2012 Mazda BT-50 Reviews

These utes were rough as guts a decade ago and few families could put up with them, but they have advanced to the point of being a realistic family car option.With the ability to work hard but also lug boats, caravans and trailers of up to 3500kg as well as cross rivers, conquer mountains and pick up the shopping, it's easy to see the appeal.A wave of new family friendly trucks has arrived in the last two years, lead by the Volkswagen Amarok, Ford Ranger, Mazda BT-50 and now the new Holden Colorado. CarsGuide assembled the challengers and the reigning sales champion, the Toyota Hilux, at the Melbourne 4x4 Training and Proving Ground in order to pick one winner.A recent facelift upped content and lowered prices Customers can choose from a thirsty 4.0-litre petrol V6 (175kW/376Nm) or a 3.0-litre four-cylinder diesel (126kW/343Nm), which lags behind its rivals when it comes to low down lugging (torque).While six gears are common these days, the Hilux makes do with a five-speed manual or optional four-speed automatic. Low range is selected with a lever, unlike the other models fitted with a simple dial.The tow rating is the lowest in the class, 1000kg below the maximum tow rating of the Colorado, which could be an issue for some.VERDICTThe interior is spacious and there are some smart storage areas, but the dashboard is old and plain despite a new colour centre screen.It managed the tough terrain with ease, but the Hilux goes to the back of the class due to its ordinary on-road dynamics and jumbled ride, which all points to an old body and chassis. Its engines and transmissions are also getting on.This might have been the benchmark seven years ago, but times have changed and the Hilux drives like an old-school ute.Toyota Hilux SR5Type: 4x4 crew cabPrice: $50,990Engine: 3.0-litre four-cylinder turbodieselPower: 126kW at 3600rpmTorque: 343Nm at 1400rpmTransmission: Five-speed manual, optional four-speed automatic ($2500)Towing: 2500kgPayload: 835kgFuel Economy: 13L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe Amarok was new last year and bucked the trend with a small 2.0-litre diesel which it fits with one or two turbos depending on the model.Our test ute has the 120kW and 400Nm version which is especially economical (7.9L/100km). Right now a six-speed manual is the only option, but an automatic is coming this month along with more power and torque. The tow rating is a little low at 2800kg, but should increase too.It has all the safety gear but there is no airbag coverage for the rear seats.VERDICTThe Amarok is one of the best in class, with a spacious interior, good cargo area and relatively good handling. The engine is underwhelming in this category. It needs to be pressed hard and, as a result, can get intrusively loud.The Amarok is also too easy to stall at low speed. Its manual gearbox is crisp and shifts easily. An auto version of this should be good, but we'll have to wait and see.The interior is quite plain and drab compared to the Ranger, but it is all very practical. There is no Bluetooth, which is a glaring omission (we're told it is coming soon).Volkswagen Amarok Highline TDI 400Type: 4x4 crew cabPrice: $52,990Engine: 2.0-litre four-cylinder twin turbodieselPower: 120kW at 4000rpmTorque: 400Nm at 1500-2500rpmTransmission: Six-speed manual, no automatic optionTowing: 2800kg (braked trailer)Payload: 992kgFuel Economy: 7.9L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags (not curtain airbags).This is the newest truck on the block and has the highest towing rating of 3500kg. It's built off the same base as the Isuzu D-Max but is significantly different. The base Colorado gets a 2.5-litre four-cylinder diesel with 110kW and 350Nm.A strong 2.8-litre four-cylinder turbodiesel is standard on the higher spec models and provides 132kW and 440Nm. This jumps to 470Nm when customers order the optional six-speed automatic, though power remains the same.VERDICTIt isn't the sharpest tool in this shed, but the Colorado still has a lot going for it. The big Holden is comfortable around town, but its soft suspension means it moves around at higher speeds on bumpy roads. It doesn't like corners you need to turn the wheel a lot to get around tight ones.The 2.8-litre engine is the loudest, but the pitch is not irritating. It pulls as hard as the BT-50 and Ranger five-cylinder. We like the very roomy interior, but the dashboard of the high-end LT-Z looks cheap with ordinary plastics and a retro digital display.Holden Colorado LT-ZType: 4x4 crew cabPrice: $49,990 (plus $3230 hard tonneau and snorkel)Engine: 2.8-litre four-cylinder turbodieselPower: 132kW at 3800rpmTorque: 440Nm at 2000rpm (auto 470Nm)Transmission: Five-speed manual, six-speed automaticTowing: 3500kgPayload: 1000kgFuel Economy: 9.1L/100kmSafety Gear: Electronic stability