Mazda BT-50 vs LDV G10

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. 

The LDV G10 is a solid option for those buyers who just want a van that gets the job done. It was decent with weight on board, but is probably better suited to parcel carriers rather than pallet shifters.

Safety levels are the biggest concern, as it is falling behind in the class when it comes to active safety tech, and its weak crash test score could be enough to rule it out for some customers. 

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.

The more you see LDV G10 vans, the more regular they look. Familiarity breeds ignorance, I guess, but I still think the G10 looks smart. 

It isn’t quite as boxy as some, with its sleeker front-end styling and almost sedan-like tail-lights helping it stand out from the ‘box-on-wheels’ stigma. It gets 16-inch alloy wheels as standard, and has halogen headlights and misses out on daytime running lights.

But it still is a box on wheels, measuring 5168mm long (on a 3198mm wheelbase), 1980mm wide and 1928mm tall. That makes it a darn sight smaller than the new HiAce, which stepped up significantly in size, and about on par with a Renault Trafic SWB or Ford Transit Custom 300S SWB. 

The perceived build quality is mostly okay, though our test car had a few loose plastics on the outside and a seemingly mis-fit windshield rubber.

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.

Those dimensions translate to a cargo space of 5.2 cubic metres, with a load space spanning 2500mm long, 1590mm wide (1270mm between the arches) and 1270mm tall. That mightn’t be big enough for you, and that’s too bad - there is no high roof version, nor a long-wheelbase model; but you could get an LDV V80 if you really need to step up in size… but we wouldn’t suggest you do that.

The payload for this model is 1010kg, which is decent but not benchmark-setting. It has a gross vehicle mass of 3000kg, meaning a kerb weight of 1990kg. The gross combination mass depends on the model: the GCM for diesel models is 5000kg for a braked trailer, while petrol models have a GCM of 4750kg for a braked trailer (auto) and 4500kg (manual). All models have a GCM of 3750kg for unbraked trailers.

The petrol versions have 1093kg of payload, if you prefer that fuel type. Interestingly, the manual versions have leaf spring rear suspension, while the auto models have coil springs as part of a five-link suspension architecture.

The load area has a six floor-mounted and four wall-mounted tie-down hooks, and the floor is lined with a vinyl covering while up to half-height the inner walls are lined, too. There are four lights mounted on the walls, which is handy for after-hours work.

And every LDV G10 comes with dual sliding side doors (some brands charge thousands more for this convenience), while the back door is a tailgate as standard, with the option of barn doors for diesel models.

For those who need to fork loads in, the barn doors are a no brainer, because the side door apertures (at 820mm wide) aren’t broad enough to load in using a lift. The tailgate also makes it very difficult to load weight in, as we found on test, as our mates at Crown Lifts had to use long tines to fork in our 750kg ballast.

When it comes to creature comforts up front, there is a pair of low-mounted pop-out cupholders, and an open storage area between the seats. There isn’t much covered storage, so if you often carry valuables, you may need to keep that in mind. 

The seats are comfortable and offer good adjustment, and they’ve been changed since the diesel auto model launched. They’re no longer a cheap-feeling fabric, but rather a faux-leather accented, mesh-lined set of seats, and both have armrests. Nice.

The presentation is okay, but the ergonomics could be better. The touchscreen is mounted down lower than most, and means you may need to take your eyes away from the road because the controls are down even lower. And the USB? Near the floor.

That screen is still a 7.0-inch display, but now has the same software system as the newer models in the LDV range. That means a nice crisp colourful display with the added advantage of Apple CarPlay… if you can get it to work. We had a few issues when reconnecting a phone without re-starting the car. 

If you’re buying an LDV G10, it’s because of the price. The cost of the diesel automatic model we’ve got is usually $32,490 drive-away for ABN holders, but there are promotions running listing it at $29,990 drive-away for ABN holders at the time of writing. If you’re not an ABN holder, just get one, because you’ll save heaps (the G10 diesel auto is $34,147 drive-away for non-ABN holders).

