2022 Isuzu D-Max vs Mazda BT-50

What's the difference?

The Isuzu D-Max X-Terrain is an awesome ute that combines true practicality and versatility for growing families. It still has most creature comforts but the powerful turbo-diesel engine has the grunt to satisfy those still needing a workhorse that also moonlights as the family car. 

I would have liked a more sophisticated multimedia system but I had a lot of fun in this and the simplicity had its merits, too. I understand why this is such a popular ute and I give it a 9.5/10.

My son didn't want to give this one back and loved the big brutish size of it, he gave it an 10/10.

This is effectively a 1.9-litre 4x2 D-Max with a dual cab ute configuration that’s not available in the Isuzu range. It’s a good-looking, comfortable, economical and capable workhorse with a big payload capacity that’s sure to appeal to tradies and fleet buyers alike.

The updated X-Terrain hasn't seen a massive change in design, however, there are little things that make it look more purposeful than previous models.

The detailing on the new black 18-inch alloy wheels is sharper and more defined. The extra black accents and crisp angles in the body panels manage to create some ruggedness, too.

The interior is the major drawcard. The seats are plush with their black leather-accented trim and contrasting red stitching. The stitching is carried across the dashboard and doors, as well, for added oomph.

The black headliner will hide little fingerprints but it also creates a Batcave-like ambience inside the cabin. There are some lovely soft touch points throughout but they are mixed with harder plastics.

Unfortunately, the sun visors are a bit too flimsy/plasticky looking for my liking but it doesn't detract too much.

The dash looks great with the 9.0-inch multimedia touchscreen integrating well with the massive air-vents and sleek controls. The piano-black shiny inserts also elevate the interior.

It looks good but everything is also where you expect it to be.

We reckon this is a good-looking truck, thanks to Mazda creating nicer styling than the previous Ford Ranger-based generation. The latest BT-50 is shorter in wheelbase and length, lower in overall height and lineball on width and turning circle compared to a 4x2 Ranger XL Hi-Rider.

The XS looks a cut above the usual bare-boned base model with its body-coloured front and rear bumpers, door handles, door mirrors and tailgate handle. And it has the same raised ride height and 235mm of ground clearance as the 4x4 version, along with some underbody armour. This not only gives it a more rugged and capable appearance but will be appreciated by tradies and no doubt farmers who often encounter rough terrain.

The DNA shared by the BT-50 and its D-Max donor is most obvious in the cabin, where only a few cosmetic changes define them. Even so, the Mazda’s interior lay-out is spacious and practical, with big passenger-assist handles on the A and B pillars and wipe-clean vinyl flooring.

It also has an upmarket look and feel thanks to contrasting fabric seat trim, exposed stitching along numerous seams, a tasteful blend of piano black and satin chrome highlights on the dashboard and door linings and adjustable a/c vents on the rear of the centre console for back seat travellers.

There’s generous space for driver and front passenger and the rear seating is surprisingly comfortable, given that there’s ample head and kneeroom even for those in the 1.8-metre-tall zone. However, if adults are travelling three-abreast, shoulder room is tight like all dual cabs short of a full-size US pick-up.

The cabin is quite roomy and all passengers enjoy good legroom and headroom but passengers sitting behind a taller driver may not agree.

The storage is great for a ute with multiple cubbies up front, deep drink holders in the middle console and doors, plus retractable cupholders in the dashboard (a personal fav).

The rear seat isn't forgotten, either. With map pockets, drink bottle holders in each door and two cupholders in the arm rest – there are plenty of spots to tuck things away in.

The back seat is a 40/60 split fold, in case you need a larger space for gear (think pot plants, etc), which you don't often see in a ute.

The tray is large and fairly accessible, too.

Our test vehicle’s relatively low 1865kg kerb weight is 70kg lighter than its 4x4 equivalent, which with a 3000kg GVM rating results in a mighty 1135kg payload limit. It can also tow up to 3000kg of braked trailer, but to do that the payload would need to be reduced by 500kg or half a tonne to avoid exceeding the 5500kg GCM rating, or how much it can legally carry and tow at the same time.

Alternatively, you could lower the trailer weight by that same 500kg to 2500kg and keep the maximum payload. Either way, these are practical numbers to suit numerous work applications, whichever way you arrange them.

The load tub, which on our test vehicle was fitted with a non-standard tub-liner, has a 1571mm floor length, 1530mm width (measured at the top), 490mm depth and 1120mm between the wheel housings. There are four load anchorage points and a handy step in the centre of the rear bumper for accessing the tub when the tailgate is closed.

