BYD’s push into Australia’s luxury auto segment brings a new badge: Denza is the next brand to arrive amid the ongoing influx of Chinese brands.
Denza is one of many brands under the BYD umbrella, but to keep things simple it’ll be the only brand responsible for the sales of its premium models outside China. Other China-only BYD brands like Yangwang and Fangchengbao are expected to remain exactly that, but their vehicles are being rebadged as Denzas for export.
The result is Denza’s Australian market launch with two large off-road SUVs released off the bat: the B5 and B8. Both feature ladder-frame construction and plug-in hybrid (PHEV) power, but their key drawcard is a claim of significantly improved off-road capability compared to other Australian-delivered BYDs in recent years.
What’s more, the powertrain in the B8 (on test in this review) is expected to preview that of the updated BYD Shark 6, which will be available in Australia soon. The B5, B8, and Shark are closely related, so this will be interesting to those familiar with the first iteration of BYD’s debut ute.
The B8 is now the local flagship BYD-built model and serves as a larger, heavier sibling to the B5. Heavier is the key term there, as the B8 weighs in at just under 3.3 tonnes – no doubt making it considerably chunkier than anything most Australians will have ever driven.
On that note, Denza is targeting Australia’s established legacy brands, and aims to eventually become a top-five luxury marque here. That means it’ll compete with the likes of Lexus and Land Rover, even if its sticker prices don’t reflect that.
The B8 is priced from under $100,000 before on-road costs, while the B5 starts from less than $80,000. The relationship between BYD and Denza is effectively the same as that between Toyota and Lexus, but Denza promises to offer Lexus-like luxury for Toyota-style money – and the B8 even undercuts the LandCruiser 300 Series.
It certainly has the money side of things ticked off, and we’ll see if it’s nailed the luxury side in this review. CarExpert was among the media outlets invited to South Australia to sample the B5 and B8, as part of Denza’s Australian launch, both on- and off-road.
How does it stack up, and is it the better pick of Denza’s dynamic duo?
How much does the Denza B8 cost?
The Denza B8 is priced at either $91,000 or $97,990 before on-road costs, depending on the variant.
| Model | Price before on-road costs |
|---|---|
| 2026 Denza B8 (seven seats) | $91,000 |
| 2026 Denza B8 (six seats) | $97,990 |
There are no variant names tacked on (unlike the B5 and B5 Leopard), but you can tell the two B8s apart by their second-row seating. It’ll either have a three-abreast bench or two captain’s chairs.
Additionally, the six-seater offers nicer upholstery, a wider range of seat adjustment and, most importantly, a mechanical front differential lock in addition to the rear locker.
As for rivals, the B8’s size and seating capacity positions it below the Toyota LandCruiser 300 Series, which starts at $99,340 before on-roads, and the Land Rover Defender 130 D350 priced at $136,000 before on-roads. Both feature ladder-frame construction, but neither are hybrid.
The B8 is significantly more expensive is the LandCruiser-based Lexus LX (from $164,200 before on-roads), while unibody alternatives include the Audi Q7 priced from $108,815 before on-roads.
To see how the Denza B8 stacks up against its rivals, use our comparison tool
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What is the Denza B8 like on the inside?
Because they look so similar, it’s impossible not to compare the B8’s interior against that of the B5. With that in mind, there are a few fittings that make it marginally less appealing.
You’ll notice one before you even get in, as the B8 has electrically retracting door handles. These are never truly necessary beyond providing a cleaner aesthetic, and the B8’s can even be slow to respond if you try to open a door immediately after closing it, which is annoying.
Naturally, that means there are also buttons inside instead of physical dool-pulls, though there are mechanical latches hidden in the bottle holders of each door. To me, this doesn’t at all exude a ‘premium’ vibe, especially when considering the huge, robust interior door handles you get in the B5.
The B8 does have the advantage of soft-close doors, however, which are certainly nice to have. That said, this function may also contribute to the aforementioned lag when re-opening the doors.
Our other complaint is that there’s no ventilation for the dual wireless phone charging pads, so your phone can get hot while charging. There are air vents above the chargers, sure, but we can’t figure out why there’s no cooling here, given that there is in the B5.
Okay, these aren’t deal-breakers in the scheme of it all. They’re just minor grievances that come across as weird decisions for a flagship model, and that’s where the comparison with the cheaper B5 is very useful.
