Mazda BT-50 SP 2026 Review

There are two answers to this question. When launched, the 2025 Mazda BT-50 SP asked for $71,500 plus on-road costs (ORCs), but at the time of writing, MY25 models are being offered for $67,990 drive-away, matching the price of the Isuzu D-MAX X-Terrain.

What’s more, whereas the SP usually carries a $5330 premium over the GT, the current deals narrow this gap to just $2000, making the range-topper a much more attractive proposition.

Solid white is the only standard colour, the six metallics (white, silver, grey, black, orange and blue) cost an extra $695. As well as the hero Red Earth paint job, our test car also wore different 18-inch alloys (one of three optional designs) which added $2724.

The big-ticket item, though, is the BP-51 suspension upgrade, which is available in medium load (0-300kg payload) for $6857 or heavy duty (300-600kg) for $6928, though there’s also a Nitrocharger suspension upgrade available for $4114.

In fact, Mazda offers an enormous array of factory-backed accessories, everything from floor mats to light bars to bull bars to awnings and much more. These are all available to view in Mazda’s online configurator if you’re curious as to the scope.

As-tested, our BT-50 SP test car cost $77,827 drive-away, though this doesn’t include the more aggressive tyres, which are a dealer-fit option, so let’s call it $80K between friends.

This puts it head-to-head with other high-spec utes like the Ford Ranger Wildtrak V6, Kia Tasman X-Pro, Toyota Hilux GR Sport and Volkswagen Amarok PanAmericana. Tough competition.

Over and above a GT, the 2025 Mazda BT-50 SP scores a different design for the 18-inch alloy wheels, black and terracotta suede and Maztex seat trim, a manual roller tonneau cover and gloss black treatment for the roof rails, side steps, door and tailgate handles sports bar, grille and guard flares. Questionable value for $5330, pretty reasonable for $2000.

This is in addition to all the gear found in lesser BT-50s, such as heated front seats, an eight-way power-adjustable driver’s seat, heated exterior mirrors, front and rear parking sensors, keyless entry, leather steering wheel and gear shifter, LED head and tail-lights and dual-zone climate control.

It’s worth briefly mentioning the facelifted BT-50’s cosmetic updates, though you can judge their success for yourself. There are new headlights, a redesigned front bumper with ‘air curtains’ to improve aerodynamics and a revised grille, while at the rear the tailgate has a sculpted ridge down the bottom and a larger Mazda badge.

For what it’s worth, donned in the new BT-50’s hero colour with the more aggressive rolling stock and new suspension, everyone who saw our test car commented it was the best-looking BT-50 they’d seen.

The warranty is for five years/unlimited kilometres with roadside assistance covered for the same period, while servicing costs $2547 over the first five visits, required every 12 months or 15,000km.

When the latest generation Isuzu D-MAX came out it set new standards in dual-cab safety, a plaudit that the Mazda BT-50 also thus enjoyed. In addition to eight airbags, there’s all the active safety gear that’s since become commonplace.

This includes active cruise control with stop/go functionality, autonomous emergency braking (AEB), blind-spot monitoring, lane keep assist and departure warning, rear cross traffic alert with braking, rollover protection and more.

The pre-facelift Mazda BT-50 gained a five-star ANCAP rating in 2022 with scores of 86 per cent for adult occupant protection, 89 per cent for child occupants, 67 per cent for vulnerable road users and 84 per cent for safety assist.

One of the biggest upgrades for the facelifted BT-50 is a new front stereo camera that doubles the field of view, allowing for expanded functionality for the AEB, blind spot support, cruise control, traffic jam assist, traffic sign recognition, turn assist and lane support.

What’s even better is that all this technology primarily lies dormant in day-to-day driving, trusting that you can drive the vehicle and only stepping in when actually required, just as it should be.

The other major upgrade for the 2025 Mazda BT-50 SP concerns its technology. A new 9.0-inch touch-screen highlights – with physical rotary dials for volume and tuning – and features wireless Apple CarPlay and Android Auto along with USB-C ports front and rear and a USB-A near the rear-vision mirror.

AM/FM and DAB+ radio are standard, playing through an eight-speaker stereo, as is the native satnav, while the infotainment now has a number of options for displaying ADAS, electrical functions, vehicle and steering angle or tyre pressure monitoring.

The driver’s instrument display has also been upgraded with a 7.0-inch customisable digital screen and the rear-view camera is now digital for greater clarity.

Under the bonnet of the 2025 Mazda BT-50 SP is Isuzu’s 3.0-litre four-cylinder turbo-diesel producing 140kW at 3600rpm and 450Nm from 1600-2600rpm, figures that are a little down on the class norms.

