2022 Mazda BT-50 SP review

One of the secrets to Mazda’s dual-cab model success in recent years comes down to selecting the right partner – twice.

In the previous generation, the BT-50 shared a majority of its mechanicals with the relentlessly popular and high-achieving Ford Ranger, which lent the strong five-cylinder diesel drivetrain and excellent manners both on and off the road.

Perhaps it was nepotism, but as the fraternal twins aged, the Mazda was not treated to all the evolutionary goodies of the Ford including infotainment, an upgraded fuel system and a more eager turbo. And so the partnership came to a close and Mazda went in search of a new donor.

That partner took the form of fellow Japanese manufacturer Isuzu with the D-Max and third-gen BT-50 sharing almost everything mechanical hidden beneath different skins.

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Prior to the RG01 generation Isuzu, the D-Max had earned a reputation for being rugged and dependable if lacking a little refinement in favour of more agricultural practicality. However, the new relationship with Mazda introduced some of the company’s car DNA, while Isuzu continued to inject the toughness that no one-tonner can afford to be without.

The partnership is working and has spawned a prolific line-up for the BT-50 including a halo Thunder version as well as some interesting entry-level options. But here we’re focusing on one down from the top of the pack and the SP.

JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The BT-50 dual-cab 4x4 range kicks off with a bargain-basement entry version with an enticing price in the region of $50,000, but its stripped-out spec and small 1.9-litre diesel will most likely relegate it to fleet and trade life.

Chuck another 10 grand at the budget however, and the middle of the Mazda range opens up with the $59,990 GT and the region that accounts to a majority of the volume.

Positioned just above that however is the SP and it costs $65,990 when fitted with an automatic transmission.

So what's in the SP?

As it’s the top model, it also gets extra kit over the previous range-topping GT including smoked and darkened exterior trims complementing black 18-inch wheels, higher-grade leather upholstery with suede trim and flared arches in gloss black. There’s also a slightly enhanced practical offering with roof rails, a tub liner and roller cover included as standard.

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The biggest change with all variants compared with the entry XS is the step up to a 3.0-litre four-cylinder diesel engine producing 140kW and 450Nm, which is about smack in the middle of average for the current crop of one-tonne utes.

A manual six-speed gearbox saves $3000 from the bottom line but the pairing of the six-speed auto and stoic turbo-diesel would be hard to pass up as it strikes a good balance of hardworking performance as well as better-than-average fuel consumption. More about that later.

Included in the price is an attractive amount of standard equipment such as Android Auto and Apple CarPlay (although only the latter is available wirelessly), part-leather upholstery, an eight-speaker audio system with 9.0-inch central touchscreen, native navigation, keyless entry and start, front seat heaters and electric seat adjustment for the driver.

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How do rivals compare on value?

If you love the BT-50’s drivetrain but don’t insist on the Mazda DNA, its fraternal twin is on offer from Isuzu at $50,990 before on-road costs – although opting for the entry SX will forfeit much of the luxury kit that allows the BT-50 SP to stand out.

In high-spec Pro-4X trim, the Nissan Navara offers a good-looking ute on the outside with a decent level of equipment as well as price and performance to match the SP.

The resoundingly good Ford Ranger might also be on your radar given its recent arrival and the high acclaim it has been receiving, but with a budget similar to the SP only the entry-point options will fit the bill.

Toyota’s HiLux may also be in the consideration set for obvious reasons and a circa $60,000 budget would allow the most popular SR5 version. This cash cow of the HiLux family brings more power and torque than the BT-50 as well as Toyota’s rock-solid reputation but its standard equipment, interior fit-out and practicality are significantly off-par.

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Comparisons

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Interior comfort, space and storage

Mazda’s BT-50 has easily one of the most car-like cabins among dual-cab utes, with tasteful two-tone upholstery and a logical dashboard layout.

The Mazda shares much of its underpinnings with the Isuzu D-Max but manages to introduce some differentiation including its more luxurious cabin finish, electric driver’s seat adjustment, a classier black roof lining and heated front seats.

Its front seats are as comfortable as they look and offer a generous 90mm of headroom for the driver. The impressive 9.0-inch central touchscreen is one interior item that the BT-50 does have in common with the Isuzu and while it has sharp graphics and decent features, the system takes more than 20 seconds to boot up after the engine is started – the longest of any tested in our recent ute megatest.

Unlike some others, the information and entertainment system does not incorporate the climate control functions, instead relegating them to a specific panel below with a clean digital display and hard switches.

