Mitsubishi Outlander vs BYD Atto 3

What's the difference?

Apart from the cramped third-row seating (for adults at least) and space-saver spare, it’s difficult to find anything else deserving criticism. The Exceed combines sharp styling, a plush interior and upmarket appointments with the performance, practicality and all-round competence required for the Outlander – particularly in Exceed model grade - to justify its place as a leading contender in Australia’s medium SUV market. Worthy of a test drive and serious consideration. 

Like its interior design, you may find the BYD Atto 3 Extended Range to be a divisive experience. On the one hand, I like how well it handles in the city and the playful design.

The car feels roomy and the boot is a good size but this is not an open-roader. If you plan on doing weekend escapes in this, think again. This is a car that likes the city and will complain if you venture outside of its limits.

I do like the affordable price tag, considering it's an EV, and the features you get but that open-road ride needs improvement.

Exterior styling is richly contoured with fine attention to detail in the bold multi-element design of the grille and headlights that projects a prestige look.

The sumptuous interior, with ‘diamond-quilt’ stitching prominent on the seat-facings and door trims, adds to the upmarket appearance. Occupants are pampered by lots of soft-touch surfaces, exposed seam-stitching and a visually-pleasing mix of contrasting tones.

The interior has a bright and airy feel, particularly with the panoramic sunroof and optional light grey leather trim in our example. However, a darker upholstery shade might be more practical for young families, given inevitable scuffs and stains would be less visible.

Second-row legroom is spacious, even for my adult ‘kids’ (LOL) who are both more than 180cm tall. They have about 40mm of knee clearance when sitting behind the driver’s seat in my position, which shows efficient use of floor space.

However, the prominent contour in the roof lining required to accommodate the sunroof imposes on headroom for taller people.

Adding 5+2 equals seven so that includes a third row of seating, which folds flat but can be easily raised and head-rests installed (these are stowed beneath the luggage area floor) to allow seven-seat versatility.

However, providing adequate legroom for adults in these seats requires the second-row to be slid so far forward its occupants have their knees pressed into the front seat backrests. So, in real-world use, the third-row seats are strictly for small kids.

The exterior is quite understated and you might not necessarily pick this out as being an EV at first glance. It has a nice-looking profile that immediately identifies it as a medium SUV and it should appeal to owners who want something that looks smart but won't stand out on the road.

There are some cool design elements like the textured chrome panelling on the C-pillar and bonnet, which enhances the BYD badging. The LED strip lighting for the daytime running lights and tail-lights do lean more towards the futuristic vibe that EVs usually showcase.

The interior is where the fun has been had but it's likely to be divisive. The three-tone synthetic leather trims have some pizzazz but not everyone will like the black, white and navy combo.

That said, I like the contrasting red detailing on the piping, stitching and elastic door pocket cords.

The curvy dashboard features a white panel that looks like a flexed muscle (and not in a Magic Mike way!). The air vents remind me of the Echo Base on planet Hoth in Star Wars, which will always be cool to me, but my husband thinks they look like stacked drink coasters.

The rotary door handles are a total vibe and the adjustable ambient lighting manages to tie it all together but while it's great that BYD has had fun in here, not all of it lands for me.

With its 1760kg kerb weight and 2355kg GVM, our test vehicle has load capacity of 595kg, of which up to 80kg can be carried on the roof.

However, given five adults and two kids could use up most of that seven-seat load capacity before you could think of adding luggage, it’s important to keep an eye on these load ratings when preparing for a trip.

The Exceed is also rated to tow up to 1600kg of braked trailer and with its 3955kg GCM rating (or how much it can legally carry and tow at the same time), it can legally tow its maximum trailer weight while carrying its maximum car-load. That’s a handy set of numbers for most recreational tasks.

In addition to USB-A and USB-C ports plus a 12V accessory socket, storage for driver and front passenger includes a large-bottle holder and bin in each front door, a single glove box and an overhead glasses holder.

The front of the centre console has open storage up front, two cup/small-bottle holders in the centre and a box at the rear with padded lid that doubles as an elbow rest.

Second-row passengers, in addition to USB-A and USB-ports, air-vents and a climate control panel on the rear of the centre console, get a bottle-holder and small bin in each door. There are also large lower pockets on each front seat backrest, plus two small upper pockets handy for loose items.

The 60/40-split second-row seat also has a fold-down centre armrest containing two cup/small-bottle holders.

When folded flat this also provides a handy opening in the seat's backrest through which long and narrow items can be carried (suitably secured of course), stretching from the tailgate to the dash if need be. Third-row passengers have small storage bins on each side.

The carpeted luggage area offers another 12-volt outlet and retractable load-anchorage hooks. Load volume starts at (VDA) 163 litres with all seats upright, which expands to 478 litres with the third-row folded and up to 1473 litres (or more than 1.4 cubic metres) with the second and third rows folded.

As soon as you slide in, you're pleasantly surprised by how roomy it feels. I have plenty of leg- and headroom in both rows for my 168cm (5'6") height. Which is impressive given the massive panoramic sunroof.

Both front seats are heated and electric with the driver's side sporting a six-way adjustment, while the passenger is only four-way.