You can get other vans for around this money - the Renault Trafic Trader Life manual, with its gutless 66kW turbo-diesel engine, is $30,990 d/a. But you won’t find a diesel Hyundai iLoad, Peugeot Partner or Toyota HiAce within $10,000 of the LDV.

As for standard spec, you get 16-inch alloy wheels, tyre pressure monitoring, climate control air-conditioning, a 7.0-inch touchscreen with USB connectivity, Apple CarPlay, Bluetooth phone and audio streaming, CD player and AM/FM radio, a digital speedometer, two part fake-leather seats with arm-rests (driver’s side with height adjust), carpet flooring up front, and vinyl floor protective liner in the rear, and a reversing camera. 

Standard body fit out is dual sliding side doors and a lift tailgate, though you can get barn doors fitted on diesel models. Unlike some competitors, there is no option for glazing in the rear doors or side panels. 

There are also no auto headlights, no auto wipers, push-button start, keyless entry, leather-lined steering wheel, reach adjustment for the steering, and there’s quite a bit missing in the safety section of this review - see below.

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

Under the bonnet of the diesel G10 is a 1.9-litre four-cylinder turbo-diesel with 106kW of power and 350Nm of torque. There’s the choice of a six-speed manual or six-speed automatic, and the G10 is rear-wheel drive. It has a diesel particulate filter, but not stop-start or AdBlue.

Prefer petrol? There’s a 2.4-litre five-speed manual model (105kW/200Nm) or a 2.0-litre turbocharged six-speed auto (165kW/330Nm). Those models are cheaper - $25,990 for the manual for ABN holders, while the turbo-petrol auto is $30,990 d/a. 

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 combined cycle fuel use claim for the LDV G10 diesel auto is 8.6 litres per 100 kilometres. The manual version uses 8.3L/100km according to the brand.

On test we saw a fuel use return of 9.7L/100km at the pump, across a mix of urban, highway and freeway driving, with and without a load. 

Petrol models use a claimed 11.5L (manual) and 11.7L (auto) per hundred.

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.

You probably wouldn’t choose an LDV G10 as a daily driver if you didn’t intend to use the cargo zone at least 80 per cent of the time.

But if - for whatever reason - you really want to use a van like this on a day-to-day basis, you won’t hate it. 

The G10 drives pretty nicely for this type of vehicle. It isn’t as bouncy when unladen as some of the other vans out there, with the suspension proving very quick to settle and mostly very compliant across mixed surfaces. 

The steering wheel can jostle a bit over sharp edges, but it steers well, with decent (not too heavy) weighting and predictable response at all speeds. 

Without weight on board the engine feels reasonably urgent in its response, which is a bit of a surprise because it’s not a powerhouse based on its outputs. It revs smoothly and pulls with good strength, with little turbo lag to contend with. While it is a bit of a grumbly engine at times, the response is better than adequate.

Plus the transmission is well sorted, with smooth shifts that are predictable.

The braking response is definitely better without weight on board, with a decent progression to the pedal and decent bite when you press hard on the anchors.

If safety matters to you, this could be your reason not to buy an LDV G10.

The van scored a mediocre three-star ANCAP crash test safety score - which would be more acceptable if that was under the current, strictest criteria, but it was actually tested in 2015. Which means it would be even lower if tested today.

One of the reasons is the safety equipment - there’s not a lot of it. You get dual front airbags, but no side airbags or curtains. There is no advanced tech like auto emergency braking (AEB), no lane keeping assistance or lane departure warning, no blind spot monitoring or rear cross-traffic alert… But you do get a reversing camera and rear parking sensors.

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 isn’t close to the leaders in the segment for ownership, with a behind-the-times three-year/100,000km warranty (admittedly with the same cover for roadside assist), and no capped price servicing plan. 

Service intervals are every 12 months/10,000km, which is short, and you need to get an initial service done at 5000km, too. 

If you’re worried about long-term longevity, you can check out our LDV G10 problems page.