Quick answer: Choose a proportional brake controller for regular BYD Shark 6 caravan towing with compatible electric brakes. It varies trailer output with measured deceleration; a time-delay unit follows a preset ramp. Verify the trailer brake type, Shark variant, stoplight trigger and wiring before purchase. Regenerative braking alone does not guarantee trailer brake activation.
Reviewed 30 September 2026 · Australian-market guide · Vehicle ratings and rules checked against BYD Australia and government publications. This is a document-based guide, not a report of instrumented Shark 6 brake testing.
Which brake controller should you buy for a Shark 6?
A proportional unit is our practical starting point for a caravan or camper with compatible electric brakes. Changing traffic speeds and mixed driving conditions make a controller that measures deceleration useful. Its maximum power still needs setting for the trailer you actually tow.
Regular caravan towing
Choose proportional control, a reachable manual override and a display or status indicator you can check quickly. Confirm support for the trailer’s brake system and number of braked axles.
Occasional utility towing
A time-delay unit can be suitable with compatible electric brakes and a consistent load. Check its power and ramp settings each time; price alone does not establish compatibility.
A trailer with mechanical over-run brakes does not need a conventional electric controller to operate that coupling. An unbraked box trailer has no electric brake circuit for the controller to drive. Identify the trailer hardware before comparing controller features.
Proportional vs time-delay: what changes when you brake?
A proportional controller combines a brake trigger with an inertia sensor. During a triggered stop, it adjusts trailer output using sensed vehicle deceleration, subject to your gain setting and the unit’s control logic.
A time-delay controller builds output towards your selected maximum over a set period. It responds to the trigger and its programmed ramp rather than measuring how strongly the combination is slowing.
| Decision point | Proportional | Time-delay |
|---|---|---|
| Gentle and firm stops | Measured deceleration influences output. | A preset ramp controls output. |
| Different trailer loads | Check gain; inertia sensing does not weigh the trailer. | Check both maximum output and ramp. |
| Mounting | Orientation and calibration depend on the design. | Follow the unit’s mounting instructions. |
| Lift-off regeneration | Activation still depends on the trigger and controller logic. | Activation depends on the trigger and controller logic. |
| Buying priority | Brake compatibility, gain control, diagnostics and manual access. | Brake compatibility, adjustable ramp and manual access. |
Gain is not automatic load compensation. As an illustrative calculation, a 2,000 kg trailer decelerating at 2 m/s² requires 4,000 N of net longitudinal force. The controller does not directly measure trailer mass, tyre grip or that force; it commands the fitted brake system.
A different load, wet road or poorly adjusted brake can change the response to the same setting. Neither controller type guarantees a shorter stopping distance without a suitable installation, working trailer brakes and testing of the complete combination.
When do Australian trailer rules require brakes?
VSB 1, August 2026, section 8 uses the trailer’s rated gross trailer mass (GTM). GTM describes the rated load through the trailer tyres when coupled; ATM includes the coupling load as well.
| Rated GTM | Requirement |
|---|---|
| Up to 750 kg | Brakes not required. |
| Over 750 kg to 2,000 kg | Efficient service brakes; over-run brakes permitted. One braked axle can suffice. |
| Over 2,000 kg | Brakes on all wheels plus automatic breakaway braking for at least 15 minutes. |
“Brakes required” does not automatically mean “electric controller required”. The trailer’s approved braking design determines the hardware. VSB 1 also recognises an alternative UN Regulation 13 compliance route; unusual systems need assessment against the applicable standards.
The controller and trailer brake system must suit each other. Electric-over-hydraulic brakes use a controller signal to command a hydraulic actuator; the actuator’s power supply is a separate requirement. A breakaway system is another circuit and does not replace normal service brake control.
Transport for NSW towing guidance also covers driver-seat brake operation, vehicle and coupling limits, and checks before each trip. Confirm the road rules for the state or territory where you tow.
Which Shark 6 rating applies, and how much load remains?
BYD Australia’s current Shark 6 range distinguishes the 1.5-litre Dynamic Cab Chassis and Premium from the 2.0-litre Performance. Use the variant on your vehicle’s documentation rather than a generic “Shark 6” search result.
| Variant | Engine | Maximum braked towing |
|---|---|---|
| Dynamic Cab Chassis | 1.5-litre | 2,500 kg |
| Premium Pickup | 1.5-litre | 2,500 kg |
| Performance Pickup | 2.0-litre | 3,500 kg |
The headline rating is one limit in a chain. Also check the vehicle’s GVM, GCM, axle limits, towball download limit, towbar and coupling ratings, and the trailer’s ATM and GTM. A brake controller does not increase any of these ratings.
Illustrative weighing example, not Shark 6 specifications: a loaded ute weighs 3,200 kg before coupling. A trailer weighs 2,400 kg in total, including 200 kg of towball load.
- After coupling, the ute carries 3,400 kg through its tyres.
- The trailer carries 2,200 kg through its tyres.
- The combined measured mass is 3,400 + 2,200 = 5,600 kg.
Adding the coupled ute’s 3,400 kg to the trailer’s full 2,400 kg would count towball load twice. Compare the correctly measured masses with all applicable ratings; check individual axles as well as the total.
