Mazda BT-50 2022 Review

The third-generation Mazda BT-50 ute range arrived in Australia in September 2020, and what you are looking at here is the guts of the 2022 update.

The dressy SP is an allegedly ‘sporty’ black-pack version of the already-familiar 3.0-litre turbo-diesel 4x4 dual-cab.

Priced at $63,090 for the manual and $66,090 for the auto (both plus on-road costs, or add $900 for drive-away pricing), it slots in between the GT and flagship Thunder at the top of the range targeted straight at dress-up utes like the Ford Ranger Wildtrak.  

Powered by a 1.9-litre four-cylinder turbo-diesel, the XS is actually a new badge designating a family of BT-50s aimed at tradie sales, where the Toyota HiLux dominates. Pricing dips as low as $33,650 plus ORCs for the 4x2 single-cab chassis, but for this first taste Mazda’s giving us a crack at the most expensive XS model, the dual-cab pick-up that starts at $51,210 plus ORCs.

Perhaps surprisingly, the XS only comes as an auto. Mazda says the low level of manual transmission demand doesn’t justify its inclusion. It’s an interesting omission when you look at other entry-level utes including the 1.9-lutre Isuzu D-MAX.

When we say the XS drive was a taste it was actually the merest lick. While the SP drive included hours of enjoyable and challenging off-road action, there was only time for a quick blat in the XS on bitumen roads without any real inclines.

We are already looking forward to jumping back into the XS for a full week of road testing.

So what do you get in your SP? Essentially, it’s a GT with cosmetic surgery.

The sail plane sports bar, fender flares, mirror caps, door and tailgate handles are all gloss black. Just for something different, the 18-inch wheels are black metallic and the roof rails are dark grey.

Key equipment upgrades compared to the GT are a manually-operated roller tonneau cover, a drop-in tub liner and two-tone leather seat trim.

Key equipment SP shares with other models includes side steps, dual-zone climate control, a 9.0-inch infotainment screen with embedded satellite navigation, wireless Apple CarPlay and wired Android Auto connection, a digital speedo in the instrument panel (as well as the analogue dials), a powered driver’s seat, heated front seats, keyless entry and remote engine start.

Of that lot, the XS gets the Apple and Android. It has a smaller 7.0-inch infotainment screen without sat-nav, 17-inch alloys (only the XS 4x4, the rest get steelies) and cloth seat trim. It is missing push-button start, rear air-con vents and the fold-down centre arm rest in the rear seat.

There is no sense of occasion in the cab. It’s all dark and pretty basic. The exterior’s also stripped of all the SP’s dress-ups and doesn’t suffer for it.

Like all BT-50s, the SP and XS are covered by a five-year/unlimited-kilometre warranty.

Service intervals are a commendable 12 months/15,000km and a capped-price service plan comes out slightly cheaper for the XS over five years at $2088. The SP auto is $2308 and the manual $2357.

The 2022 Mazda BT-50 range continues with a comprehensive safety equipment package. Commendably, that includes the new entry-level XS.

So what’s on the list? Autonomous emergency braking (AEB) that operates from 5km/h to 160km/h and includes pedestrian and cyclist detection, adaptive cruise control with stop-and-go (auto only), blind spot monitoring, various forms of lane departure warning, prevention and keeping (the latter also auto only), rear cross traffic alert, rollover protection and a secondary collision function that slams on the brakes when the airbag sensors detect a collision.

A reversing camera is also standard along with parking sensors, but front sensors aren’t fitted until you get up to the GT.

LED headlights are standard across the range, along with front, curtain, centre and driver’s knee airbags.

An initiative for 2022 is a button on the steering wheel that makes it easier to switch off lane support systems.

Previously, if you found the lane keeping functions intrusive (yep!), you had to drill into a menu to switch them off. Frustratingly, they would automatically re-engage every time the vehicle was turned on. No more.

It is well known the current 2022 Mazda BT-50 is an Isuzu D-MAX in drag. Previously, it was based on the Ford Ranger. 

The exterior is obviously differentiated by that Mazda grille. Inside, there’s very little apart from badges and some trim that is different.

Technically, the BT-50 and D-MAX are identical. They are even built in the same Isuzu assembly plant in Thailand. Even the detail tuning of the BT and D-MAX is fundamentally the same.

The core building block is a seven cross-member ladder frame, which has double wishbone suspension up front and leaf springs at the rear.

The familiar 3.0-litre engine makes 140kW of power at 3600rpm and 450Nm of torque at 1600-2600rpm. The official fuel consumption average is 8.0L/100km for the SP as a six-speed manual or auto.

The 1.9 makes 110kW at 3600rpm and 350Nm at 1800-2600rpm. The claimed fuel consumption rate is 6.9L/100km for the 4x4 we’re assessing. It drops as low as 6.7L/100km as a 4x2.

Both engines have chain-driven double overhead camshafts, four valves per cylinder, common rail fuel injection, a dingle variable geometry turbocharger, a cast-iron block and aluminium-alloy cylinder head.

The gearing of the 1.9’s auto includes a shorter final drive to give it a bit more acceleration pep. Autos can be manually changed via the lever, but not even the allegedly sporty SP gets flappy paddles on the steering wheel.

