BYD Shark 6 vs Ford Tourneo Custom

What's the difference?

So, what do I think of the new Shark 6?

Well, our first taster reveals a hugely impressive first effort from BYD, especially in its technology, presentation, accommodation, ease of operation and - not least of all - promised efficiency.

This could be a game changer. Danger, Ford Ranger!

However, a bit more steering feel, and a less-stiff ride, are drawbacks.

Still, the Shark 6 is a compelling package, especially considering its sub $60K ask.

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

Within its limited niche, Ford seems to be right on the money with the new Tourneo Custom.

Though van-derived, it’s chosen the right one to be based on, with the sophisticated engineering, well-sorted suspension, strong body and sound interior presentation that are the hallmarks of the latest-generation Transit Custom.

Of course, we need to try the newcomer out on Australian roads, but it is clear that Ford is on a good thing here. And so are consumers seeking a capable, roomy, comfortable and enjoyable eight-seater MPV.

Nose on, the Shark 6 has obvious influences from the Ford F series truck, even down to the C-shaped LEDs that spread across the top of the grille. And of course, that giant BYD badge lets the whole world know that BYD is gatecrashing the Ranger's party.

Dimensionally, the newcomer is slightly larger than the Ford, measuring in at 5457mm (length), 1971mm (width), 1925 (height) and 3260mm (wheelbase). Track widths are 1660mm.

Dubbed ‘cell to chassis’ technology, the Shark 6's platform has an integrated Blade Battery (which is BYD-speak for a Lithium iron phosphate (LFP) battery, rated at a large-ish 29.6 kilowatt hours, and sat low and wide under the cabin and front part of the tub.

It helps make the body-on-frame structure stronger and stiffer, and it liberates more space for the interior. And, unlike any other ute currently on sale in Australia, the each axle boasts double wishbone suspension. Most instead use hardy but old-fashioned leaf springs.

The tub, meanwhile, is slightly larger overall than a Ranger proportionally, though isn't quite as wide or deep. The ruler says 1520mm (length), 1500mm (width) and 517mm (depth). Volume is 1200L.

Back there are the bare essentials: a damped tailgate (that's still a bit heavy to lift compared to others), LED lighting, a spray-on tub-liner and tie-down hooks. A sports bar is optional.

And do keep in mind that the BYD’s maximum braked towing capacity is limited to 2500kg – that's 1000kg shy of most rival diesel-powered dual-cab 4x4 utes. Payload is 790kg. Ground clearance is 200mm and wading depth is 700mm.

There are three plugs for powering equipment, appliances, generators and that sort of thing, while Australian accessories specialists Ironman can provide soft and hard tonneaus, as well as a canopy. More info on that is coming soon.

At this juncture, it’s worth noting that ‘Transit’ and ‘Tourneo’ are now the parent sub-brands for its specially-created Ford Pro division’s vans and MPVs, respectively.

Both T nameplates consist of several children models, like the ‘Custom’ that’s Ford-speak for D-segment-sized as tested here, as there are the smaller ‘Connect’ (C segment – think Renault Kangoo-sized) and even tinier ‘Courier’ (B segment) models we don’t get yet in Australia, as well as the giant ‘Cargo’ (E segment) that we do. 

Confused? You’re far from alone.

Anyway, the latest Custom generation of Transits and Tourneos has benefited greatly from a huge engineering rethink.

Now, for Australians who’ve never known the previous-gen MPV version released elsewhere in the world in 2012, this comparison won’t matter much.

But for everybody else, including our NZ neighbours, the 2025 model (that’s nearly two years old now already) is longer and wider than before, with a stretched wheelbase to boot.

Tourneo Custom length, width, height and wheelbase dimensions are 5050mm, 2148mm, 1983mm (approximately) and 3100mm, respectively.

For this iteration of Customs, the front wheels have been pushed forward to create more space in the front part of the cabin, the body is more aerodynamic, the roof remains under 2.1m so height clearances aren’t a worry, the side doors are larger and the floor is lower, both providing easier access.

Oh, and compared to the Transit Custom, the Tourneo Custom has modified springs for better ride comfort.

What we’re saying here is the latter is built-for-purpose for transporting people around, and it shows.

Clearly, much thought has gone into the packaging inside the cabin, and that's obvious from the very easy entry and egress due to wide apertures.

Big windows, a commanding view out and lots of space means that the BYD concedes nothing to most rivals in terms of interior room.