Other than that, everything’s fairly plush. The steering wheel is nicely sized and finished in smooth leather, more of which you’ll find on the centre console, while most of the cabin buttons have a satin finish.
Like in the Shark, there are actual buttons in here, and they even form one of the B8’s most premium fittings. On the centre console is an array of crystal-look switches, which include the start/stop button and therefore draw your attention every time you get in the car.
No other non-BYD car has anything like these, especially not at this price point. We’re not fussed that they’re just clear plastic, either. They look good, feel good, and are very easy to use, so we have no complaints.
Above them is the gear selector, which automatically extends and retracts when you start and stop the car respectively. This gimmick is contrasted by the handy, height-adjustable cupholders nearby, along with the cooled and heated box under the padded central armrest.
This is a cool feature (pun intended), and it’s another step up from the refrigerated box you’ll find in Toyota’s big SUVs – not to mention it’s considerably larger. Temperature is controlled with a small dial between the cupholders, and it’ll keep meat pies nice and toasty.
Ahead of the driver is a 12.3-inch digital instrument display, which offers little in the way of customisation but spresents plenty of useful information including trip computers and tyre pressure monitoring. It’s all navigable using buttons on the steering wheel.
But centre stage in the B8 is possibly the largest isolated infotainment display I’ve ever seen. At 17.3 inches, it’s a monument to BYD’s passion for tech, and the difference in size between this and what’s fitted to the B5 is immediately obvious.
Like the B5, there are countless menus, apps, and settings to play with in here, far too many to detail in this review. Fortunately, the car’s most common functions are either operated by or accessed via physical buttons, including the drive modes, EV/HEV mode, and safety settings.
Our only major complaint is that the climate system is purely physical and displayed as an always-on ribbon at the bottom of the screen. At least BYD’s three-finger swiping gestures for fan speed and temperature have been retained.
Wireless Apple CarPlay and Android Auto are also standard, with full-screen integration, making them look enormous. If you want to plug your phone in instead, there are USB ports in the storage tray under the floating centre console.
Other storage options include the temperature-controlled box, a passenger-side glovebox, and a sunglasses holder in the ceiling. You’ll also find sturdy grab handles at either end of the dashboard.
The front seats, meanwhile, are comfortable and offer heating, ventilation, and a massage function, which is the cherry on top of a very well-appointed cabin. There’s also a wide range of adjustments, including for the seat base angle, which is a big plus.
The beauty of the B8 is that, in six-seat trim, the second row is really just an extension of the front. The captain’s chairs are fitted with heating, ventilation, and a massage function, and come complete with power adjustment and ratcheting armrests.
Heating, ventilation, and power adjustment is also available for the seven-seat option, and all seats are quite comfortable. On the back of the centre console is a touchscreen for the third climate zone, which can also open the cool/hot box backwards for easy second-row access.
It’s all very well considered back here, with the addition of a soft fold-down armrest and cupholders, and a huge glass sunroof above. And, of course, there’s more than enough space all around.
The third row in seven-seat variants offers more space than you might expect, and while the seats themselves are understandably flat, they offer surprisingly usable space. It’s made more convenient by the powered seat adjustments, including ability to raise and lower the third-row seatbacks without breaking a sweat.
Funnily enough, front-row occupants can adjust all seats in the second and third rows via the infotainment system, which isn’t great if you’re riding behind people who like a prank.
Amenities include USB-C ports and cupholders on either side, and you don’t feel cramped thanks to the well-placed side windows. Naturally, boot space is severely reduced with the third row in use, with its quoted minimum capacity of 147 litres being smaller than the LandCruiser’s 175L.
Still, the tailgate opens sideways instead of up, and you can program the B8’s hydraulic suspension to automatically lower for easier boot access. The tailgate has the same soft-close function as every other door, and you get a full-size spare wheel mounted outside.
| Dimensions | Denza B8 |
|---|---|
| Length | 5195mm |
| Width | 1994mm |
| Height | 1905mm |
| Wheelbase | 2920mm |
| Cargo capacity | 147L (rear seats up, all) 920L (rear seats folded, seven-seater) 902L (rear seats folded, six-seater) |
To see how the Denza B8 stacks up against its rivals, use our comparison tool
What’s under the bonnet?
