Mitsubishi Outlander vs BYD Shark 6

What's the difference?

Mitsubishi has leaned into its strengths with this Outlander update, spending its money in subtle areas to upgrade what was already a widely appealing mid-size SUV.

The local tuning has made a notable difference to the refinement and comfort of this version, while subtle updates to the software and interior trim help to refine things even further.

If you’ve had an Outlander before, you’ll love this one, although it doesn’t help the brand to challenge new players on the value front. This leaves you with the decision of whether to pick a brand with the reputation and network of Mitsubishi, or roll the dice on a far more affordable new player.

For what it’s worth, it’s genuinely tough to pick a sweet spot here. I think the best picks are at either end of the spectrum, with the ES being outstanding value, and the Exceed being particularly plush.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

BYD’s Shark 6 continues to break new ground with its work-focused Dynamic PHEV cab-chassis, which impresses with its quiet operation, spirited acceleration, excellent handling, single-digit fuel economy and generous standard equipment at a competitive price. However, its tow rating is one tonne less than PHEV ute rivals which could be a deal breaker for some.

Blink and you’ll miss the changes. Actually, squint and you still might miss them. Aside from the eye-catching new 20-inch wheels on the Exceed and Exceed tourer grades and the new ‘Moonstone Grey’ paint colour, it’s hard to tell the new Outlander apart from its predecessor.

Look closer and there’s new lower garnish designs front and rear, a tweaked grille and a smoked appearance for the rear tail-light clusters.

It’s very subtle stuff, but Mitsubishi has chosen to spend its time and money on upgrades on unseen areas.

For example, the bonnet is now steel rather than aluminium, which helps with noise insulation (and also has the side-effect of removing the high-speed ‘fluttering’ effect the aluminium bonnet had on the previous version), there’s additional sound insulation throughout the car, and cladding in the transmission tunnel to make the cabin a quieter place.

Back on the topic of appearance, though, the dash and console has also been tweaked a little. For example, the new screen looks a bit more contemporary, with a much smaller bezel and more attractive software. The console has been rearranged to move the bottle holders to one side of the electronic gear shifter, which makes for a larger centre console.

High-grade leather seat trims also now have alternate patterns, but the range follows the same trims, from cloth on the ES and LS, while the Aspire gets a microsuede and synthetic leather blend, while the Exceed and Exceed Tourer get the ‘high-grade semi-aniline’ leather trim.

The Shark 6 projects a bold grille and headlight treatment that appears to draw inspiration from full-size US pick-ups, but with an LED-enhanced ‘technical’ look consistent with its hybrid drivetrain.

Like its stablemates, the cab-chassis version rides on a 3260mm wheelbase with generous length/width/height dimensions similar to a Ford Ranger.

The interior with its synthetic leather seating has a high-quality look and feel, with brightly contrasting red air-vent/cupholder surrounds and exposed red stitching along numerous seams throughout the cabin adding to its visual appeal.

The previous Outlander was already known for having a spacious and versatile cabin, and this continues for the new car with a few small tweaks.

The width and satisfying seat positioning continue, and seats in all grades are generous and comfortable, but particularly the leather seats on the Exceed and Exceed Tourer grade we tested.

Adjustability is good in all positions, and the digital instrument cluster has an attractive dual-dial layout and functional display options. While not the best in class, it’s far better than many rivals.

The touchscreen’s new software is meant to be faster, but I found it a bit laggy still, although the integration of Google’s API into the navigation suite is an excellent tweak, making it relevant and useful for much longer.

The tweaks to the centre console make the area more space efficient and useful, but the new cupholders seem strangely shallow, potentially causing large bottles to tip. The tweaked centre console box is nice and large, and the wireless charger is nice and accessible, although its surface is not quite rubbery enough to stop your phone from leaving the charging area in the corners.

The back seat is noticeably stadium – you sit a fair bit higher than in the first row, which eats into headroom in cars equipped with a sunroof for adults. However, width is good, as is the seat comfort.

The rear doors open nice and wide, which should make fitting a child seat easy enough, and the floor is surprisingly flat, too, which makes the middle position more useful.

The third row, which I sampled in an Aspire grade, is both hard to get into and tight once you’re in there. The second row can slide forward on a rail, offering just enough room for me, at 182cm tall, to fit back there, with my knees hard up against the seat in front, and my head nearly touching the roof.

It is for this reason Mitsubishi calls seven-seat versions ‘5+2’. Good for kids, maybe, but not adults for any extended period of time.

