Mazda BT-50 vs LDV Deliver 9

What's the difference?

The MY25 Mazda BT-50 benefits from its robust Isuzu underpinnings to excel in this dual cab-chassis configuration, particularly with Mazda’s premium heavy-duty aluminium tray as fitted to our test vehicle. Fact is, apart from the big drop in payload required to tow 3500kg (but it’s not alone there) it’s hard to find any major flaws. Overall, it’s an excellent workhorse that would be well suited to a multitude of tradie tasks. 

It has its flaws, like any vehicle, but it’s not as far away from segment leaders in terms of refinement and performance that its bargain-basement pricing might suggest. Whichever way you look at it, this is a lot of van for not a lot of money.

It must be said that Mazda’s stylists did a commendable job with the third-gen BT-50 when it launched in 2020. Five years later it still looks fresh and we’re yet to find anyone who doesn't like its styling, which is in stark contrast to its polarising predecessor.

Its exterior sculpting embodies Mazda’s design language to maintain a strong family resemblance to the popular CX line of SUVs, yet does not detract from the tough and purposeful appearance expected of a 4x4 ute.

The MY25 facelift includes a newly designed front bumper, radiator grille and unique LED headlights. At the rear, pick-up models incorporate what Mazda describes as a ‘mountain-inspired ridged design’ along the bottom edge of the tailgate, along with new LED tail-lights and a larger Mazda logo.

Apart from the mountain-inspired ridged design, also evident on the glove box lid, the latest XTR interior is largely unchanged, blending different shades of grey with satin chrome highlights on the dashboard and door linings, contrasting fabric seat trim, exposed stitching on seams and adjustable centre console air conditioning vents for rear seat passengers.

If imitation is the greatest form of flattery then Ford should be blushing, because the Deliver 9 appears to draw a lot of exterior design inspiration from the Transit van. It’s a substantial vehicle, as they tend to be in this weight division, with a 3750mm wheelbase and 14.2 metre turning circle, length of almost 6.0 metres (5940mm) and width of 2466mm. Its 2535mm height excludes it from underground and shopping centre carparks with typical height limits of 2.2 metres.

The rear-wheel drive chassis construction is simple and robust, with MacPherson strut front suspension, multi-leaf live axle rear suspension with supplementary rubber cones to boost support of heavy loads, rack and pinion steering and four-wheel disc brakes. There’s also ample use of hard-wearing black plastic on lower body sections where most scrapes and dents appear.

The cargo bay is accessed by one kerbside sliding door and dual rear-barn doors with 180-degree opening. The walls are lined to mid-height and there’s no roof lining. Bright LEDs provide ample lighting and even though our test vehicle was not the high-roof model, there was enough headroom for tall adults to stand without stooping. 

The cabin has a spacious and airy feel, even with a crew of three aboard, thanks largely to a banana-shaped dashboard with ends that curve towards the windscreen providing wide entry access and passenger legroom which is unusually generous for a commercial van.

The cabin has higher-grade look than you would expect at this price, with a tasteful two-tone blend of light/dark grey plastics and faux carbon fibre inserts on the dash along with comfortable, supportive seats with quality-feel fabrics.

However, there is room for improvement, as there’s no cargo protection for driver and passengers, no driver’s left footrest, crackly AM radio reception (too bad if you like talkback) and a poor-quality image projected by the reversing camera.

Our test vehicle’s 1910kg kerb weight and 3100kg GVM results in a meaty 1190kg payload rating. However, that drops to 891kg after you deduct the combined weight of the premium heavy-duty aluminium tray (243kg), nudge bar (9.0kg) and towing kit (47kg).

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer but with its 6000kg GCM (or how much it can legally carry and tow at the same time), towing that weight would require a substantial 590kg reduction in payload to avoid exceeding the GCM.

Even though few (if any) BT-50 owners would need to tow 3500kg, it’s important to be aware of these numbers if the need arose, to ensure the combined weight of your vehicle and trailer does not exceed the legal limit.

The premium heavy-duty aluminium tray from Mazda’s genuine accessories range is a nice bit of kit with its Mazda-branded tailgate decals and mudguards.

The tray is almost square with internal dimensions of 1800mm length and 1777mm width. And it has numerous internal load-anchorage points, external rope-rails and a sturdy mesh-style rear window protector, plus removable ‘quick-lock’ ladder racks with fold-down load retainers up top.

There’s also a 1500mm-long underbody drawer with adjustable internal dividers and a four-stage incremental locking system. An HDP (High Density Polyethylene) 25-litre water tank complete with tap and handwash bottle-holder resides under the right side of the tray, with a sizeable and lockable HDP toolbox under the left side.

The driver and front passenger have comfortable bucket seats and the rear bench is also accommodating, with ample head and kneeroom even for tall people.

However, shoulder room would be tight for three big tradies, so like most dual cabs short of a full-size US pick-up it’s tolerable for short trips as a five-seater but works best as a four-seater for longer drives.