Powering the B8 PHEV is a 2.0-litre turbocharged four-cylinder petrol engine and electric motors on both the front and rear axles, producing peak outputs of 425kW of power and 760Nm of torque. Drive is sent to all four wheels.
| Specifications | Denza B8 |
|---|---|
| Engine | 2.0L 4cyl turbo-petrol |
| Engine outputs | 145kW / 350Nm |
| Peak electric motor outputs | 200kW / 360Nm (front) 300kW / 400Nm (rear) |
| Peak system outputs | 425kW / 760Nm |
| Battery | 36.8kWh LFP ‘Blade’ |
| Transmission | CVT |
| Drive type | Four-wheel drive with selectable low-range |
| 0-100km/h (claimed) | 4.8 seconds |
| Fuel economy (claimed, WLTC) | 3.9L/100km (SoC 25-100%) 11.4L/100km (SoC <25%) |
| Energy consumption (claimed) | 24.4kWh/100km |
| Electric driving range (claimed, WLTC) | 100kg (SoC 25-100%) |
| Fuel tank capacity | 91L |
| Fuel requirement | 91-octane regular unleaded |
| CO2 emissions | 51g/km |
| Kerb weight | 3290kg |
| Payload | 702kg |
| Gross vehicle mass (GVM) | 3992kg |
| Gross combination mass (GCM) | 7174kg |
| Braked tow capacity | 3500kg |
As mentioned, this powertrain is similar to what will be fitted to the updated Shark 6 ute, although that will have around 80kW less power. Towing capacity will be matched at 3500kg, and it’s possible the Shark will also score the locking differentials and low-range gearing of the B8.
Denza explained that its Dual-Mode Offroad (DMO) system is designed to operate more like an extended-range electric vehicle (EREV) than a PHEV, with both axles primarily driven by their respective electric motors and the engine primarily used to charge the battery and then, when needed, to drive the front wheels.
That means there’s no propeller shaft running the length of the vehicle, which means no mechanical link between the front and rear axles. There’s also no traditional transfer case, so its low-range gearing is ‘simulated’ to provide the same benefits as an old-school mechanical low-range system.
Additionally, a mechanical locking rear differential is standard, while a front diff locker is available on the six-seat variant. You can also perform manoeuvres like ‘Leopard turn’ to turn in a tighter radius off-road, which works by spinning the left and right wheels at different speeds.
Like the B5, the B8 is therefore claimed to have all the gear you’d find in a typical four-wheel drive off-road SUV (and then some), giving it the promise of strong off-road capability.
As for fuel consumption, we didn’t have enough time in any one B8 at Denza’s launch to record a representative real-world economy figure. However, some time spent in HEV mode (in which the electric motors drive the wheels while the engine charges the battery) produced figures around the 10L/100km mark.
To see how the Denza B8 stacks up against its rivals, use our comparison tool
How does the Denza B8 drive?
It’s difficult to know what to expect before you hit the road in the B8.
Its size and stature suggest it should be fairly composed, but because it’s a body-on-frame vehicle it could be somewhat harsh. It’s also huge, and most vehicles in this segment are diesel-powered, which means it could be slow and cumbersome, but then you remember it’s a plug-in hybrid.
To put it bluntly, it’s a mix of all of those traits. The first thing we noticed is that its suspension is surprisingly firm, even with the DiSus-P hydraulic setup which we found fairly compliant in the B5.
It’ll crash over bumps and throw its occupants around over rough surfaces, which took us by surprise. Of course, the elephant in the room is the B8’s sheer weight, which no doubt has an adverse effect on ride quality.
After all, its GVM of 3992kg is scarily close to the minimum 4500kg requirement for a light truck licence, yet you don’t need any extra qualifications to drive it.
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Try taking a turn at speed and the B8’s mass makes the vehicle feel like it wants to do anything but comply. It doesn’t feel like its centre of mass is particularly low either, making for strange on-road dynamics.
Mind you, the B8 doesn’t necessarily feel uncontrollable; it just lacks the body control and polish that we praised the B5 for.
That’s a shame, because the DiSus-P system fitted here is the most advanced BYD suspension tech we’ve seen in Australia to date. There are three levels of stiffness that can either be adjusted individually or as part of preset drive modes, and there’s a noticeable difference between each.
Additionally, you can raise the suspension while stationary (or, again, via the drive modes) to provide as much as 310mm of ground clearance. That’s an astounding figure and, when deployed, it was demonstrated by the way we towered over another B8 without the suspension in its highest setting.