The boot is enormous with two rows in use (485 litres in five-seat versions, or 478 litres in seven-seaters), and for this update, the space now has a wider aperture that should make loading objects easier. Space with seven seats up is 163L. Five-seaters get a full-size spare under the floor, while seven-seaters get a space saver.

Braked towing capacity is a middling 1600kg for petrol-powered variants. The brand says not many Outlander buyers are focused on towing as a key capability for the mid-sizer.

With its hefty 2600kg kerb weight (without tray) and 3500kg GVM, the Shark 6 Dynamic has a 900kg payload rating which, after deducting the weight of the aluminium tray (150kg) and towbar assembly (50kg) as fitted to our test vehicle, lowers the remaining payload to 700kg.

It’s also rated to tow up to 2500kg of braked trailer which is 1000kg or one tonne less than the category benchmark and all PHEV ute rivals. And with its 5750kg GCM rating (or how much weight it can legally carry and tow at the same time), towing its maximum trailer weight would leave 650kg of vehicle payload capacity which drops to 450kg after deducting the combined weight of the tray/towbar.

And that 450kg of payload could easily be used up by the weight of four large tradies before you could think about loading their gear, so it’s important to be aware of these weight ratings if you’re planning to tow heavy trailers.

The optional aluminium tray is designed in partnership and manufactured by Aussie aftermarket off-road equipment specialist, Ironman. According to our tape measure, its internal dimensions are 1680mm length and 1810mm width with 260mm-deep drop-sides.

It has a sturdy tubular aluminium front bulkhead topped by vertical load retainers on each side plus external rope rails and eight internal load anchorage points.

The driver's side lockable storage box tucked up behind the rear wheel is integral with the cab-chassis structure and therefore separate from the tray, which allows any tray or service body to be mounted above it without compromising the propulsion battery's charge port and trio of V2L three-pin sockets mounted inside. The matching passenger-side storage box differs only in being part of the tray structure and therefore removable.

Seating is spacious and comfortable for the driver and front passenger while the rear bench seat is equally accommodating, given I’m 186cm and when seated behind the driver’s seat set in my position I still have ample knee and headroom.

Head clearance is also sufficient when seated in the central position, which is enhanced with a flat floor to avoid having to straddle a transmission tunnel. However, shoulder room for a trio of adults is tight, so travelling with three in the rear seat is best limited to short drives.

Cabin storage for front seat occupants includes a bottle holder and bin in each front door, an overhead glasses holder plus a glove box and dash storage shelf on the passenger side. The centre console has wireless phone charging and two USB ports up front, a pair of cupholders in the centre and a lidded box at the back containing a 12V accessory socket.

Rear passengers also get a bottle holder and bin in each door, plus pockets on the rear of both front seat backrests and a fold-down centre armrest with two cupholders. The rear of the centre console offers adjustable air-vents, two more USB ports and another 230V V2L three-pin plug socket to power numerous domestic appliances inside the cabin.

The bench seat’s base cushion can be raised and stored vertically if more internal luggage space is required but there’s no under-floor storage.

Our test vehicle, finished in optional Outback Orange, is available only in ‘Dynamic’ model grade which combines an internal combustion engine with two electric motors, a plug-in rechargeable lithium-ion propulsion battery, single-speed transmission and permanent all-wheel drive for a list price of $55,900, before on-road costs.

It represents the entry level in the three-model Shark 6 range which now includes the original ‘Premium’ pick-up ($57,900 + ORCs) and new ‘Performance’ pick-up ($62,000 +ORCs).

The Dynamic’s pricing also occupies the middle ground when compared with base model plug-in hybrid ute rivals including the Ford Ranger XL PHEV ($61,000), GWM Cannon Alpha Lux Hi4-T PHEV ($57,490) and JAC Hunter Pro PHEV ($49,998).

Our example is fitted with BYD's optional heavy-duty aluminium tray which adds another $5000 (for the tray) plus $1155 for factory fitment.

The work-focused Dynamic’s standard equipment list misses out on several luxuries shared by its higher priced ute siblings like a head-up display, rain-sensing wipers, rear privacy glass, front seat heating/cooling and 15.6-inch multimedia touchscreen.