A great driving position awaits, with plenty of adjustability; that large, 15.6-inch rotatable touchscreen is clear and surprisingly easy to navigate; and the general ambience is one of quality.

Other observations? The artificial leather upholstery is one of the supplest yet experienced; lots of storage is provided; ventilation is ample and vision out is fine.

But the big surprise is if you step out back.  

There's virtually no storage under the rear bench, unfortunately, but instead, BYD has provided a well-padded cushion and generously angled backrest, to maximise comfort. Three people can fit across fairly easily.

And, aided by a completely flat floor with no hump to negotiate, there's lots of space for longer legs, knees and feet as well. The general amenity count is high, with face level vents, two types of USB ports, the obligatory rear centre armrest with cup holders, grab handles, reading lights, and that sort of thing. And the interior seems quiet and well insulated.

In other words, despite its name, the Shark 6 is a civilised and inviting place to be in – and work from.

In theory, being based on a van is no bad thing when you need a family MPV.

Being derived from the latest Transit Custom is a much stronger start, though, given all its ergonomic advancements.

These begin with a lofty and expansive driving position allowing for superb vision out, comfortable yet supportive front seats perched up high for that commanding SUV feel, ahead of a large touchscreen that’s angled towards the driver.

The latter features Ford’s 'SYNC 4' multimedia system, that's proven to be fast and intuitive. It's powered by a 5G modem for over-the-air software updates for the scores of modules within the vehicle, and also comes with Alexa voice commands.

Additionally, the Tourneo Custom offers effective ventilation, and easy access to a plethora of storage, including in the doors, behind the configurable digital instrumentation pod, and even within a new space ahead of the front passenger where an airbag used to be (due to it being repositioned above the windscreen).

There are big grab handles to help haul you in and out safely, USB A/C outlets near shelving areas for minimal cable entanglements, lots of LED lighting and several cupholders, including one that folds out of the way to allow walk-through access to the second row.

And speaking of the back seats… here is where the Tourneo shines.

With a massive amount of space in all directions to play with, the middle trio of seats can slide and recline and swivel 180 degrees for social and fun times if required.

Especially as the middle seat of the second row can be folded into a small table with cupholders. Guaranteed to be loved by kids of all ages.

On that subject, ISOFIX child-seat anchorage points are fitted to both rear seat rows, while all individual seats can also be fully removed. When’s the Sundowner version coming?

This is all possible because of the flexible track-based seating system in the second and third rows. This in turn allows all manner of people-to-luggage configurations.

With all seats up in place, maximum cargo length behind the front seats is 2622mm, or between 1280mm and 1790mm behind the middle row depending on seat position, and between 515mm and 725mm behind the third row with all occupants in place.

Translating this all to luggage volume, with all eight seats up, it varies from 673 litres (VDA) to 1045L, 2102L to 2408L in five-seat mode and a handy 4683L with second and third row seating removed.

Plus, there’s storage underneath them and ventilation is provided for all outboard occupants, as well as USB ports, cupholders, individual lights… the works.

It’s really smartly packaged and thoughtfully presented.

Result? The Tourneo combines all the packaging benefits of an MPV with an SUV’s lofty seating, making it very family-friendly and thus easy to live with. It’s a win-win situation.

Yes, it’s a little wider than an SUV, but really, no longer than a Mazda CX-9. So once hesitant consumers realise that the boxy Ford isn’t even that large or long after all, its advantages in transporting lots of people comfortably and securely are undeniable.

The Tourneo is really very easy to live with.

Whether you’re a parent with more kids than you care to admit, a hotel operator searching for a civilised airport-run or someone with loads of friends, the new Tourneo Custom has been priced and positioned in such a way that it should make most Australians’ shortlist for an MPV (Multi-Purpose Vehicle, or people mover).

And here’s why.

When it arrives here before the end of the year, the Tourneo Custom will come in two, surprisingly well-equipped eight-seater short-wheelbase flavours.

The base Active from $65,990, before on-road costs, includes a lengthy list of driver-assist tech like AEB, lane support systems and adaptive cruise control. Check the Safety section below to find out more.

It also scores LED headlights, keyless start, tri-zone climate control, heated front seats, a 13-inch touchscreen with a 5G modem, Alexa voice command, wireless Apple CarPlay/Android Auto, satellite navigation, a wireless charger, powered sliding side doors and 17-inch alloys.

The extra $5K for the Titanium X, from $70,990 before ORC, adds a fixed-glass panoramic roof, a 360-degree camera, powered front seats, an audio upgrade, synthetic leather (rather than cloth) seat trim and glossier alloys.