However, due to the sports-like seat style, the headrests are fixed which may annoy taller drivers. There is no lumbar support either and, trust me, you'll notice it on a longer trip. Ouch.

Up front, the individual storage is good with an extra deep middle console and a shelf that sits underneath the 'e-shifter'. Plus, there is a glove box and a handy utility tray that houses the wireless charging pad.

The back seat is very comfortable and individual storage is adequate for the odd passenger with two map pockets and four device pockets available.

The drink bottle holders and cupholders (two in each row) are a tad skinny, though, and two regular-sized takeaway coffee cups will overlap at the lid.

Charging options are good throughout with each row getting an USB-A and USB-C port, the front also gets a 12-volt socket.

However, the ports are hidden in the shelf of the middle console and I'd prefer to have the media port up top as it's wired Apple CarPlay and Android Auto.

The 12.8-inch touchscreen multimedia system looks massive on the pared back dashboard and it rotates, allowing you to choose portrait or landscape mode. However, this function is disabled while using Apple CarPlay.

The system is pretty simple to use and the graphics are clear but a lot of functions are buried in sub-menus. Like the heated seat function. I honestly kept forgetting it had them.

I like to drive with the headlights on, as a defensive driving technique, but that dims the screen during the day so much you can't really see it.

The Dirac sound system with eight speakers is sufficient but I noticed the sound quality on my calls was a bit tinny.

The 5.0-inch digital instrument panel's positioning on the steering wheel means you don't miss having a head-up display but the alignment is off by a millimetre or so. Just enough to annoy someone with mild OCD.

The boot space is the highlight for me, though, with its 440L of capacity. You can bump that up to 1340L with the rear seats folded and the rear seats have a 40/60 split-fold.

You'll be making do with a puncture repair kit as there isn't a spare tyre but the powered tailgate was super handy this week on my grocery run.

Curiously, there is no 'frunk' storage, despite there being plenty of room for one.

There's something appealing about BYD's simple and straightforward marketing and purchasing strategy - what you see, is what you get.

There are only two models to choose from, the Standard Range and, our model, the Extended Range. As the name suggests, our model has the longer driving range but there's not that much difference in the specifications between the two outside of that.

One colour - 'Ski White' - is no cost, while 'Parkour Red', 'Surf Blue', 'Boulder Grey' and 'Forest Green' cost $700 extra.

Our model will now cost $51,011 to purchase (before on-road costs), that's a $3630 price hike since the start of the year! Even with the new price, it's more affordable than its nearest rivals with the MG priced at $55,990 and the Leaf e+ at $61,490.

However, you do get a decent number of features for your cash, like heated front seats, electric front seats, a panoramic sunroof, synthetic three-tone leather trims, adjustable ambient lighting, wired Apple CarPlay and Android Auto, and some decent tech (more on that later).

All external lights are LEDs, with headlights having an automatic function and there are two levels of regenerative braking to choose from.

There are some great practical features, too, like a darkened headliner, powered tailgate and 'lock charging port' function (in case you need to leave you car while it's on charge).

The Exceed’s refined 2.5-litre four-cylinder petrol engine produces 135kW at 6000rpm and 244Nm of torque at 3600pm and can use 91 RON fuel.

The smooth and responsive CVT (Continuously Variable Transmission) 'eight-speed' has overdrive on fifth, sixth, seventh and eighth ratios which ensures low rpm and fuel consumption at highway speeds. Sequential manual-shifting is also available using steering wheel-mounted paddles.

Mitsubishi’s full-time all-wheel drive transmission offers six drive modes controlled by a console dial. These comprise 'Normal', 'Eco', 'Tarmac', 'Gravel', 'Snow' and 'Mud'.

The Atto 3 Extended Range is a full EV with a single motor powered by a 60.48kWh lithium-ion blade battery. It is a front-wheel drive and has a maximum power output of 150kW and 310Nm of torque.

So, it’s not the most powerful on the market but will certainly get you from A to B with ease and you can go from 0-100km/h in just 7.3 seconds.

Mitsubishi claims combined cycle average consumption of 8.1L/100km and the dash display was showing 9.0L/100km at the completion of our 378km test, which comprised mostly city and suburban driving with up to five adults on board.

Our figure, calculated from fuel bowser and trip meter readings, was not far from the Outlander’s at 9.8L/100km. So, based on our numbers, you could expect a real-world driving range of around 560km from its relatively small 55-litre tank. That range extends to 680km based on the Mitsubishi's official consumption number.

And the good news is the Outlander Exceed runs happily on 91RON 'standard' unleaded.

Let’s talk charging. The Atto 3 has a Type 2 Combo CCS charging port and the on-board DC charger has up to 80kW of capacity.

What does that mean? Well, if you were to plug it in at home on a 7.0kW AC charger, you'd be able to go from flat to a full charge in roughly 10 hours.

Plug it into a 50kW fast charger, and you'd see that time drop to around one hour to get from 10 to 80 per cent charge. However, that capacity means it can't accept the faster 350kW charging speeds on ultra-fast chargers.

