Electric Pickup Trucks from China: Models and Buyer Guide
Introduction
Chinese manufacturers have moved into the electric pickup segment with two distinct approaches: purpose-built battery-electric trucks built on car platforms, such as the Geely Radar RD6, and powerful plug-in hybrid pickups aimed at towing and adventure use, such as the BYD Shark. Both are being sold in overseas markets.
Electric drive brings high torque, vehicle-to-load power, and lower energy costs, but towing and heavy loads still cut range sharply. This guide explains the verified models, the platform trade-offs, and the checks a dealer, fleet buyer, or private importer should run before ordering. Specifications below are manufacturer-published figures for stated markets and test cycles, and export configurations differ, so confirm every number against the exact trim being quoted.
The Verified Line-Up
Two model families anchor the segment, with additional electric and PHEV pickups emerging from other Chinese brands. The Geely Radar RD6, sold overseas under the Riddara name, launched in China in late 2022 as a battery-electric pickup on Geely's Sustainable Experience Architecture. Launch versions were listed with 63, 86, and 100 kWh batteries for 400, 550, and 632 km of CLTC range respectively, a 200 kW rear-mounted motor with 384 Nm of torque, 0 to 100 km/h in 6.9 seconds, and a 70-litre front trunk ahead of a roughly 1,200-litre bed; payload was originally listed around 430 to 450 kg and later variants increased it toward 775 to 790 kg.
The Radar Horizon adds all-wheel drive with a dual-motor system rated at 315 kW, offered with 73 kWh LFP or 86 kWh packs listed at 460 and 520 km CLTC. The truck supports vehicle-to-load output up to 6 kW.
The BYD Shark 6
The BYD Shark 6, launched in 2024 and sold in markets including Australia, Mexico, Brazil, and Thailand, is a plug-in hybrid rather than a pure EV, using BYD's DMO all-wheel-drive hybrid system with a 29.58 kWh Blade LFP battery. Its 1.5-litre turbo versions are rated at a combined 321 kW and 650 Nm with 0 to 100 km/h in 5.7 seconds, about 100 km of NEDC electric range, a combined range near 800 km under NEDC, blended fuel consumption around 2.0 L/100 km on the NEDC cycle, and 2,500 kg braked towing.
The newer Performance model, with a 2.0-litre turbo engine, raises output to 350 kW and 700 Nm, reaches 100 km/h in 5.5 seconds, tows up to 3,500 kg braked, and is quoted around 1.3 L/100 km WLTP blended consumption with battery charge above 25 percent. Vehicle-to-load output is 6.6 kW.
Unibody Versus Body-on-Frame
The Radar RD6 uses a unibody construction derived from a car platform, which brings passenger-car ride comfort, lower weight, and efficient packaging, at the cost of the extreme-load versatility of a ladder frame; it is best understood as an electric lifestyle pickup with a genuine bed rather than a heavy-duty workhorse. Traditional body-on-frame pickups survive rough treatment and heavy accessories better, and the Shark's DMO platform is engineered around that approach with a frame design that protects the battery. The choice mirrors the customer: urban, suburban, and light commercial buyers suit the unibody design, while towing, off-road, and trades use cases favour the framed PHEV. Neither claim is a ranking; they are different tools for different jobs.
Range, Towing, and the Electric Workday
Pickup buyers should treat certified range as a starting point and then subtract by use case. Towing a heavy trailer multiplies aerodynamic and rolling loads, and real-world experience with electric pickups shows range can drop by 30 to 50 percent or more at maximum rated towing, so a 550 km CLTC rating must not be read as a 550 km towing day. Bed loads penalise range far less, and low-speed urban and worksite duty is where electric pickups are most efficient. On energy cost, an electric pickup typically costs less per kilometre than a comparable diesel, and the plug-in Shark offers a hedge: electric running for short loops, fuel for long or loaded days, which is precisely the pattern many pickup owners actually drive.