Both grades also include track-based sliding and easily removable second- and third-row seating, with the middle ones also rotatable by 180 degrees for rear-facing travel. More on that later on.

Fun fact. Ford’s been in the MPV space before with some success, so why didn’t it just revive the old Spectron name from the 1980s? The Gen-X kids who are nowadays likely the key demographic would instantly know what the Tourneo Custom is all about.

Anyway, there are cheaper options like the petrol-powered and seven-seater-only LDV Mifa from China, as well as the sleeker and more-SUV-esque Kia Carnival (the segment bestseller, FYI) and related Hyundai Staria eight-seaters, both of which hail from Korea.

But the British and German-engineered, Turkish-built Tourneo Custom is keenly priced and competitively equipped against other mid-sized van-based wagons – namely Japan’s Granvia, the German Vito made in Spain and VW’s T6.1 Multivan equivalent from Hannover.

Clearly there’s lots of MPV competition for the Ford, but the Blue Oval is well-prepared.

Under the bonnet is a 1.5-litre four-cylinder turbo petrol engine delivering 135kW of power and 260Nm of torque; though it drives the front wheels when extra power is needed, essentially, its main job is to charge the Blade battery.

Anyway, there's a 170kW/310Nm electric motor underneath the engine over the front axle as well, and a second, 150kW/340Nm electric motor over the back axle, and together they make 321kW and 650Nm.

Result? BYD claims the Shark 6 is faster than a Ranger Raptor in that it can scoot from zero to 100 in 5.7 seconds flat. That's pretty impressive stuff.

Like the Transit Custom, the Tourneo Custom comes with a 2.0-litre, four-cylinder turbo-diesel that Ford hilariously calls 'EcoBlue'.

It delivers 130kW of power and 390Nm of torque to the front wheels via an eight-speed automatic transmission. That’s enough grunt for a 2500kg braked trailer towing capacity.

To help keep the circa-2321kg Tourneo Custom in control at speed, there’s a wishbone front end and semi-trailing arm independent rear suspension system out back.

Sadly, though, we’re not going to get the PHEV plug-in hybrid petrol-electric version offered elsewhere, anytime soon.

But, don’t worry, electrification fans, because apparently the E-Tourneo EV version might come to Australia in 2025. Fingers crossed!

Dubbed the Dual Motor Super Hybrid system, BYD reckons this is an EV-first/hybrid-second powertrain, with the petrol engine only kicking in as required, due to the relatively big size of BYD’s Blade battery.

In pure EV mode, the Shark 6's combined EV consumption: 21.2kWh/100km, and should achieve up to 100km of pure EV range, though these figures are "to be confirmed".

Meanwhile, when the 29.6kWh LFP battery is at full charge, the petrol engine’s fuel consumption averages as low as just 2.0-litres per 100km, or as high as 7.9L/100km when it’s on low charge.

It can also offer up to 800km of combined range when the petrol engine kicks in to help that battery keep charge.

Note, though, that the latter figure is NEDC. Keep in mind, too, that you’ll need to pump in 95 RON premium unleaded petrol into that 60L tank.

Drivers can also set a minimum battery discharge level, to save the electricity for slower built-up areas. Clever.

Ford reckons this car is about 100kg lighter than its predecessor, and it’s 13 per cent more aerodynamically efficient, which should translate into lower fuel consumption figures in the real world.

There aren’t any Aussie-specific economy figures available just yet, but the heavier LWB Tourneo Custom we tested in Europe should average 8.2L/100km, according to the WLTP figures.

Driven pretty briskly on German roads, our trip computer begged to differ, saying we slurped diesel at a rate of 11.3L/100km.

For the record, the Tourneo Custom LWB PHEV is rated at just 1.9L/100km. Pie-in-the-sky figures, but our instruments told us in an example we also pounded along the same routes, that it averaged sub-7.0L/100km numbers. Quite a difference there.

Bring on that plug-in hybrid, Ford!

Being a pre-production example, we were only allowed to drive the Shark 6 on private roads, though a few kilometres of highway driving was necessary to get to a 4x4 track.

Though brief, it revealed how smooth and integrated the powertrain felt, with instant throttle response and plenty of muscle in reserve, like most EVs.

That said, It didn’t seem as fast as BYD’s acceleration figures claim. And though seamless when it kicked in, the petrol engine sounded a bit tinny.