The part-time 4x4 system common to both includes low-range and a rear differential lock, which disengages traction control. Hill descent control provides further assistance. There are no sand, mud or rock modes that some rivals like the Ford Ranger offer.

Completing the tech specs are electric-assist power steering that gets heavier as road speeds rise. The turning circle is rated at 12.5m.

The brakes are disc up front and drums at the rear. Many rivals are shifting to discs all-round and hopefully Isuzu and Mazda will soon do the same.

So the numbers. There are no changes to tub size, which means an Aussie pallet still won’t fit between the wheel-arches. The payload of the SP is rated at 902kg (manual) and 892kg (auto); the XS, which is about 190kg lighter, can carry up to 1165kg.

The XS has a 5500kg gross combined mass compared to the 6000kg for big bro. GCM is identical at 3100kg. The SP and XS 4x4 are both rated to tow 3500kg.

Off-road the XS has a better approach angle (30 versus 27 degrees), but the SP does slightly better for departure (24.3 v 23.3), breakover (24.2 v 23.9) and ground clearance (240mm v 235mm). Wading depth is an excellent 800mm for both utes.

Like we said at the start, the vast bulk of the driving during this exercise was in the 2022 Mazda BT-50 SP and most of that was on gravel roads, plenty of them pretty rough. That was capped off by some gnarly sections in a 4x4 park.

It’s worth noting at this point that all driving was conducted without a load in the back.

Mazda pitches the SP as a sporty new version of the BT-50 range. That’s underlined by the use of the ‘SP’ badge, which traces its lineage back to locally-developed race-winning Mazda RX-7 and turbocharged MX-5 models.

More recently, it’s been applied to lesser models without any performance modifications. There’s even a Mazda2 SP.

So considering the SP has no changes compared to other BT models like the GT, it’s no surprise it drives like them too. Which means it’s amongst the best-behaved dual-cab 4x4 on and off the road.

The engine is gutsy if a little raucous, and the six-speed Aisin auto is well-tuned to work with it. A bit quicker response low down would occasionally be appreciated, but it’s no deal-breaker.

The on-road ride on crap Aussie bitumen is decent. Without a load there’s some springiness out of the rear, but it’s only annoying when the road is really bad.

The BT-50 points and handles neatly. The steering isn’t sloppy and nor is the body control.

The BT was happy enough to roll along in 4x2 most of the time, quickly swapping into 4x4 via a dial on the dashboard when required.

The most challenging obstacles required low-range and then the diff lock and then they were overcome. Dry conditions ensured no challenges for the standard Bridgestone Duelers. But if you want to off-road in all conditions then a change might be needed.

Side steps were graunched occasionally, but that is hardly an issue exclusive to the BT.

And what of the XS? Well, the smaller 1.9-litre engine definitely needs to be worked harder to provide similar acceleration to the SP.

On a level road with two solid bodies onboard the throttle pedal went to the floor more than once. The upside was it felt smoother accelerating than the 3.0-litre, which is a big engine for a four-cylinder.

Being nearly 200kg lighter, the XS also felt that little more nimble on the road and maybe not quite as settled, tending to pop off the bumps that bit more.

Inside the cabin the SP and the XS offer the same dimensions and fundamental design. We’ve already noted some differences, like the smaller infotainment screen, which does look pretty cheap.

But you can make yourself comfortable in either. The driver’s seat has plenty of adjustment, the steering wheel adjusts for reach and rake.

There are also plenty of storage cubbyholes to shove your stuff into, although it’s noticeable the Isuzu’s lidded bin atop the dashboard hasn’t made the transition to the Mazda.  

The back seat is not the most generous when it comes to leg space among dual-cab utes. The Ford Ranger does it better. It’s also pretty knees-up, but that’s a typical signature of ladder-frame utes.

Mazda has just enjoyed a year of record sales for the new Mazda BT-50 and it is planning to build on that in 2022. These two new models should help it achieve its goal.

The 2022 Mazda BT-50 SP is all about cosmetics, so if you like the look and want to spend that sort of money then it has done its job.

It would be nice if the SP badge actually meant something more, but it doesn’t so that’s that.

The XS is the more interesting vehicle. It’s short on cosmetic appeal but is in a more affordable price bracket without being gutted of safety gear.

At first lick it still seems to offer acceptable performance. We’re already looking to a longer drive with some off-road sections and a load onboard to get a better feel for it.

How much does the 2022 Mazda BT-50 SP cost?
Price: $63,090 manual/$66,090 auto (plus on-road costs)
Available: Now
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 140kW/450Nm
Transmission: Six-speed manual/six-speed automatic
Fuel: 8.0L/100km (ADR combined)
CO2: 206g/100km (ADR combined)
Safety rating: Five-star (ANCAP 2020)

How much does the Mazda BT-50 XS Dual Cab 4x4 cost?
Price: $51,210 (plus on-road costs)
Available: Now
Engine: 1.9-litre four-cylinder turbo-diesel
Output: 110kW/350Nm
Transmission: Six-speed automatic
Fuel: 6.9L/100km (ADR combined)
CO2: 185g/100km (ADR combined)
Safety rating: Five-star (ANCAP 2020)

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