Vehicle-to-load as a worksite feature
Both families ship with vehicle-to-load output, 6 kW on the Radar and 6.6 kW on the Shark, delivered through outlets in the bed or cabin. That is enough to run tools, site lighting, a small pump, or a refrigerator without a separate generator, and it is a genuine productivity feature for contractors, event operators, and rural buyers. Buyers should confirm which outlets and regional plug standards are fitted on the export configuration being quoted.
Export Markets and Import Compliance
Chinese electric and plug-in hybrid pickups reach different markets under different names, homologation statuses, and charging configurations. The Radar RD6 travels as the Riddara RD6 in export markets, and BYD's Shark has launched in Australia, Mexico, Brazil, and Thailand, among others, each with market-specific certification. A domestic Chinese specification sheet showing GB/T charging and CLTC range describes the home-market vehicle, not necessarily the export one, so importers must work from the destination-market documentation rather than the domestic listing.
Pickup classification is another variable that changes landed cost, because some jurisdictions tax pickups differently from passenger cars depending on bed length, payload, and seating. Import duty, homologation or type approval, and warranty coverage in the destination all need written confirmation from the exporter and the local authority before ordering. Dealers should also verify the regional charging connector, since a vehicle built for GB/T infrastructure cannot use CCS2 or NACS chargers without the correct export configuration. None of these items can be assumed from a brand name or a domestic press release; each must be confirmed in the purchase documents for the exact vehicle identification number being shipped.
Buyer and Importer Checklist
| Check | Why it matters | Where to confirm |
|---|---|---|
| Range and test cycle | CLTC, NEDC, and WLTP figures are not comparable | Manufacturer spec sheet for the destination market |
| Payload of the exact trim | Figures changed between model years on the RD6 | VIN-matched configuration sheet |
| Braked towing rating | Differs by engine and market variant | Destination-market homologation documents |
| V2L outlets and standards | Regional plug types affect worksite use | Export configuration list |
| Charging connector | GB/T domestic differs from CCS2 or NACS markets | Export specification and destination rules |
| Warranty and parts support | Coverage varies by market | Importer contract and local service network |
| Compliance and duty | Pickup classification affects import duty and taxes | Destination customs and transport authority |
Frequently Asked Questions
Are Chinese electric pickups sold outside China?
Yes. The Radar RD6 is marketed overseas as the Riddara RD6, and the BYD Shark has launched in markets including Australia, Mexico, Brazil, and Thailand. Availability, specifications, and naming vary by market.
How far can the Radar RD6 go on a charge?
Chinese-market launch figures were 400, 550, and 632 km CLTC for the 63, 86, and 100 kWh batteries. These are CLTC cycle values; real-world range is lower, and the figure should not be compared with WLTP or EPA numbers directly.
Can the BYD Shark tow like a diesel pickup?
Standard 1.5-litre versions are rated at 2,500 kg braked and the 2.0-litre Performance model at 3,500 kg braked. As with any electrified pickup, expect range to fall sharply under heavy towing.
What is vehicle-to-load and why does it matter on a pickup?
Vehicle-to-load lets the truck power external equipment from its battery, 6 kW on the Radar and 6.6 kW on the Shark. Contractors can run tools and site equipment without a separate generator.
Is an electric pickup cheaper to run than a diesel pickup?
On energy, typically yes for charged electric driving, though purchase price, towing range limits, charging access, and destination taxes shift the total cost of ownership, so buyers should model their actual use case.
Conclusion
Chinese electric pickups have moved from concept to export reality, and the current field already spans the two main philosophies, the efficient unibody electric pickup and the towing-capable plug-in hybrid, with usable vehicle-to-load power on both. The right choice depends on whether the buyer tows heavy loads, works off-road, or mostly moves people and moderate cargo, and on whether charging fits the daily routine. As with any import, the decisive step is confirming the exact configuration's figures, cycle labels, connectors, warranty, and compliance for the destination before payment.
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