’t fix the inertia, but it prevents the Denza from becoming a floppy and overweight mess in the bends.

 

While we haven’t done a comprehensive test of the standard, $75K B5 trim yet, the capability of the Leopard’s active suspension (combined with the top-tier version’s niceties like butter-soft nappa leather and cooled seats for rear passengers—good in summer) might make it the pick.

 

Passenger space is maximised perhaps at the cost of some boot space, which measures a measly-for-the-class 470 litres in five-seat mode—accessed behind a ‘90s-style side-hinged tailgate with mounted spare. Cargo room expands to 1064L when folded; a roof box may be in order.

 

But the cabin occupants enjoy stretch-out room, especially in the back where the quality of the accommodation blows an Everest, Prado or even GX out of the water with exceptionally comfortable seating with adequate under-thigh support for long-distance driving.

 

Up front, Denza’s approach to cabin design is clearly “more is more”. Old-money types could find the B5’s interior a touch shouty but we expect that anybody upgrading from a mainstream vehicle will be wowed by not only the amount of content but also the reasonably upmarket ambience.

 

Seat comfort is again a highlight in the first row, with adequate back and thigh support—plus massaging programs—helping to ward off aches and pains over longer drives.

 

Our tester’s sandstone leather amped up the impact even further, with the eye drawn to the artificial-hide dash and door coverings, plentiful switchgear on the centre console (for drive modes, diff locks and ride height) and the two large displays which stand proud in the cabin.

 

Bland and generic presentation of the software on those screens deserved more time in the oven, however, with apparent ‘default setting’ fonts and graphics barely warmed over compared to a BYD, while the wiper/blinker stalks shared with far cheaper BYD models also a touch lazy here.

 

The technology itself works well enough but overall, the B5’s ergonomics trail a Prado/Lexus GX in part because some functions are buried in overly complicated menus—though we acknowledge that the complexity has been reduced compared to some past BYD models.

 

We suspect most buyers will simply choose to pair a phone for wireless CarPlay/Android Auto which worked well. The quality of the Devialet audio system—a French brand—was just acceptable rather than impressive.

 

Annoyances from adaptive safety system tuning have been commonplace for BYD models GoAuto has tested, but we are pleased to report that feedback appears to be getting through. The B5 allows audible speed warnings to be switched off, and they do not return on restart.

 

However, ‘emergency lane keep assist’ remains on all the time and tends to be a touch overzealous when lane markings are detected. Adaptive cruise control and the 360-degree parking camera worked well.

 

Our test saw us record EV-mode efficiency of 27.0kWh/100km for electric driving range of 88km (only two per cent off the admittedly modest claim). That’s thirsty by EV standards but understandable for a box-shaped PHEV that weighs three tonnes…

 

With the petrol engine engaged below 25 per cent charge, we saw 8.2L/100km on the highway (better than claimed) but 14.0L/100km in harder-working scenarios on country roads and when off-roading.

 

While the PHEV nature of the Denza B5 could be ignored, it shouldn’t be. Compared to a Prado or Everest, the B5 would be much cheaper to run in town for owners that want to engage in the charging process, but on the open road the efficiency ends up being pretty similar to a big diesel.

 

Ultimately, Denza is asking Australian 4WD buyers to make a leap of faith by opting for a complex, hydraulically suspended PHEV B5 Leopard over a less luxurious but time-tested option like a Toyota Prado GXL for very similar money.

 

It will take this brand some time to establish whether the B5 has the kind of long-term durability buyers want and demand in this segment. There is some security in Denza’s ownership by BYD—which is a truly large Chinese company—but Aussies often want more evidence.

 

Our crystal ball is missing so we can’t say what the Denza B5 will be like in 10 years’ time. However, as a new vehicle proposition, the value for money compared to more modestly equipped rivals that remain tied to last-gen diesel powertrains is undeniable.