control, front driver and passenger airbags, side curtain airbagsLike its Mazda twin, the Ranger is new except for its revised engines. Entry level Rangers are sold with a four-cylinder petrol engine. Then is a choice of a 2.2-litre four-cylinder turbo diesel (110kW and 375Nm) and a 3.2-litre five-cylinder (147kW and 470Nm).Shared with Mazda, these are the strongest in the class. Transmission choices are a six-speed manual or six-speed automatic. The maximum towing capacity is a considerable 3350kg.VERDICTThe Ranger XLT comes with the most gear, but is also the most expensive. Its interior is spacious and practical and the dashboard and instrument cluster is stylish (in a masculine way) with a high quality colour information display and quality surfaces.The 3.2-litre engine sits at the top of the class in terms of performance, but (as is the case with the BT-50) makes a slightly annoying and inconsistent rattle (injectors apparently).The ride is better than the Mazda's but firmer than the others. The upside is brilliant handling and excellent suppression of big bumps, especially on country roads. We also like the sharp and direct steering and quiet cabin.Ford Ranger XLTType: 4x4 crew cabPrice: $53,390Engine: 3.2-litre five-cylinder turbodieselPower: 147kW at 3000rpmTorque: 470Nm at 1500-2750rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1041kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe BT-50 is the same as the Ranger under the skin, but Mazda and Ford came up with their own interior and exterior designs. It is available with a 2.2-litre four-cylinder turbo diesel (110kw and 375Nm) or a 3.2-litre five-cylinder turbo diesel which pumps out a handy 147kW and 470Nm.You can have a six-speed manual or six-speed automatic. The maximum tow rating for the big Mazda is a respectable 3350kg. Mazda fitted the test BT with a bull bar and alloy wheels which cost $6540.VERDICTThe BT-50 has much the same strengths as its Ranger twin, including strong engines, but there are some differences. Firmer suspension tuned for sportiness, means a fidgety ride on imperfect roads. The interior is plain, but the quality is excellent.BT-50s are cheaper than rival Rangers (about $4000 in some cases) but usually have a little less gear. Then there is the appearance. It is ugly and looks like a Ssangyong. The bull bar covers up the worst elements, but costs more.Our BT-50 suffered a mechanical problem in the middle of a water crossing, which the other vehicles managed repeatedly without incident. It has been trucked back to Mazda for a diagnosis.Mazda BT-50 XT-RType: 4x4 crew cabPrice: $48,810 (plus $6540 bull-bar and wheels)Engine: 3.2-litre five-cylinder turbo dieselPower: 147kW at 3000rpmTorque: 470Nm at 1750-2500rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1097kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsCONCLUSIONThe Hilux might top the sales charts, but the ageing warrior finishes a clear last in this company. We'd be happy to recommend the Volkswagen, Ford, Holden and Mazda, which all demonstrate how far crew cab utes have come.An underdone engine and lack of automatic transmission knocks the Amarok out of contention in this test, along with a plain interior and some missing gear, but upcoming changes could put it back in the hunt.The buff Colorado is a comfortable cruiser and its engine is a bit rough but it lugs along without fuss. Ordinary handling and a cheap interior prove the difference here but it is surprisingly easy to live with.That leaves the twins. The engines can be intrusive and automatic transmissions can hunt but they are clearly the best trucks here. The BT-50 is the best value for money, but has an uncompromising ride and plain cabin. Sadly, the awful styling will put off many buyers.The pricier Ranger does everything the Mazda does, but rides better, has a bit more equipment and looks great. Its superior interior seals the deal.Others:Nissan's Navara is old, but good. New pricing makes it worth looking at. The new D-Max is Isuzu's take on the Colorado and is a contender. Mitsubishi's Triton is in the same class as Hilux: its best days are behind it.