And that’s all before you get to the powertrain. Outputs of 425kW and 760Nm are both quite a lot, but it just feels wrong that Denza claims a 0-100km/h time of only 4.8 seconds for such a heavy vehicle. The problem is, Denza hasn’t lied.
Plant your right foot and the B8 shoots off, albeit after a brief moment of BYD-esque input delay. The body will pitch when doing so, and while it isn’t quite as severe as with the B5, it still makes it feel like an excessive amount of power – there’s no competition between this and a LandCruiser on that front, as its power-to-weight ratio is comparable to a Mazda MX-5.
Given its EREV-like calibration, the B8 will start and drive on EV power most of the time. It’s not like you’d know, though, because apart from being whisper-quiet on the move, it doesn’t lack any punch without the petrol engine.
Switching to HEV mode (or any of the sportier drive modes) will fire up the 2.0-litre turbo engine, which is nicely muffled from inside the cabin. It’ll then automatically start charging the battery, allowing you to continue driving with no further thought.
You can set the charge target in HEV mode too, which when met will automatically turn the engine off. It’s a clever system, and the fact that most of these systems are managed in the background eliminates a lot of the guesswork for people coming from conventional vehicles.
Denza says there’s no need to be worried about running out of charge, either. According to its engineers, the Dual-Mode Offroad (DMO) system is programmed to run out of fuel before the battery is depleted, so range anxiety should be out of the question.
In terms of technology, there’s a seemingly infinite number of drive modes to choose from. Most relate to off-road driving, but there are still several for various on-road applications – including Race Mode, if you really needed the B8 to go any faster.
Each mode adjusts settings such as ride height, torque distribution, traction control, and throttle response. Each also adapts the vehicle to various environments and terrain types, covering everything from steep rocky trails to deep river crossings.
On that note, Denza shared a fun fact about the B8 when in its water wading mode (which offers a massive maximum of 890mm). Aside from raising to its maximum ride height, the vehicle will automatically disconnect the speakers mounted in the lower portion of the doors to prevent any electrical water damage.
Given it’s a high-end audio system with extensive customisation, this is a very thoughtful addition. It all makes the B8 very versatile, and it helps that its weight is much less obvious when you’re off the beaten track.
Generally, we found the B8 to be quite capable on loose and rocky terrain, and it appears to manage torque control well, avoiding sending power to any wheels with less grip. The result is a capable off-roader on first impressions, but we’ll have to get one through the CarExpert garage for more thorough testing – including towing.
Despite all the modes, it’s also fairly user-friendly where it counts, as the differential locks can easily be engaged at the press of a button. You also don’t need to select neutral to engage low-range, as Denza says there’s no real neutral gear.
Otherwise, the B8 offers a full suite of safety gear, but some of it could do with better calibration. The driver monitoring system is the worst of the bunch, as it’s far too sensitive.
That’s particularly unhelpful when there’s so much to wrap your head around in the B8, and it really struggles if you’re wearing sunglasses. Other functions are generally reliable.
So the B8 is a more than decent package but lacks some refinement and polish. The steering and braking are both solid, but the ride isn’t as good as we expected after the B5. Overall, it isn’t a cohesive driving experience when combined with the monstrous power on tap.
| Off-road dimensions | Denza B8 |
|---|---|
| Track front and rear | 1670mm |
| Maximum ground clearance | 310mm |
| Approach angle | 34° |
| Departure angle | 35° |
| Ramp breakover angle | 26° |
| Maximum wading depth | 890mm |
To see how the Denza B8 stacks up against its rivals, use our comparison tool
What do you get?
Equipment in the B8 differs slightly depending on whether you opt for the six- or seven-seat configuration.