Of course, the theory is that a large engine with lower outputs means it’ll be unstressed, even under heavy duty use. It sends power through a six-speed automatic gearbox, the manual no longer being offered.

Drive is sent to the rear wheels only in normal driving conditions, the BT-50 lacking the all-wheel drive capability of the Mitsubishi Triton, Kia Tasman and Ford Ranger V6 to name a few, with 4-high and 4-low available for off-road.

The official combined fuel consumption claim of the 2025 Mazda BT-50 SP is 8.0L/100km, though in a week of very varied use (urban, highway and off-road) our test car continually hovered around the 10L/100km mark, very similar to the 9.8L/100km urban claim.

This is about typical for most utes in this segment, while unladen at least, but be aware for some reason the Mazda displays fuel consumption in km/L not L/100km, so smaller numbers are actually bad.

As the heaviest variant, the 2025 Mazda BT-50 SP has the lowest maximum payload at a still-decent 924kg thanks to the Gross Vehicle Mass (GVM) being 3100kg across the range.

Maximum braked towing capacity is 3500kg but the 5850kg Gross Combined Mass (GCM) means you’re limited to just 174kg in payload if you’re pulling that much – best stick to 3000kg or less.

The tray dimensions 1571mm x 1530mm x 490mm (length x width x height) with 1120mm between the wheel arches, which while not segment-leading is competitive. Note that the SP’s roller tonneau cover does eat into the total volume, however.

A tub liner is included but for some reason the SP is limited to two tie-down points rather than the four of lower models.

Acceptable sounds like damning with faint praise, but it’s the most accurate adjective for how the 2025 Mazda BT-50 SP drives. There are no serious demerits, but nor is there anything that marks it out as class leading.

The steering is light enough to make urban work undemanding, and the engine is vocal but up to the task, though a Sport or Towing mode would help in making the transmission keener to kick down.

One noteworthy feature is the performance of the uprated BP-51 suspension, which does an admirable job of improving the BT-50’s ride. Whether it’s as good as a Ranger or Tasman would take a back-to-back drive to determine, but it’s in the same ballpark. Of course, whether that improvement is worth almost $7000 is another question you’ll have to ask yourself.

Giving the 2025 Mazda BT-50 SP some extra ground clearance and better tyres solves two of the main sticking points of any production dual-cab off-road. Further improving matters is the new ‘Rough Terrain’ mode, which reactivates the traction control in low-range to stop the car flailing around ineffectually when a wheel lifts as it did previously.

Along with the standard locking rear diff, it should be capable enough to cover most people’s bush-bashing requirements, and those who really want to sink themselves up to the axles will always modify their vehicle regardless.

Effort has been made to differentiate the 2025 Mazda BT-50 SP inside from its Isuzu D-MAX twin with some extra leather surfaces, but the majority is identical.

The driving position should accommodate most shapes and sizes, there’s cup and bottle holders and space to stash your phone, as well as a secondary glovebox, but still plenty of hard, scratchy plastic and the D-MAX’s dash top storage is MIA.

There’s sufficient room in the back for adults or kids in seats, though the single top tether with fabric loops is barely sufficient in securing a child’s seat. Separate top tethers, like in the Ranger, should really be a minimum requirement.

In terms of amenities there’s a USB-C outlet, handy hook on the back of the passenger seat for takeaway and the like and extra storage underneath the rear bench.

There’s every chance you could buy the 2025 Mazda BT-50 SP and be perfectly satisfied.

As mentioned in the driving section, it doesn’t do anything particularly wrong, and that is applicable to the entire vehicle, though it must be said it makes a much stronger case for itself at the current drive-away price.

The trouble is, Australia’s dual-cab market is exceptionally competitive and will only become more so, the BT-50 not only having to battle the usual heavyweights but newcomers with better tech, more features and lower price tags.

Perhaps the BT50’s strength is to choose an XTR, which misses out on some gear but nothing life-changing, and use the near-$10,000 saving to dip into Mazda’s extensive accessories catalogue, scoring yourself an adventure-ready ute with full factory backing?

2025 Mazda BT-50 SP at a glance:
Price: $71,500 plus on-road costs (currently $67,990 drive-away)
Available: Now
Powertrain: 3.0-litre four-cylinder turbo-diesel
Output: 140kW/450Nm
Transmission: Six-speed automatic
Fuel: 8.0L/100km (ADR combined)
CO2: 207g/km (ADR combined)
Safety rating: Five-star (ANCAP 2022)

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