The official energy consumption is 16kWh/100km and my on-board figure was 14.7kWh.

It has an official driving range of 480km NEDC (420km WLTP), which is better than some on the market but I got major range anxiety this week!

It feels like it chews through its power. Since it's school holidays, I’ve been doing mostly longer open-road drives and have had to charge it three times already! Over three road trips, I've averaged a little over 200km of driving and saw my percentage go from 100 down to an average of 34 per cent at the end of each trip. 

Drivers of different stature can find comfortable driving positions, as confirmed by the 20cm difference in height between my wife and me.

With ample adjustment available in the steering wheel and multi-way powered seat, she enjoyed driving the Outlander and praised the seat memory function, which could quickly change from my settings to hers with the push of a button. Very handy when you share driving duties.

The driver’s seat is comfortable and supportive, with ample side-bolsters on the backrest providing good lateral support for the upper torso.

A large left footrest provides a solid platform to brace against and padded elbow-rests on each side enhance driving comfort, particularly on long trips.

Overall, it’s a refined and comfortable vehicle which feels like it has solid build quality. The ride quality is smooth and supple over bumps with negligible tyre, engine and wind noise, particularly at highway speeds where the engine requires a leisurely 1800rpm to maintain 110km/h.

The driver’s head-up display on the windscreen works efficiently, by displaying signposted speed limits and the vehicle’s road speed in your line of vision. It would be hard to come up with a viable excuse for exceeding the speed limit using this system!

We also trialled the numerous selectable drive modes. Although the Normal setting provides ample performance for most requirements, we found the Tarmac mode was the most engaging and rewarding for road use wet or dry, with all-wheel drive traction and optimised gearshift calibrations combining to provide spirited performance.

We also had an ideal opportunity to test the Mi-Pilot semi-autonomous driving assistant while crawling along in dense freeway traffic triggered by major road maintenance works.

Given this required lots of stop-start driving, the Mi-Pilot maintained a safe distance from the car in front and slowed, stopped and accelerated in unison, without driver input. And only light hand-contact with the steering wheel was required for the Mi-Pilot to maintain its lane-keeping function.

The driving lets this down for me. It's not as zippy as other EVs I've sampled and can even feel a bit sluggish when you accelerate from a full stop. However, it has enough kick for open-road driving, if you're desperate.

Desperate is the key word, though, because this is a total city-slicker. Around town, it handles itself well in tight streets and corners (that 11m turning circle is a charm) but isn't as confidently placed on the road at higher speeds.

And if you happen to be driving on the open-road on a blustery day, it's no fun at all. It shifts and squirms in the lane, with the cabin noise rising to din levels.

Ride comfort is generally good with suspension that feels cushioned but not floaty around the city. Different story on the open-road!

The controls and e-shifter are all well-placed in the middle console but I'd prefer the start-button to be located somewhere else. I mistook it for the ‘Park’ button a few times, which annoyed me.

The regenerative braking can be adjusted to two levels, low and high. Even on the highest setting, it doesn’t have a big physical presence but there's enough to know it's working.

The Atto 3 earns back a couple of points for being stupidly easy to park. The 360-degree view camera system is super clear and I didn’t have to be too choosy with car spaces either because of its size.

This has a good list of safety features coming as standard, like blind-spot monitoring, lane departure alert, lane keeping aids, rear cross-traffic alert and braking, adaptive cruise control, traffic sign recognition, 360-degree view camera system, as well as front and rear parking sensors.

It has autonomous emergency braking with forward collision warning and features car, pedestrian, cyclist and junction turning assistance. It's operational from 4.0-85km/h (up to 150km/h for car detection).

The Atto 3 was awarded a maximum five-star ANCAP safety rating in 2022 and has seven airbags, including a front centre airbag.

If you have a couple of kids, you’ll like the ISOFIX child seat mounts on the rear outboard seats and three top tethers, but two seats will fit best. 

Curiously, there is evidence of ISOFIX mounts on the front passenger seat which need to be removed for our market, instead of just being 'disabled'.

Mitsubishi covers the Outlander with a five-year/100,000km warranty with 12 months roadside assist.

Extended 10-year/200,000km warranty and 10 years capped-price servicing is available if the car is always serviced within the Mitsubishi dealer network.

Scheduled servicing is every 12 months/15,000km, whichever occurs first. Capped-price servicing for 10 years totals $4340, or a reasonable $434 annually.

BYD backtracked from its original warranty launch offer of seven years/unlimited km and the Atto 3 now comes with a six-year/150,000km main warranty.

But the battery has an eight-year/160,000km warranty, which is more in line with the market.

You can choose between two servicing plans – 'Light’ for those who do under 12,000km per year and a ‘Standard’ plan for those who do more. 

Given my open-road and charging experience, I'd say it's a good bet you'll be on the light plan.

On the light plan, services are capped at $189 per year for five-years or up to 60,000km – whichever occurs first.

On the standard plan, which spans eight-years or up to 160,000km, you can expect to pay an average of $299 per service. 

Both plans are fairly affordable but the recommended servicing intervals are every 12 months/20,000 which is a term you often see on a fuel-based car, not an EV.