2022 Mazda BT-50 review: New SP and 1.9 XS models

When Mazda parted ways with Ford to join forces with Isuzu, the result was the all-new BT-50, released in the second half of 2020 – a few months after its D-MAX twin.

Sharing its platform with the D-MAX, the new BT-50 has managed to keep the bean counters happy at Mazda HQ, despite the obvious challenges of COVID. It now has a strong footing in the ute market, with the BT-50 registering a sales record of 1222 in January 2022 – just beating its previous best of 1193 units sold.

Perhaps key to that success is the transplant of Isuzu’s extremely popular 3.0-litre, four-cylinder turbo-diesel engine. Already known for its reliability, that mill's latest iteration is said to be the most refined and fuel-efficient ever, with the implementation of a new cast-iron block, internals and turbocharger.

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And now?

Fast-forward to 2022 and Mazda has started the new year by plugging a few holes in its BT-50 line-up and bookending it with two new variants, SP and XS.

Sitting above the GT but below the Thunder is the all-new SP, a model Mazda Australia expects will rival the likes of Ford’s Ranger Wildtrak.

The 3.0-litre-powered BT-50 SP is listed at $63,090 with the manual transmission and $66,090 with the Aisin six-speed auto, which puts it on par with the Wildtrak.

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As a premium variant in the BT-50 shed, the SP is equipped with an assortment of nice-to-have mod-cons including a leather-wrapped steering wheel, contrasting leather seat trim with synthetic-suede highlights, bum warmers, carpet in lieu of vinyl, and power-adjustable front seats.

It has also been enhanced cosmetically, courtesy of ‘gloss black’ applied to the fender flares, sports bar, exterior mirrors, and all the handles. Dark grey roof rails and side-steps, 18-inch alloys with a black-metallic finish, and a black grille with gun-metal signature wings give the SP a point of stylistic difference.

The SP also gets remote engine start and a manually-operated tonneau cover, which is very simple to operate.

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At the opposite end of the line-up sits a new entry-level variant, with Mazda slotting in a no-frills dual-cab dubbed the XS.

Now the cheapest 4x4 in the BT-50 range, the XS is listed at $51,240 in dual-cab pick-up 4x4 form. Alternatives are available in 4x2 configuration, with the cheapest of the lot – an XS single-cab chassis – starting at $33,650.

What makes the XS interesting is that Mazda has replaced the familiar 140kW-450Nm 3.0-litre turbo-diesel engine with a new 1.9-litre turbo-diesel capable of generating 110kW and 350Nm.

To alleviate some of the stress of fewer kilowatts and Newtons, the XS is considerably lighter than the more premium offerings in the line-up. For example, the XS dual-cab (4x4 variant) has a kerb weight of 1935kg, compared to the 2208kg SP auto equivalent (or 2198kg manual).

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This weight loss not only helps the 1.9-litre mill, but it allows the XS to increase its payload capacity to 1165kg, whereas the SP is limited to 892kg (or 902kg with the manual transmission). However, as expected, towing capacity decreases from 3500kg (SP) to 3000kg for the XS.

Payload capacity spikes to 1380kg in the worksite-ready XS Single Cab Chassis 4x2 model.

That the XS has a business customer focus goes some way to explain the implementation of a smaller capacity engine, which is said to be ‘highly efficient’ – figures suggest a combined fuel consumption of 6.7L/100km.

The 1.9-litre mill is paired solely with the six-speed automatic transmission – so no manuals, unfortunately.

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A few luxury features standard on the more expensive stablemates have also been slashed in XS trim. There are no leather-clad steering wheel or upholstery, dual-zone climate control, or front seat warmers.

Owners will also have to manually adjust the driver’s seating position ... and put a key in the ignition. That being said, the pews in both the SP and XS variants are comfortable and supportive.

The XS has a seven-inch touchscreen with a limited number of apps, but it won’t matter as Apple CarPlay and Android Auto are built into the system.

The SP upgrades to a nine-inch touchscreen installed with Mazda’s standalone sat-nav software, which, from first-hand experience, struggles to accurately measure traffic and bypass congestion – stick to Google Maps or Waze. Eight speakers (instead of two in XS trim) are scattered within the SP’s cabin.

Unfortunately, touchscreen and temperature prompts need to be operated via small buttons instead of dials or knobs. A dial is much easier to operate – especially for volume control.

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1.9 On the road

Out on the open road and the 1.9-litre-powered XS clearly and quite obviously needs to work harder than the SP from a standing start to get up to speed – the diesel engine is at its most unsettled at this point.

On 100km/h highways, though, the XS will comfortably sit at around 1750rpm in top gear, remaining quiet ... not quite whisper-quiet, but enough to become insignificant.

It’s a different story in the SP, as engine NVH isn’t as obtrusive from a standing start or when overtaking slow road trains.

The diesel rattle will occasionally infiltrate the cabin when digging the pedal into the footwell, but most of the time for regular A-to-B driving it remains a pleasant affair.

A bit of weight in the tray would go a long way to improving the ride comfort on undulating back roads, with rock-filled, pot-holed tracks disturbing the unladen rear end and delivering a few jolts up the vertebrae.

Simply strapping down 100kg in the tub would make a world of difference.

SP off-road

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All 4x4 variants in the BT-50 line-up are equipped with a part-time 4WD system with high and low range, which can be easily modulated via a dial on the centre console.

A driver-selectable rear locking differential is also standard – as it is on the new D-MAX – with the switch located next to the handbrake.

Said diff lock was put to good use on an off-road circuit through the Lerderderg State Park, behind the tiller of an SP variant.

On a particularly difficult climb – on-road tyres, mind you – the SP scrambled for traction. Upon activation of the diff lock, the locked rear end, which disengages ETC when activated, easily pushed the vehicle to the pinnacle. On descents, hill-descent control works wonders.

All things considered, the BT-50 SP remained composed off-road, aided enormously by the venerable 3.0-litre powerplant – yes, the side-steps scraped a few times and the leaf-sprung rear-end slapped around a bit on the really rough stuff. However, it came out the other side of the state forest, all while wearing OE road slippers.

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The Aisin six-speed auto also gets the job done off road, holding gears when it needs to, without being intrusive or overbearing.

Unfortunately, we were unable to drive the XS off road, but we plan on getting our hands on one soon – so stay tuned.

Both the SP and XS come with the full suite of advanced safety tech: Anti-lock Braking System (ABS); Autonomous Emergency Braking (AEB); Braking Assist (BA); Electronic Brake-force Distribution (EBD); Electronic Stability Control (ESC); Emergency Stop Signal (ESS); Hill Descent Control (HDC); Hill Launch Assist (HLA); and a Traction Control System (TCS).

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Mazda has added an all-new Lane Support system button to the steering wheel of all variants, allowing users to easily toggle the tech on or off with their right thumb.

In a further addition to the range, an XTR dual cab can now be driven out of a Mazda showroom with a cab-chassis body style.

Mazda Australia says that, on average, it currently expects a three- to four-week delivery time for new products – despite not being immune to the global semiconductor shortage.

Flashback

2022 Mazda BT-50 SP 4x4 auto specs

2022 Mazda BT-50 XS 1.9 4x4 specs