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering  would you buy one?Mazda's goofy looking, all new singing and dancing ute. The XTR sits between the XT and GT models and this one has the six-speed manual. It and the Ford Ranger are twins under the skin.Prices start at $32,590 plus on-roads. This one is $48,810. The optional six-speed auto adds $2000 to the price.The Ford Ranger springs to mind. Same mechanicals but better looking. Then there's the Toyota Hilux, Nissan Navara and Mitsubishi Triton not to mention VW's more expensive Amarok.The range kicks off with a 2.2-litre diesel, but this one gets a big 3.2-litre five cylinder diesel that kicks out 147kW of power and 470Nm of torque from a low 1750 revs. No mention of a petrol model.Rated at 8.9 litres/100km (auto gets 9.2) We clocked up 500km at a rate of 8.8 litres/100km just taking it easy.Pretty zippy for such a big bus. The short shifting manual is ideal for getting through the gears in a hurry but, with narrow gates, it's easy to muff the change if you're not paying attention. Hills require little effort, even in top gear.Gets 2.5 out of five stars from the Govt's Green Vehicle Guide (Prius sets the benchmark with 5). Produces 235g/km of C02. All variants with side airbags (which includes this one) score a maximum five stars for safety which means it could double as a means of family transport.Relatively. The suspension is truck hard and jiggly on all but the smoothest roads, but you have to expect this from a ute (especially an off road one).Fun. That's the important thing. At close to 2.1 tonnes, almost 5.4 metres in length and more than 1.8 metres wide, it's a big truck and takes up a lot of driveway. All grades come with cruise control, Bluetooth, power windows and mirrors, airconditioning, and a whole suite of safety technologies. XTR models add 17-inch alloys, front fog lamps, dual-zone climate control, leather gear shift knob and steering wheel, satellite navigation and chrome trim.Apart from the goofy styling there's not much to complain about. With an 80-litre tank it has a range approaching 900km, has a 1.1 tonne payload capacity and can tow 3.3 tonnes. Ground clearance is 237mm but is compromised by the side steps.

Mazda is still playing cover-up on its BT50 ute. The softer styling of the new model, most notably the smiling car-like front, has been masked to give it a harder edge and more of a tough-truck look.Almost every promotional shot of the BT50 shows it with a confronting bull bar and bulging spotlights.The face mask on the test car looked bizarre with its winged Edna Everage style cat's eye glasses and night piercing eyes. Without the facial surgery, styling marries a passenger vehicle front with the tub of a ute. Clearly some like it, some don't.The pointed nose, bulging wheel arches and wrap-around tail lights are overtly sporty and bear a striking resemblance to other Mazda models. Add the "zoom-zoom'' catch-cry and it's clear Mazda is gunning for what it calls the "active lifestyle'' market as well as the workhorse business.The new BT50 is a quantum leap over its predecessor. It is more powerful, more refined, safer, more capable, better equipped, nicer to drive and is longer, wider and taller with a larger interior and a higher payload.Under the skin it is the same as its non-identical twin the Ford Ranger. If you could drive blindfolded you would not pick one from the other. Mechanically they are identical right down to the gear ratios.Unlike Ford, which offers an entry-level petrol model, Mazda's engines are diesel only - a 2.2-litre four cylinder and 3.2-litre five cylinder. The 3.2-litre diesel in the XTR on test produced a class-leading 147kW and 470Nm, or 37kW and 95Nm more than the 2.2 and 42kW and 140Nm more than the previous 2.5-litre diesel.Combined fuel use is 8.4 litres/100km, the same as that averaged by the test ute in outer urban and country running, including an off-road loop. The dual cabs and freestyle cabs are on sale now but, like Ford, the single cabs have been delayed yet again due to the floods in Thailand. Pricing is similar to the Ranger, although there are few direct comparisons because models and equipment vary.There are three trim levels - XT, XTR and GT. All models come with front and curtain airbags and all but the single cab get side airbags. Other standard features include stability and cruise control, traction and trailer sway control, Bluetooth, airconditioning and anti-skid brakes with electronic brake force distribution.The XTR adds 17-inch alloy wheels, dual-zone climate control, satellite navigation, and a leather gear shift knob and steering wheel, while the GT adds leather seats, auto lights and wipers, and an auto dimming mirror. Pricing is similar to the Ranger, although there are few direct comparisons as models and equipment vary.Off road, the BT50 has the grunt, traction, clearance and wheel travel to cope with anything a driver might do. And hill-descent control works in neutral albeit at the expense of extra brake wear. The suspension compromise between a decent ride and disciplined handling is impressive.Mazda says it has gone for a firmer, sportier suspension than the Ranger, but it is hard to pick. Inside, the cabin is long and wide with generous head, leg and hip room, quality trim and a host of storage bins. The dash is clear, logical and intuitive and the main dials are easy to read.Large rear doors on the crew cab open wide and give easy access to the well-padded seats, which have a decent rake on the backrest.

