2026 Denza B5 Leopard Review

Looking for a big, properly burly 4×4 to tackle the rigours of the urban jungle? The Denza B5 could be the one.

One aspect of the Chinese car industry that is hard to fathom is how far each company stretches. The big players have their sub-brands drilling into all the different stratas. The Denza you see here is an off-shoot of BYD. Beneath that chunky 4×4 exterior are the bones of a Shark 6, suitably tweaked for life in the premium lane.

Denza is launching with this five-seat B5 and a larger B8 with room for extras. They are both big, bold and boxy 4x4s. You’ll also find the D9 in the showroom, a high-end people mover, and coming soon is the Z9GT, a 850kW, sub-three second electric station wagon. So quite the diverse range then. But it’s the Bs that will appeal most here, particularly this 5 model. It starts at $88,990, while this up-spec Leopard is $96,990. That sees it line up with the likes of the Everest Wildtrak ($88k) and Platinum (93k), and Toyota Prado ($85-$107k). While those are your trad 4x4s with diesel power and solid rear axles, the Denza is a plug-in hybrid with two electric motors delivering a system output of 400kW and 760Nm. It has a 1.5T under the bonnet, which mainly works the generator to extend your range once you’ve consumed the energy in the battery. It rides on a modified Shark 6 frame chassis, and has wishbones at each corner. One of the additional features on the Leopard is hydraulic adaptive suspension, with variable ride height. And the B5 specsheet is plump with features. 

Urban off roader

While the B5 tilts towards a life off road, people will buy this chiefly for its big, commanding looks and use it to charge around the suburbs. The good news is that they can roam around the streets with the engine-off, provided they are responsible PHEV owners and plug in often.

Being so large, it chomps through the 31.8kWh battery quickly, with consumption in the high 20kWh/100km range. Still, we netted 86km before hybrid mode kicked in. With the engine churning away quietly, the B5 used gas at a rate of 10.1L/100km. So with an 83L tank, you should get more than 800km of travel in total. 

With its DiSus-P intelligent hydraulic suspension, we thought this would ride better, but they can’t completely disguise the ladder frame origins. It’s more settled than the Shark 6 however, despite its shorter wheelbase.

Something they need to update is the throttle response and drive modes. On start up, it defaults to Eco with drive restricted to the front motor. And so the response is meek, akin to old fashioned turbolag. So you have to access Normal mode immediately upon start up. Even then, you need to ensure your foot meets the firewall if you intend to merge with the traffic. Despite its 760Nm, three tonnes takes some moving. Yep, this scales up at 3007kg. Once rolling it’s ok, the torque flowing easily and smoothly. 

While you sit up high, it’s difficult to judge the B5’s extremities, and the rearward view isn’t great. So you’ll make good use of the handy camera system. However the worst aspect is the blindspot created by the A-pillar and wing mirror, with pedestrians, cyclists and Honda Jazzs disappearing from your view at intersections.

Vision aside, it operates fine in the city; the turning circle is tight, and it’s not overly long, so parking is not too laborious, though the B5 is wide. The steering is easy and it breezes over speed bumps. 

Fine inside

We couldn’t really find fault with the softly lined cabin. Most of the surfaces are vinyl, but at this price point, so are Audi/BMW/Mercedes interiors. Here however, you sink into proper Nappa leather seats with ventilation, warmers and an inbuilt masseuse. It’s comfort plus.

While there are a few buttons on the console, they mostly deal with the hardware underneath. And so the big screen controls the interior functions. This has the usual foibles with some of the touch points being rather small while simple things, like changing the airflow, take a couple of taps to sort out. But there’s all sorts of convenience and connectivity features, a smart voice controller and a cooler/warmer box in the arm rest.  

There’s good room in the rear seats, the high-end finishing extending back there too. As do the treats with air conditioning controls and seat heaters and ventilation.

Don’t expect a huge hold out back. The floor is set high and the boot is not particularly wide or deep. There is a smattering of storage underneath for cables, and a proper jack because you’ve got a full spare wheel attached to the side hinged tailgate. There’s a V2L function too. 

Modes and more

This might take the cake for drive modes with 16, including a Tug-of-War mode that would likely appeal to the orange Don. He’d probably like Creep mode too. A pity he wouldn’t be able to engage Intelligent mode however. But really, most of these are off-road focused, unlikely to be activated by the average buyer.

In the Sport drive mode, the power response is quickened and despite its mass, you can hit 100km/h in 5.6sec. Not quite as quick as the 4.8s Denza quotes, but fast for something so large.

The DiSus-P lowers and firms in Sport too, helping it feel a tad more wieldy. The steering remains a little too distant, although it does turn okay, just without much feel for the action. It bombs along highway roads just fine and while the ride could be more cosseting, the B5 is quiet and there’s enough easy go to get past traffic when you need to. 

That said, the response can be a bit slack in Normal mode, you really have to kick it in the guts to gain access to the promised power. We guess the weight and the wind it pushes blunts the boogie. 

It never feels up for being punted along too quickly, though it does keep itself pretty tidy. But you sense there are a lot of electronic doodackies keeping you on the straight and narrow.

Speaking of, the Intelligent Cruise Control needs tuning. It wanders in the lane on the motorway, even triggering the lane keeping into action. It’s properly out of its depth on the highway. You can always revert to normal active cruise (as long as the car is in P, so not helpful on the go). The other drive aids are all okay though, like the driver monitor that’s adept at keeping you on the job without annoying. Same with the speed alerts too. Occasionally, the lane keeping can commandeer the steering.

Apparently the B5 is capable off-road with mechanical diff locks and the suspenders can increase the ground clearance. There’s also a 3000kg tow rating. 

Denza B5 – Good premium value? 

Well, yes. If you feel you need a hulking Rambo cruiser to patrol the city in, this is good at that. And thanks to its hybrid setup, you won’t be hoovering up an excess of fuel, as long as you plug it in that is. And with the price of diesel at present, this wins on running costs at the pump thanks to cheaper RUCs. There’s a good warranty too, but we doubt it’ll be as depreciation proof as a Cruiser. Cross shopping the Tank 500 plug-in? This is more expensive, but worth the extra spend.  

Denza B5 Leopard 

$96,990  /  1.9L/100km  /  42g/km
0-100 km/h 5.59s
80-120 km/h 4.11s (114m)
100-0 km/h 39.80m
Speedo error  97 at an indicated 100km/h
Ambient cabin noise  68.8dB@100km/h
Engine  1.5 / IL4 / T 
Max power  135kW
Max torque  260Nm
Battery  31.8kWh
Range  100km
Hybrid System Output  400kW / 760Nm
Drivetrain  single-speed auto / e-AWD
Front suspension  Wishbones / sway bar
Rear suspension  Wishbones / sway bar
Turning circle  11.80m (3.2 turns)
Front brakes  Ventilated discs
Rear brakes  Discs
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f/r-275/55R20
Wheelbase  2800mm
L/W/H  4921 / 1970 / 1930mm
Track f-1660mm  r-1660mm
Fuel capacity  83L
Luggage capacity  470 / 1064L
Tow rating  750kg (3000 braked)
Service intervals  12 months / 10,000km
Warranty  5yrs / 150,000km
ANCAP rating   (2025)
Weight (claimed)  3007kg

This review first appeared in the June 2026 issue of NZ Autocar magazine