Cabin storage includes a large-bottle holder and bin in the base of each front door and the dash has upper and lower glove boxes, an overhead glasses holder and a pull-open compartment to the right of the driver’s knee for small items.

The centre console has an open tray at the front, dual small-bottle/cupholders in the centre and a small box at the rear with a contoured lid that doubles as a driver’s elbow rest.

Rear passengers get a large-bottle holder and small bin in each door, plus storage pockets on the front seat backrests and a pair of pop-out cupholders in the fold-down centre armrest.

The 60/40-split rear bench seat’s cushions can also swing up and be stored vertically if more internal load space is needed. This also reveals two underfloor compartments with lids for keeping valuables out of sight.

Its 2358kg kerb weight and 4000kg GVM leaves a competitive maximum payload of 1642kg. It’s also rated to tow up to 2800kg of braked trailer but given the GCM figure (or how much you can legally carry and tow at the same time) is not published, we can’t tell you how much payload it can legally carry while towing that weight. 

We struck a similar problem testing a G10 LDV van as far back as 2017, when LDV could not provide the GCM despite a direct approach to the factory in China. Why such a fundamental figure must remain secret is a mystery to us and could be a deal-breaker if you need to tow and carry.

The cargo bay offers a competitive 10.97 cubic metres of load volume. Its load floor’s 3413mm length, 1800mm width and 1366mm between wheel housings means it can easily carry two 1165mm-square Aussie pallets or up to four 1200 x 800mm Euro pallets, held in place by a choice of eight sturdy load anchorage points. There’s also a small cave above the cabin which is ideal for carrying straps, ropes, load padding, tarps etc.

There’s more than ample cabin storage too, with large-bottle holders and two levels of storage in each front door, numerous nooks of different shapes and sizes across the dashboard including a driver’s cup holder, plus a single glove-box and large overhead storage shelf with central sunglasses holder.

Pivoting the two passenger seat base cushions forward reveals another big storage area beneath them. The centre seat backrest also folds down to reveal a handy work desk on the back if it, which includes two cup holders. Overall, there’s smart use of space here.

Our test vehicle is the long wheelbase mid-roof, which is part of a three-model Deliver 9 range offering mixed wheelbase and roof height combinations. According to local distributor Ateco, the van’s unusual name has no real significance beyond the fact that in China it’s sold as the V90, so given Volvo’s existing V90 nomenclature, LDV changed the name to Deliver 9 in export markets.

Available only with a 2.0 litre turbo-diesel engine, the standard transmission is a six-speed manual or there’s the optional six-speed automatic like our test vehicle, which has an RRP of $44,726. Needless to say, that’s a massive saving compared to top-selling van rivals like the Ford Transit 350L LWB RWD auto at $54,090 and Mercedes-Benz Sprinter 314 CDI LWB RWD auto at $66,240.

Colour choice is limited to Blanc White or Pacific Blue. It comes equipped with 16-inch steel wheels and 235/65R16C tyres with a full-size spare, plus checker-plate-pattern rubber flooring throughout, LED cargo bay lighting, big truck-style power adjustable and heated side mirrors with indicators, seating for three including an eight-way adjustable driver’s seat with fold-down inboard armrest and an multimedia system with big 10.1-inch touchscreen, two USB ports and Apple CarPlay (but no Android Auto) to name a few. There’s even a rare and endangered cigarette lighter and ashtray.

LDV also offers a $1500 options pack which adds 236-degree rear door opening (except mid-wheelbase model), blind-spot monitoring, lane-change assist and remote keyless entry with push button start.

The BT-50’s drivetrain, shared with its D-Max donor, comprises Isuzu’s proven Euro 5-compliant 3.0-litre, four-cylinder, turbo-diesel that produces 140kW of power at 3600rpm and 450Nm of torque between 1600-2600rpm.

This is paired with an Aisin-sourced six-speed torque converter automatic featuring ‘intelligent’ protocols that prompt downshifting to assist with engine-braking on steep descents (great when towing) and overdrive on the top two ratios optimises fuel economy during highway driving.

It also offers the choice of sequential manual-shifting, which can be handy when hauling and/or towing heavy loads particularly in hilly terrain.

The part-time, dual-range 4x4 transmission features 2.482:1 low-range reduction and a switchable locking rear diff

LDV’s Euro 5-compliant 2.0-litre four-cylinder turbo-diesel produces 110kW at 3500rpm and 375Nm between 1500-2400rpm, which is adequate but not class-leading. It also offers a choice of Eco and Power driving modes and auto stop/start. 

The six-speed torque converter automatic is smooth-shifting and easy to use. It also has the option of sequential manual-shifting which can be handy at times when hauling heavy loads, particularly in hilly terrain to save the transmission from continually hunting for gears.

Mazda claims an official combined cycle (urban/extra-urban) average of 8.0L/100km and the dash display was showing 10.2 at the completion of our 369km test, which comprised a mix of city, suburban and highway driving of which about one third was hauling a near-maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was slightly higher again at 10.6L/100km but still within the usual 2.0-3.0L/100km discrepancy between official and real-world figures and not bad for a two-tonne-plus 4x4 ute.