2026 Denza B8 equipment highlights:
- 2+3+2 seating configuration
- 20-inch alloy wheels
- Michelin 275 55/R20 tyres
- Rear locking differential
- Automatic LED headlights
- Front cornering lights
- Front and rear fog lights
- 12-pin trailer plug
- Drawbar and hitch receiver
- Full-size spare
- Rain-sensing wipers
- Soft-close doors
- Power sunroof with power sunshade
- Rear privacy glass
- Keyless entry and start
- NFC key
- Power-folding exterior mirrors with memory
- BYD Connected Services incl. remote start, pre-conditioning
- Head-up display
- 12.3-inch digital instrument cluster
- 17.3-inch touchscreen infotainment system
- Wireless Apple CarPlay and Android Auto
- 800W Devialet 18-speaker sound system
- 4-zone voice assistant
- Over-the-air updates
- 4G network connection with 2GB/month data plan for 2 years
- In-car mobile hotspot
- Leather upholstery
- Power-adjustable front seats
- 8-way power adjustment for driver
- 6-way power adjustment for passenger
- 4-way power lumbar
- Memory
- Heating
- Ventilation
- Massaging
- Heated and ventilated second-row seats
- Power-folding second and third rows
- 4-way manually adjustable steering wheel
- Heated steering wheel
- Tri-zone climate control
- Car refrigerator and hotbox
- 2 x 50W wireless phone chargers (front)
- Multi-colour ambient lighting
B8 (six-seater) adds:
- 2+2+2 seating configuration
- Front locking differential
- UWB key
- Nappa leather upholstery
- Second-row ambient lighting
- Power-adjustable leg rests, bolsters for front seats
- Massaging second-row seats
- Second-row power leg rests
- Digital rear-view mirror
Onyx Black is the standard interior colourway, with Jasper Brown optional.
To see how the Denza B8 stacks up against its rivals, use our comparison tool
Is the Denza B8 safe?
The Denza B8 boasts a five-star ANCAP safety rating, based on testing conducted in 2025.
|
Category |
Denza B8 |
|---|---|
|
Adult occupant protection |
86 per cent |
|
Child occupant protection |
95 per cent |
|
Vulnerable road user protection |
75 per cent |
|
Safety assist |
78 per cent |
Standard safety equipment highlights:
- 9 airbags, incl:
- Dual front
- Driver’s far side
- Side (all three rows)
- Curtain (all three rows)
- Adaptive cruise control
- Autonomous emergency braking
- Blind-spot monitoring
- Child presence detection
- Driver distraction and fatigue monitoring
- Emergency lane-keep assist
- Forward cross-traffic assist
- Front and rear parking sensors
- Rear cross-traffic assist
- Safe exit warning
- Surround-view camera
- Traffic sign recognition
- Tyre pressure monitoring
Six-seat variant adds a night vision system and a ‘Smart Driving’ surround-view camera.
To see how the Denza B8 stacks up against its rivals, use our comparison tool
How much does the Denza B8 cost to run?
The Denza Australia range is backed by the same warranty offering as BYD: a six-year, 150,000km vehicle warranty and an eight-year, 160,000km high-voltage battery warranty. Servicing for the B8 is required every 12 months or 20,000km, whichever comes first.
| Servicing and Warranty | Denza B8 |
|---|---|
| Vehicle warranty | 6 years, 150,000km |
| High-voltage battery warranty | 8 years, 160,000km |
| Roadside assistance | 3 years |
| Service intervals | 12 months or 20,000km |
| Capped-price servicing | 5-year service plan |
| Total capped-price service cost | $3420 |
Those intervals are twice as long as what Toyota demands for the LandCruiser 300. Over five years, the Toyota is also more expensive to service at $4500.
It’s worse for the related Lexus LX, which will set you back $6950 over five years.
As for the Defender, it’s similarly priced to the B8. A five-year service plan for the Defender PHEV costs $3300, while the diesel bumps it up to $3500.
To see how the Denza B8 stacks up against its rivals, use our comparison tool
CarExpert’s Take on the Denza B8
Despite its impressive price tag and lengthy spec list, the Denza B8 isn’t quite the well-rounded package it could be.
We were disappointed by its firm ride in particular, which does the SUV no favours in masking its 3.3-tonne heft. It’s the heaviest-feeling vehicle I’ve ever driven, which isn’t a deal-breaker, but it gives context for how bloated it feels.
It’s also ridiculously fast for such a heavy thing, and that raises our eyebrows given the varying levels of driver skill we often see on Australia’s roads. Those power and weight figures may make the B8 intimidating to some, which isn’t something that can be said for the tried-and-tested LandCruiser.
Its interior is polished (aside from the stupid retractable door handles), and its tech is of a high standard. The value proposition here is also strong compared to rivals, but still not nearly as strong as what the B5 offers.
With that in mind, and unless you’re desperate for seven seats, the B5 is a much more logical buy within the Denza Australia lineup, but the mammoth powertrain gives us high hopes for the upcoming BYD Shark update.
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