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Also common to both Isuzu and Mazda are a small, sporty and ergonomic steering wheel covered in top-quality leather with two-way adjustment, an upholstered dashboard with real stitching, big phone storage tray and USB-A and 12-volt power for the front row.

There’s also a neat double glove box than boosts interior stowage capacity and options. Second-row passengers are also well looked after with a whopping 100mm of knee room, another USB socket, ample toe room, ceiling-mounted speakers and great visibility even for smaller occupants.

Headroom is limited in the second row with just 40mm of space and the rear doors don’t open as wide as some other utes, which could make loading people and things a little trickier.

With a payload of up to 1065kg, the BT-50 SP is a true one-tonner and has an (almost industry standard) 3500kg braked towing capacity.

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What is it like to drive?

In short, it’s one of the best.

With its D-Max shared underpinnings, the BT-50 offers the same sweet steering that’s direct and mechanical but not rough, as well as handling that makes the Mazda very easy to position on the road.

Driving dynamics are generally similar but the BT-50 chassis tune has been softened off slightly for a more comfortable ride while maintaining enough entertainment and involvement for the driver. The result is a level of dynamics and comfort that manages to keep all occupants happy.

It’s also one of the best to live with in tighter spots thanks to overall proportions that feel smaller (in the right way) and good outward visibility. This nicely pairs with the parking radar and reverse camera.

We’re not recommending that any dual-cab is a good match for mostly suburban driving but the Mazda is one that makes relatively light work of metro duties.

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Power and torque delivery does not stand out from the ute pack with a similar functional nature that’s found in virtually all vehicles of this class. There’s a little more noise and clatter from the 3.0-litre turbocharged diesel four-cylinder but nothing unacceptable, while the automatic transmission is largely benign and smooth.

With only six speeds, the auto is feeling its age, however, among some rivals that are now bragging about seven, eight and even 10-speed offerings.

Along with the GWM Cannon, the BT-50’s interior is easily the plushest of any one-tonne utes on the current market. That is very much relatively speaking, though, and if you were to liken the ambience to an actual Mazda passenger car, it would be a 2014 Mazda 3.

Nonetheless, its focus on more home comforts and less on the agricultural grind makes the SP one of the most luxurious and relaxing ute cabins to spend time in.

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How is it on fuel?

Compared with 10 rivals in our recent ute megatest, the Mazda was the most frugal using just 9.3 litres per 100km, which is not far off Mazda’s claimed 8.0L/100km.

While that efficiency is a big selling point and commendable in the ute world, one downside is that the BT-50’s engine takes a very long time to warm up.

On a typical morning commute, the 3.0-litre donk took a glacial 15 minutes to reach normal operating temperature. Not a massive issue but one you’d notice on cold winter mornings when the heater is lukewarm for a noticeable length of time.

Luckily, the SP has heated seats.

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How safe is it?

The Australasian New Car Assessment Program (ANCAP) awarded the BT-50 with its full five-star rating in 2020.

The model scored well in child occupant protection as well as safety assistance systems thanks in part to the inclusion of standard AEB and lane-keep technology.

It lost marks for the absence of AEB in reverse and, like many high-riding utes, was marked down for vulnerable road user protection including head impact rating.

Other standard safety features include eight airbags, ISOFIX and top tether anchors for two child seats in the second row, blind-spot monitoring, speed sign recognition, driver fatigue monitoring, adaptive cruise control, rear cross-traffic alert and reversing camera.

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Warranty and running costs

Since April 2019, all new Mazdas have been covered by a five-year, unlimited-kilometre warranty along with roadside assistance for the same period.

The BT-50 requires scheduled servicing every 15,000km or 12 months, whichever comes first, and the cost of each service ranges between about $330 to $700 depending on the scheduled requirements.

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VERDICT

In an evolving market where one-tonne utes and dual-cabs are trying to behave more like SUVs than tough trucks, the Mazda is one of the most successful at trying to be something it isn’t.

With the accomplished Isuzu D-Max as its basis, the BT-50 was already off to a good start but the addition of some Mazda passenger car know-how has really lifted the SP into a different class.

Excellent fuel efficiency comes at a cost of engine noise and a lazy heater in the winter months, while a slow-to-start infotainment system is another example of niggles rather than significant deal-breakers.

Overall, a few small foibles cannot detract from an impressive package of refinement and comfort that compromises few of the attributes that increasing numbers of Australians find attractive in utes as the main car of the family.

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2022 Mazda BT-50 SP specifications

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