So, based on our figure, you could expect a realistic driving range of around 700km from its 76-litre tank.

The dash display was showing an average combined figure of 11.0L/100km at the end of our 290km test, with the auto start/stop function disabled and about a third of that distance hauling maximum payload. Our figure crunched from fuel bowser and tripmeter came in at 12L/100km, so you could expect a real-world driving range of around 660km from its 80-litre tank.

The cabin is spacious and, with side-steps plus large handles on the front windscreen pillars, it’s easy to climb aboard and find a comfortable driving position.

All-around vision is good and active driver aids like blind-spot monitoring, rear cross-traffic alert and reversing camera instil confidence, particularly when hauling taller loads that block rear vision through the central mirror.

The engine is responsive in city and suburban use, thanks largely to its broad spread of torque across a 1000rpm-wide band from 1600-2600rpm that showcases its useful flexibility. The six-speed automatic has well-spaced ratios and shift calibrations that feel like they get the best out of this engine, either unladen or when hauling heavy loads.

It feels well-planted on the road and displays sure-footed handling if driven at appropriate speeds for a high-riding 4x4 ute, combined with excellent steering feel and responsive braking.

The unladen ride is firm, as you’d expect given the heavy-duty rear suspension unique to cab-chassis models, but the combined sprung weight of the tray and tow bar ensure it’s not too harsh.

To test its payload rating we strapped 830kg onto the load tray, which with driver and half a tank of diesel was a snip under its GVM limit. Even so, the rear leaf-springs only compressing 40mm under this loading, which left more than 40mm of bump-stop clearance that ensured no bottoming-out on our test route.

It hauled this big load with competence and a smoother ride quality, given the large increase in sprung weight allowed the heavy-duty rear suspension to do what it’s primarily designed to do.

There was also minimal effect on steering and braking response and the engine’s ample torque was not phased by this payload, particularly on our 13 per cent gradient, 2.0km-long set climb at 60km/h.

Engine-braking on the way down was also robust, highlighting the advantage of larger displacement engines (3.0-litres-plus) on overrun when restraining heavy loads on steep descents.

It also has low engine, tyre and wind noise at highway speeds, where the engine requires less than 2000rpm to maintain 110km/h thanks to its overdriven top gear with full torque converter lock-up.

This ensures the BT-50 is a comfortable and economical highway cruiser, with average fuel consumption that quickly drops into single figures on long hauls.

It’s pleasantly civilised to drive unladen, even on bumpy roads. With rock-hard tyre pressures (front 51psi, rear 71psi) recommended for load-carrying, the unladen ride remained disciplined and relatively smooth, so LDV has done a good job with the suspension tuning.

We were also pleasantly surprised by the low internal noise levels, not only in city and suburban driving but also at highway speeds. We can only assume that the load floor’s thick rubber flooring, which also covers the rear wheel housings, is effective in reducing the higher noise levels typically experienced in vans without cabin bulkheads like this one.

There are clear eye-lines to the door mirrors and the view through the rear doors using the central mirror is also uncluttered. There’s evenly-balanced elbow support for the driver between the fold-down inboard armrest and door moulding. However, we did miss having a left footrest.

With maximum torque available across a broad band between 1600-2400rpm, the engine displays good flexibility in city and suburban driving, even though it lacks the instant punch of rivals like the Transit’s stellar 2.0 litre EcoBoost engine when operating in its peak torque zone. The engine only needs 2000rpm at 100km/h and 2250rpm at 110km/h, but the degree of push required on the accelerator pedal to maintain it feels like it’s punching above its weight a little in either drive mode.

Our only major gripe is the adaptive cruise control. Usually these systems will automatically resume their pre-set speed, after being given clear road ahead following a lane change from behind a slower vehicle. However, our test vehicle required tapping the accelerator each time a lane change was made to resume the set speed. It also required this reset technique after downhill braking, so some refinement here would be welcome.

There’s no ANCAP required in the 3501-800kg GVM class but it comes well equipped for the money with AEB, lane-departure warning, reverse parking sensors and wide-view reversing camera, hill-hold assist, adaptive cruise control and stability control. There’s also driver and passenger front, side and curtain airbags. No cross-traffic alert but blind-spot monitoring and lane-change assist are available as part of the previously mentioned options pack.

Our test vehicle comes with a five-year/unlimited km warranty.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Mazda’s ‘estimated service cost’ for the first five years/75,000km totals $2547 which is an average of $509 annually.

LDV’s national network of 82 dealers inspires more confidence than the three years/160,000km warranty, which is less than the major players – but then its purchase price is much lower too. Scheduled servicing is six months/5000km then 12 months/35,000km whichever occurs first and 12 months/30,000km after that. Capped-price servicing program of $1895 covers the first three years or 95,000km whichever occurs first.