Cabin storage includes a large-bottle holder and bin in the base of each front door and a closable compartment to the right of the driver’s knee for small items. There’s also an overhead glasses holder, upper and lower gloveboxes and a centre console with open tray at the front, twin small-bottle/tall cup-holders in the centre and small box at the rear with a lid contoured to double as a driver’s elbow rest.

Rear passengers get a large-bottle holder and small storage nook in the base of each door plus flexible pouches on the front seat backrests. However, there’s no fold-down centre armrest with cup holders, so no cup storage when travelling with only two in the back.

The rear seat base cushion has a 60/40 split and both sides can swing up through 90 degrees and be stored vertically if more internal load space is needed. Doing this also reveals two large underfloor compartments with lids which could be particularly useful for storing valuables out of sight.

Our test vehicle, with 1.9-litre four-cylinder turbo-diesel and six-speed automatic, has a list price of $42,590 plus ORCs. That’s in the ballpark of 4x2 rivals like Ford’s Ranger XL 2.2-litre Hi-Rider ($40,790) and Toyota’s HiLux Workmate 2.4-litre Hi-Rider ($42,795), but Mazda is offering drive-away pricing of $43,990 for ABN holders.

Although clearly focused on work duties with its 17-inch steel wheels, 255/65 R17 tyres and full-size spare, it’s not starved of desirable features either given that there’s LED headlights with halogen DRLs, adaptive cruise control, reversing camera, USB ports front and rear and benchmark safety.

A four-speaker infotainment system with steering wheel-mounted audio controls includes Android Auto, wireless Apple CarPlay and DAB+ digital radio. Unfortunately, it also shares the same infotainment screen as its D-Max SX equivalent, with the display shrunk to 7.0 inches surrounded by thick black borders. This downgrade serves no useful purpose other than a visual point of difference from higher-grade models that use the full screen.

The X-Terrain has two options available and the model I've been testing has the larger 3.0-litre, four-cylinder, turbo-diesel engine and the grunt is fantastic.

You'll get to where you need to go. It's a real cruiser around town and handles corners well. The steering is direct and the six-speed auto transmission is surprisingly smooth.

The ride comfort is a highlight as the suspension just absorbs the bumps of the road but it can feel floaty in high winds.

It definitely handles like a much smaller car, which is wonderful when you're navigating tighter city streets. The only time you notice how heavy it is, is on hills. I had to put my foot to the floor to keep my speed consistent but I soon got used to it.

The four-wheel drive drivetrain offers further flexibility for families who need it and I love the quick reference guide that's on the sun visor.

It's very easy to figure out the different configurations (especially if it's been a while since you've used it!).

The cabin is super quiet considering the grumbly engine and it makes for a more refined driving experience.

The reversing camera feed fills the screen but the image isn't as clear as I was hoping for. I also prefer dynamic guidelines on a car of this size, but honestly, I had no issue in parking this. I had to get it into a tiny car park this week and there was only one 'will I make it?' moment.

The 1.9-litre engine has 21 per cent less power and 22 per cent less torque than the 3.0-litre and is a full 1.1 litres or 37 per cent smaller in cubic displacement. However, our test vehicle is also 60kg lighter than its 3.0-litre 4x2 dual cab ute equivalent, resulting in power-to-weight ratios that are comparatively close, with the 1.9-litre carrying about 17kg/kW compared to around 14kg/kW for the 3.0-litre.

The 1.9’s slightly shorter diff gearing creates some extra punch when accelerating, particularly from standing starts. It also allows the smaller engine to operate at the slightly higher rpm it needs to showcase its flexibility, with 300Nm or 85 per cent of its maximum torque served across a 2150rpm-wide torque band between 1550rpm and 3700rpm.

The end result is a negligible difference when behind the wheel. In fact, we sometimes forgot we were driving the 1.9, given not only its willing performance but refinement and noise levels which are on par with the 3.0-litre. It also cruises comfortably at highway speeds, requiring only 1600rpm to maintain 100km/h and just under 1800rpm to hold 110km/h, combined with adaptive cruise control that makes longer trips more relaxing.

The driver’s seat offers good support and combined with the height-and-reach adjustable steering wheel and large left footrest, it’s not hard to find a comfortable position. The BT-50 has light but responsive steering feel and good braking response, with a ride quality that’s definitely on the firm side when unladen. As a result, it can get jiggly on bumpy roads without a decent load, but given its big 1135kg payload rating such rear spring stiffness is to be expected.

Shares the same ANCAP five-star rating achieved by the D-Max in 2020. Advanced safety includes eight airbags, AEB and forward collision warning, blind-spot monitoring, rear cross-traffic alert, rear parking sensors, reversing camera, trailer sway control, hill descent control and heaps more. There’s also ISOFIX and top-tether child seat attachments on the two outer rear seating positions.