However, for a cab-chassis workhorse model, it still offers a generous serving of standard features that combine luxury with practicality including:

• 18-inch alloys with 265/65 R18 Giti tyres and full-size spare
• Roof rails
• Side steps
• Heated door mirrors
• LED lighting
• 360-degree camera view
• Front/rear parking sensors
• Fog lights
• Keyless entry/start
• Synthetic leather-appointed seating
• Eight-way power adjustable front seats
• Leather-wrapped steering wheel
• 10.25-inch digital instrument cluster
• 12.8-inch multimedia touchscreen (Apple/Android/DAB)
• 11-speaker premium audio
• Dual-zone climate control
• Wireless phone-charging
• 230V V2L (Vehicle to Load) with 6.6kW output
• USB-A/USB-C ports and more

The petrol-powered Outlander soldiers on with a drab non-turbo, non-hybrid 2.5-litre four-cylinder engine, mated to a continuously variable automatic transmission.

The brand calls this combination “proven” and it’s hard to argue given it hasn’t cropped up with any major reliability issues in the pre-facelift car.

Still, it produces a middling 135kW/244Nm, not as punchy as many turbo options, and nowhere near as efficient as hybrid alternatives.

Those seeking a more powerful fuel-sipping option may want to wait for the PHEV version arriving later this year.

The hybrid drivetrain provides permanent all-wheel drive courtesy of its two electric motors, with the front motor producing up to 170kW/310Nm driving the front wheels and the rear motor providing up to 150kW/340Nm driving the rears.

These motors are teamed with a 1.5-litre turbocharged four-cylinder petrol engine producing up to 135kW/260Nm, which serves dual roles as a generator to maintain charge in the 29.58kWh ‘Blade’ lithium-ion battery and to assist with driving the front wheels as required. It can also perform both roles simultaneously.

Charging of the propulsion battery is assisted by regenerative braking served in a choice of standard or high strength, along with three energy management settings from pure EV mode to full Hybrid (HEV) mode.

The combined official output is up to 321kW/650Nm. There are also three drive modes comprising Eco/Normal/Sport plus different all-terrain settings to optimise performance in Mud/Sand/Snow/Mountain.

The plug-in propulsion battery can be charged using either the AC Type 2 (7.0kW) port or DC CCS/2 (55kW) port.

Our test vehicle features a traditional body-on-frame chassis design, combined with double-wishbone front and rear suspension which enhances ride and handling. There’s also rack-and-pinion steering and four-wheel disc brakes.

The turning circle is a compact 11 metres, combined with off-road credentials including 230mm of unladen ground clearance with 31 degrees approach/17 degrees ramp-over/19.3 degrees departure angles.

Its standard wading depth is capped at 530mm (compared to the ute's 700mm) to allow for the lower height of the electrical components located in the driver's side storage box.

As a result of its relatively old-school sounding powertrain, fuel consumption isn’t at the forefront of the petrol-powered Outlander, with official consumption ranging between 7.5L/100km for the lightest five-seat ES 2WD version, to 8.1L/100km in the heaviest, top-spec Exceed Tourer AWD.

C02 emissions are also on the high side, which the brand will no doubt be off-setting with the new PHEV version which will offer even more emissions-free driving range than before.

One benefit of this long-serving engine, though, is it can be fed entry-level 91RON unleaded, better for the back pocket. The petrol-powered Outlander has a 55-litre fuel tank.

BYD claims combined average fuel consumption for the petrol engine as low as 2.0L/100km with 25-100 per cent SoC (State of Charge) which spikes to 7.9L/100km when SoC drops below 25 per cent.

It also claims a battery-only driving range of up to 100km and up to 800km when the dual motors and battery are assisting the petrol engine in hybrid mode. However, these figures are based on NEDC certification, which is renowned for its optimism compared to more realistic WLTP ratings.

We covered 352km during our test comprising a mix of city, suburban and regional roads plus some highway driving, of which about one third was hauling a near-maximum payload.

This included an initial 67km in pure EV mode, which depleted the battery’s charge from 92 per cent (when we collected the vehicle) to 34 per cent. It then automatically switched to HEV (hybrid) mode for the remainder of the test during which the engine charged the battery to its 70 per cent limit (for engine charging) set by BYD.

At the completion of testing the onboard computer claimed average petrol consumption of 8.1L/100km and a remaining hybrid range of 282km, suggesting a real-world driving range (including some heavy load hauling) of around 650km from the 60-litre petrol tank.

The Australian team had a significant amount of input on the driving dynamics of this new Outlander, but does it make a big difference behind the wheel?

We were granted the chance to drive the old one alongside the new version to find out, and the changes are significant.

Overall, the character of the car hasn’t been fundamentally altered. This is still a somewhat plush and soft-around-the-edges family SUV, but redeveloped new suspension parts and even very minor, nerdy modifications like the thickness of sway bars have added up to a much more pleasant vehicle to spend an extended amount of time in.