Passengers, luggage, a canopy, racks and other accessories consume vehicle load capacity. Towball download also loads the vehicle. A remaining allowance for cargo cannot be calculated from towing capacity alone.
Will regenerative braking trigger the trailer brakes?
Not automatically. An accelerometer can detect slowing without the controller being authorised to output. In many designs, the stoplight trigger must be active before proportional service braking begins.
For a Shark 6, the relevant questions are whether a particular braking event activates the selected trigger circuit and how the installed controller interprets that input. Regeneration strength, a dashboard setting or an illuminated status screen alone does not answer them.
Ask the installer to record three separate checks: trailer output during normal brake-pedal use, operation of the manual override, and response during accelerator lift-off at the settings you normally use. Electrical checks and any driving test must follow the manufacturers’ procedures.
Do not infer output from movement alone. A brake-light input, controller output and actual trailer brake response are three different observations. A documented trigger test is more useful than a blanket claim that every proportional controller “works with regen”.
What should you check before ordering?
- Brake compatibility: electric drum brakes or the exact electric-over-hydraulic actuator, including any required mode.
- Capacity: number of braked axles or magnets and the controller’s rated output.
- Electrical requirements: supply voltage, polarity, protection and trigger behaviour.
- Driver access: a clear display and manual override reachable without leaning across the cabin.
- Installation support: a manual for the supplied model, a verified harness arrangement and useful fault indications.
The EVparts4x4 controller listing describes a split proportional unit for 12 V negative-earth systems, compatible electric or electro-hydraulic brakes, and one to four axles. It lists stored trailer profiles, adjustable boost and a manual brake function.
Confirm that the manual supplied with your unit matches those features. Stored profiles save settings; they do not verify today’s load or brake condition. Electro-hydraulic support still needs confirmation against the actual actuator.
Check proportional controller specifications
Match the controller, Shark variant and trailer circuit before ordering. Current price and currency are shown on the product page.
How should a Shark 6 brake controller installation be checked?
The following workflow defines what a complete installation should achieve. It does not identify a Shark-specific wire, connector cavity or coding procedure. Those details require the vehicle’s service information, the chosen harness and the controller manual.
1. Record the vehicle and trailer configuration
Give the installer the build year, variant, existing towbar and socket details, plus the trailer’s brake type and plated ratings. Ask whether dealer-installed wiring or previous modifications change the proposed connection method.
2. Inspect the socket and its circuits
A seven-pin or twelve-pin socket can be present without a functioning brake-controller output. Identify the connector standard and its viewing orientation before testing. A drawing viewed from the plug face can look reversed from the wiring side.
| Pin | Function | Standard colour |
|---|---|---|
| 3 | Earth return | White |
| 5 | Service brake circuit | Blue |
| 6 | Stop lamps | Red |
This identifies standard plug functions, not a verified colour map inside the Shark 6 factory loom. Trace and test the actual circuits. Do not repurpose a service-brake pin for another accessory or assume that an adaptor creates a missing brake output.
3. Confirm power, earth and circuit protection
The controller’s electronics and the trailer brake load have different current requirements. Specify cable and protection for the manufacturer’s maximum circuit load and the cable route, including voltage drop. A low standby-current figure is not a cable-sizing specification.
Use the approved vehicle connection points and the controller’s required protection arrangement. Route wiring away from heat, moving components and sharp edges; protect passages through metal. The towing electrical installation must provide a reliable earth return.
4. Verify the stoplight trigger
Check the signal when braking and when released, using the controller’s specified electrical conditions. A CAN-managed vehicle can require an appropriate interface or protection against backfeeding; do not connect a controller trigger directly to CAN communication wires.
If manual operation feeds the stoplight circuit, confirm that the protection arrangement is suitable for the vehicle and that the required trailer stop lamps operate. Correct lighting must be verified separately from a controller’s “trailer connected” message.
5. Mount the module and driver control
Secure the sensor module so it cannot move during braking. Follow its orientation requirements and keep wiring clear of pedals, steering components and airbags. Check manual access from the normal driving position, including with the seat adjusted for the driver.
The listed EVparts4x4 split unit allows different mounting orientations after its specified levelling procedure. That does not mean every proportional controller can be installed at any angle.
6. Select brake mode and complete calibration
Choose the brake type specified for the trailer, then carry out the controller’s levelling or orientation procedure. Follow any specified level-ground or movement requirements. Sensor calibration and setting trailer brake power are separate operations.
7. Test the complete installation
With the actual trailer connected, verify lamps, manual operation, pedal-triggered output and fault indications. Complete the controlled driving test specified by the controller and trailer manufacturers. Document the configuration and final settings before handover.
How do you set gain, boost and braking balance?
Set the base brake power before adjusting response. Gain or maximum power limits the available output. Boost can change the starting response or sensitivity, depending on the controller; it cannot repair a poor connection or a worn trailer brake.
- Load the trailer for its intended use, check tyre pressures and confirm that the mechanical brakes are correctly maintained.
- Select the correct brake mode and finish sensor calibration. Start with the procedure and settings in the supplied manual.