The Shark 6 handled the few faster corners we encountered better than you might expect, with a sense of composure and control. The double wishbone suspension all-round feels really well tied down.

But the steering seems laggy and remote, and lacks sufficient feedback and feel. We feel it definitely needs some more local dynamic tuning.

Off road, the BYD continues to largely impress, being an easy thing to drive along on rough terrain in. It's got all the 4X4 capabilities in terms of going up and down hills and crawling over ruts and that sort of thing.

It's fine, and no better or worse than most other dual cabs of this ilk. We never had a chance to get into really treacherous terrain, though. That may have to wait.

But the ride can feel very stiff – at least in the example we tested initially. Another was slightly better, but still far from matching the class best (Ranger). It feels like the suspension needs to be a little bit softer, a little bit more supple out here on gravel roads and on rough tracks.

And the same applies to the steering out off the beaten track, since it remains overly light and remote.

Overall, while the Shark 6 is pretty good first attempt at a ute, Ford's engineers at least do not have too much to worry about in terms of the Chinese dual-cab PHEV's dynamic capability.

Better than many. But nowhere near class-leading in some key dynamic aspects.

The Tourneo Custom drives as you'd expect. It's a large but very manoeuvrable boxy wagon with light steering, responsive handling and a hunkered-down road stance.

Under that snub bonnet is a 2.0-litre, four-cylinder, turbo-diesel engine. This is a single-turbo version of the unit we find in the Ranger, and after a moment’s hesitation due to turbo-lag, it powers forward eagerly. Just like in the Aussie-developed Ford ute.

Backed up by the slick-shifting eight-speed auto, around town, the Tourneo Custom feels easy and light on its feet, and seems to find the right gear as required.

Aiding its urban capabilities are a tight turning circle, excellent vision afforded by the huge windows, lofty seating, a clear camera and large mirrors.

There was plenty of sound deadening in our test vehicle, because the engine sounded muffled and distant, as it responded strongly at speed to throttle inputs.

With just one person to carry around, you’d call the Tourneo Custom’s performance strong. How it feels with all seats occupied, we’ll have to wait and see.

There’s a decent wedge of torque, though, and most diesel rivals offer similar engine outputs without too much trouble.

Again, we’ll have to wait and see on Australian roads what it feels like with the Brady Bunch being carted around out back!

Where the Tourneo Custom shines compared to other van-based rivals is that it’s more enjoyable to drive and better to ride in, with natural and linear steering, accurate handling, reassuring grip and a settled ride.

Part of the reason why is that Ford has introduced a specially-tuned independent rear suspension system across the Tourneo Custom range, meaning it seems to dodge the all-too well-known fidget and harshness normally associated with van-based MPVs.

There is some road drone coming through from the back, and the ride can become a little bit busy over some imperfect surfaces anyway. But, generally, for an airport-run style eight-seater people mover, the Ford does the job with plenty of aplomb.

Refined and fun to drive, the Tourneo Custom could turn out to be the driver’s – as well as the passenger's – pick of eight-seater MPVs in Australia. Again, only local testing will confirm that, but first impressions over in Europe are promising.

The Tourneo Custom with 'Safety Pack', expected to be standard for Australia, and recently received a four-star (from a possible five) Euro NCAP rating.

Full specifications are yet to be confirmed for Australia, but we know that it will include several airbags (front, front-curtain, front-side, front centre and rear curtain for both rows), AEB with car-to-car, cyclist and pedestrian detection as well as intersection assistance, front and rear parking sensors, a reversing camera, lane keeping assistance, blind-spot warning, rear cross-traffic alert and adaptive cruise control.

The AEB system kicks in from 5.0km/h while the lane-support systems start at 60km/h.

There are also ISOFIX anchor points in both rear rows.

More info will drop closer to the Tourneo Custom’s local launch.

BYD has yet to release warranty or servicing information specific to the Shark 6.

But using the similarly-powered Sealion 6 SUV, it should offer a six-year/150,000km warranty, while the latter's service intervals are every 20,000km or every 12 months, whichever comes first.

The Sealion 6 also has capped-price servicing available as published on the BYD website, with prices starting from $265. Again, consider this information as a guide only for the Shark 6.

Ford also provides security in the form of a five-year/unlimited kilometre warranty, as well as seven years of conditional roadside assistance. Service intervals are every 12 months or 30,000km – whichever comes first.

Finally, there’s also fixed-price servicing outlined on the company’s website, with the first five workshop visits averaging a not insubstantial $739 each.