The dual-cab light-commercial ute is fast-becoming the 21st century's family wagon and just because it's got a tray, doesn't mean it's a hose-out workhorse.Although capable of plenty of hard yakka, the new Mazda BT-50. Mazda's BT-50 has often played the poor second cousin to its Ford Ranger twin and the segment's reigning monarch, Toyota's HiLux, but there's less reason for an inferiority complex now.We had all three recently back to back and it was a close run thing, with the BT-50 ending up in third but in a photo-finish.This is where the Mazda scores well - priced from $48,810 for the six-speed manual, the price rises to $50,810 for the same number of ratios without a clutch pedal - several thousand below the equivalent Ranger.The XTR model is not even the flagship (that's the GT, which is more likely to stand for Grunty Truck than Grand Touring or Gran Turismo) but it gets cruise control, Bluetooth phone link, dual-zone climate control, power windows and mirrors, side-steps, 17in alloys, front fog lights, three 12-volt outlets, a leather-wrapped gearshifter and steering wheel and satnav.There's a good-quality sound system with single-CD for the six-speakers to utilise, as well as USB and Bluetooth connections, with steering-wheel-mounted controls and a 5in LCD colour screen that also displays the satnav.The 3.2-litre in-line five-cylinder engine is chief among the technological highlights, packing 20 valves and an intercooled turbocharger - peak power is 147kW at 3000rpm and torque of 470Nm is on offer from 1750 and 2500rpm. The engine is fed by common-rail direct-injection system with a high-pressure fuel pump delivering fuel at 1800 bar (200 bar up on the outgoing engine) and piezo injectors.The five-cylinder engine - a first for something with a Mazda badge - claims a thirst of 9.2l/100km, which gives it an easy range in the realm of  850km from the 80-litre tank.  Running the six-speed auto is probably the better option, with the massive torque making it unlikely you'll missing swapping cogs yourself, such is the ability of the auto.If you want a traditional look to your LCV then Mazda is not the place to look - Mazda has gone where Mitsubishi did with the Triton. While it's kissing cousin the Ranger has adopted a squared-off traditional aesthetic, Mazda's load-lugger has taken the family look from the passenger car brigade and stretched it across the front of a big ute.Few seem to like it, but plenty don't - given the ads for the BT-50s hardly feature a vehicle without a bullbar and other accessories, I figure I'm not the only one who's not a fan. The cabin is less confronting, with more space than the outgoing car, particularly in the rear, which has been endowed with a more comfortable backrest angle.A five-star NCAP rating has been awarded to this workhorse - aside from the engineering work on crumple zones and crash performance, the BT-50 has six airbags dual front, front-side and full-length curtains), stability and traction control (with anti roll-over function) and trailer sway control.The trailer control system uses the same tricks as stability control (braking individual wheels and adjusting engine torque) to counteract any fish-tailing by a towed vehicle. The front seatbelts have pre-tensioners and load-limiters and all five seatbelts are lap-sash jobs. There's also a rear diff lock on offer for the 4WD models.These machines are wasted on tradies - anyone who stepped out of a 20-year-old work ute would be double-checking these things had a rear tray. The interior is comfortable and refined for the most part - the children did get a little grumpy at the ride in the back, as the tray wasn't weighed down with a lot, but at least there are proper side-steps for clambering in.Seat comfort is reasonably good, as is the cabin space - the driver has good fields of vision and is only let down by the absence of reach adjustment on the steering and rear drum brakes, which work fine but might be a little old-tech for some younger new car buyers. The pay off for the firmer ride than its Ford twin is crisper steering and better body control - where much of the segment resorts to leaning heavily and torturing front rubber, the Mazda feels more capable.It also shrinks around the driver to some extent, feeling smaller than the 5.3m length and 1.8m width listed in the specs sheet. Four-wheel drive can be engaged at speeds up to the state limit, with the back-up of a locking rear diff - although that's only going to be required when the going gets seriously rough, as there's no shortage of off-road ability with 237mm of ground clearance and an 800mm wading depth.The workhorse side of this vehicle offers decent capacity - the payload is over 1100kg and the maximum braked towing capacity is 3350kg, with old-school leaf springs under the rear.