- Use a suitable traffic-free area for the manufacturer’s prescribed manual-brake and normal-stop checks. Do not substitute an arbitrary test speed from another model’s guide.
- If the trailer pushes the ute or feels weak, inspect the system and adjust base power as instructed. If it grabs or locks, reduce the setting and investigate the cause.
- Adjust boost only after the base setting is satisfactory. Change one setting at a time and repeat the controlled check.
The useful result is coordinated braking without persistent trailer push or wheel lock in the prescribed test. A display number alone is not evidence of that result. Brake temperature, load and surface grip can change the response.
Recheck after substantial load changes, brake maintenance, changing trailers or moving the sensor module. Record brake type, gain, boost and any profile used so the next setup starts from an identifiable configuration.
On a long descent, do not assume proportional sensing will keep applying trailer brakes while coasting at constant speed. Use the driving and braking strategy in the vehicle and trailer instructions; sustained brake application can overheat the system.
What should you check if the trailer brakes do not feel right?
Separate an input fault from an output or mechanical fault. These checks help an installer narrow the investigation; they do not establish a diagnosis from the driver’s description alone.
| Observation | First checks |
|---|---|
| Manual operation works, pedal braking does not | Stoplight trigger, selected mode and controller calibration. |
| Neither manual nor pedal operation works | Supply, protection, earth, socket output and trailer connection. |
| Output is indicated but braking feels weak | Loaded voltage drop, trailer wiring and brake adjustment or condition. |
| Trailer grabs or wheels lock | Gain, boost, brake mode, load, grip and mechanical condition. |
| Connection fails intermittently over bumps | Loose contacts, cable strain, damaged wiring and earth connections. |
| Vehicle slows on lift-off but trailer output is absent | Whether a valid trigger exists and what the controller manual specifies. |
A proportional controller may show little output during a stationary pedal test because there is little measured deceleration. Some units have a separate hold function. A stationary reading should be interpreted using that unit’s manual, not treated as a universal pass or fail test.
Disconnect indications, persistent low voltage and output faults should be resolved before towing. Turning gain up repeatedly can hide the distinction between a configuration problem and a failed circuit.
What should an installation quote include?
Compare the installed system rather than the controller price alone. Ask for separate items for the unit, any vehicle-specific interface, power and output wiring, socket work, labour, calibration and a trailer-connected test.
Send a photo of the existing socket and towbar, the Shark variant and trailer brake details before requesting a quote. Ask what is included if the existing brake output is missing, and whether the installer will provide the settings and test results at handover.
A plug-in connection on one side of a kit does not prove a fully plug-and-play installation on your vehicle. There is no reliable single installation time or warranty outcome for every Shark 6 configuration.
BYD Shark 6 brake controller FAQs
Is a proportional or time-delay controller better for a Shark 6 caravan?
For regular towing with compatible electric brakes, we recommend proportional control because output responds to measured deceleration. A time-delay unit can be suitable for occasional use. Both still need correct wiring, gain settings and a working trailer brake system.
Can I use a 12 V controller on any Shark 6 without checking fitment?
A suitable supply voltage is only one requirement. Verify the actual stoplight trigger, power and earth arrangement, trailer output, brake type and controller manual. A universal controller listing does not prove a vehicle-specific plug-and-play installation.
Will a proportional controller brake the trailer whenever the Shark regenerates?
Do not assume so. Many designs require an active stoplight trigger before measured deceleration produces trailer output. Have the installer verify pedal braking, manual operation and lift-off response on the finished combination.
Does the 2026 Shark 6 have a 2,500 kg or 3,500 kg towing rating?
BYD Australia lists 2,500 kg braked for the 1.5-litre Dynamic and Premium, and 3,500 kg for the 2.0-litre Performance. Check the limits for your actual vehicle and towing equipment.
Does a trailer above 750 kg GTM always need an electric controller?
It needs an appropriate service brake system, but not necessarily electric control: an approved over-run system may be suitable. Identify the trailer brake design and its applicable requirements before buying a controller.
Is a working trailer lighting socket enough for electric brakes?
No. Working lights do not prove that a controller supplies the service-brake circuit. The installer must test the relevant output with the actual trailer connected; a socket adaptor cannot create a missing controller output.
Do stored trailer profiles remove the need to check gain?
No. A saved profile recalls settings; it does not check the current load, tyre grip or brake condition. Confirm brake mode and braking balance when changing trailers or substantially changing the load.
Should I increase boost if the trailer pushes the ute?
First establish whether base power, supply and the trailer brakes are correct. Boost changes response and cannot compensate for a failed circuit or poorly maintained brakes. Adjust one setting at a time using the manual’s prescribed test.
Related parts and reading
Browse BYD Shark 6 accessories and the Shark 6 accessories buyer’s guide when planning the wider touring setup.
If a lighting loom is required, compare the vehicle-specific trailer wiring kit against the actual vehicle connector. Lighting compatibility and a working electric-brake output require separate confirmation.
Request a fitment check with the vehicle year, variant, socket photo, trailer brake type and number of braked axles. These details are more useful than the vehicle name alone.