The first thing you’ll notice is the retuned steering. Mitsubishi’s engineers tell us the tweaked feedback was all down to the software in the rack, and it’s a big difference, upping the firmness of the steering at low speeds, keeping the vehicle on track with more confidence while heading straight, and also removing a slight twitchiness with sudden adjustments.

Next is the cabin ambiance. The new Outlander is a relatively quiet place to be thanks to the extra insulation throughout. It combines with the new steering to give the car much more of a sense of heft than before. The engine is reduced to a distant thrum, and the road is damped away for the most part. Mitsubishi says the 20-inch wheels are a particular hit with buyers, which to me is a shame because I’m willing to bet it’s particularly comfy on the lower-grade tyres.

Elsewhere, the Outlander has a softer initial response to bumps thanks to retuned shocks, and the reduced width of the front sway bar makes for less ‘head toss’ for front seat occupants.

Does it make a significant difference? Yes. The new Outlander is all-round better balanced and better suited to our road conditions. It might not have the sophistication of more expensive options, and it still might be a tad off what the also balanced-and-comfortable RAV4 offers, although it will be interesting to get one back to see how it compares to rivals in a like-for-like test.

Just expect a much more comfort-oriented option than some rivals. These changes don’t make the Outlander as fun to drive as a Mazda CX-5 or a Skoda Kodiaq. For example, while the 2.5-litre engine and CVT combo provides a surprisingly urgent initial response, it's a dull, rubbery power application from there on.

Large handles on the A- (and B-) pillars assist climbing aboard, where most drivers will find a comfortable and supportive seating position enhanced by a large left footrest and thick-rimmed leather-wrapped steering wheel.

It’s not only quiet to drive but feels refined and solidly built. It also has excellent ride quality and agile handling thanks to the disciplined tuning of its double-wishbone suspension and nicely weighted steering which belie the fact you’re riding high in a 2.7-tonne all-terrain ute.

Near-instant torque from the dual electric motors also helps to mask its bulk which combined with permanent all-wheel drive allows triple-digit speeds to be reached in less than six seconds.

We did most of our test in the ‘Normal’ (default) drive mode, as it provides a happy medium between the heightened response of ‘Sport’ and the slightly subdued ‘Eco’ modes.

To test its GVM rating, we loaded 650kg into the load tub which with driver and about half a tank of petrol was lineball with its payload limit. The rear suspension compressed almost 60mm with the upper rear suspension arms close to nudging their rubber bump-stops, but there was no hard bottoming-out detected on our test route.

As displayed live on the energy management screen, the petrol engine maintained the minimum battery charge needed to feed the electric motors while also providing drive to the front wheels as required. At times the 1.5-litre engine sounded like it was working very hard doing this, but it did prove effective in performing these dual roles.

The heavily-loaded test vehicle also made light work of our 13 per cent gradient, 2.0km set-climb, which was no surprise given we had up to 650Nm of torque to work with.

However, the hybrid system with its single-speed transmission produces minimal engine-braking (even with the maximum regenerative brake setting) which is an important consideration if you regularly carry and/or tow heavy loads, particularly in hilly terrain.

The BYD Shark 6 boasts a maximum five-star ANCAP rating (awarded in 2025) and comes standard with a suite of passive and active safety features including:

• Multiple airbags including front/rear side-curtains
• AEB including cyclist/pedestrian detection
• Lane-keeping
• Adaptive cruise control
• Front/rear parking sensors
• Rear cross-traffic alert
• Blind-spot monitoring
• 360-degree camera view
• Two top-tether/ISOFIX child-seat anchorages and more

Mitsubishi continues to offer its near-industry-leading 10-year/200,000km warranty, conditional on the car being serviced at a Mitsubishi dealer. Otherwise, it reverts to a five-year/100,000km promise.

The 10 years of warranty is joined by 10 years of capped-price servicing required at 12 month or 15,000km intervals.

Prices are tame, varying between $320 and $680 per visit, for a total yearly average of $434. It’s not the cheapest yearly average out there, but most brands also don’t have capped price servicing extended this far, so it seems like a good deal regardless.

Comes standard with a six-year/150,000km vehicle warranty (Ford has recently topped this with seven years/unlimited km if Ford dealer serviced) and separate eight-year/160,000km propulsion battery warranty. There’s also 12 months of complimentary roadside assistance from the date of purchase.

Scheduled servicing is every 12 months/20,000km, whichever occurs first. Capped pricing for the first six scheduled services totals $2945 or an average of $491.00 annually. BYD has an evolving national network of around 120-150 dealerships spanning all states and territories, including many regional areas.