Mazda BT-50 vs Mitsubishi Express

What's the difference?

The XTR LE adds polish to the BT-50 line-up, in more ways than just its silver metallic paint and highly buffed accessories. It also has exceptional fuel economy and is equally competent as a suburban daily driver, tradie’s workhorse and weekend escape machine, with robust load-carrying and towing ability. For those wanting an upmarket version of the popular XTR, the LE has plenty of appeal. 

The Mitsubishi Express is an impressive return to the market for the brand, albeit one that won’t suit every buyer’s needs or wants. If you need to personalise your van, or if you value the safety technology offered by rivals like the HiAce, then you may need to shop elsewhere.

But if you do choose the Express, you will be getting a value-packed and very comfortable van that is backed by a broad dealer network and decent ownership prospects.

The XTR is a happy medium between the work-focused XS and XT models and higher-grade GT, SP and top-shelf Thunder offerings, so the additional equipment that comes with the LE enhances the appeal of this popular model grade.

The bull-bar integrates with the BT-50’s safety systems ensuring crumple zones, airbags and driver assistance systems are not compromised. 

This bull-bar design also ensures no adverse effect on engine and transmission cooling and its single hoop is ideal for mounting extra driving lights.

The load tub-mounted sports-bar includes an integrated brake light for enhanced safety, while the heavy-duty tub-liner protects against dents and scratches.

The XTR interior has a quality look and feel with a tasteful blend of piano black and satin chrome highlights on the dashboard and door linings, contrasting fabric seat trim, exposed stitching along numerous seams and adjustable centre console a/c vents for rear seat passengers.

Driver and front passenger get comfortable bucket seats and the rear seating is also accommodating, with ample head and kneeroom even for tall adults. 

However, shoulder room is tight when travelling three-abreast, so like most dual cabs of this size it’s most comfortable as a four-seater.

The badges are different, and so is the front bumper and bonnet. But you might otherwise struggle to tell what’s changed between a Trafic and the Express.

One thing Mitsubishi is offering, though, is a standard three-seat cabin on all models, plus dual side sliding doors and rear barn doors across every variant in the line-up. That’s a win for hard workers.

Here’s a table of dimensions to help you size up which might be best for you:

As you can see, the extra size on offer in the LWB model is strictly nose to tail, with no other compromises to consider apart from, understandably, the larger turning circle. But Mitsubishi claims even the smaller version can cope with two pallets in the back.

As for cargo zone dimensions, here’s how the two body styles compare:

It’s worth noting that there is no high-roof option available, where you can get a taller body in most competitor vans. 

And while it is a bonus that there are barn doors (still not available on the HiAce), you can’t option a liftback tailgate. Plus, while the dual side sliding doors is an advantage as many OEMs charge extra for a driver’s side slider, you can’t option glazing for the rear door from Mitsubishi.

The company says that it is simply offering what it can get as part of the Alliance with Renault, but if you need to tailor a van to suit your specific needs, you might end up going with the French van (or the VW Transporter, which is the most configurable on the market). 

Check the engine specs section below for more specs on weights and capacities. Next, let’s take a look at the cabin, starting with some interior images.

The addition of the LE’s accessories adds 81kg to the XTR’s kerb weight, which increases from 2030kg to 2111kg. As a result, the payload rating must drop by the same amount, from 1070kg to 989kg, to avoid exceeding the vehicle’s 3100kg GVM. 

The LE retains the XTR’s class-benchmark 3500kg braked tow rating but to keep below its 5950kg GCM (how much it can legally carry and tow at the same time) while doing that, the payload limit would have to be reduced by a sizeable 650kg. 

Alternatively, you could lower the trailer weight limit by the same amount (to 2850kg) and keep the full payload, which is not only more practical but also safer for towing.

The lined load tub is 1571mm long, 1530mm wide and 490mm deep with 1120mm between the wheel housings, which means it can’t carry a standard Aussie pallet but will take a Euro. There are four sturdy load anchorage points.

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

The centre console has an open tray at the front, dual small-bottle/cup-holders 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 pockets on the front seat backrests and two pop-out cup holders in the fold-down centre armrest. So, in total that’s four large-bottle holders and six small-bottle/cupholders. 

The 60/40-split rear seat base-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, so there are plenty of places to store things.

With a three-seater cabin as standard, the Express is already at an advantage over a HiAce. You can’t get a three-seat HiAce, and if you’ve got apprentices or workmates that always need a lift - but you don’t want the space sacrifice that comes with a crew van - it could be a crucial decision-maker for you.

And there are decent amenities for the occupants, too, with three cup holders and ample storage options across the dashboard, as well as large bottle holders in the doors. In fact, all told, Mitsubishi claims there is 43 litres of loose item storage in the cabin.

The driver’s seat gets manual height adjustment, lumbar adjustment and an armrest, as well as steering wheel rake and reach adjustment, so getting a comfortable driving position should be a cinch. Unlike the Trafic, there’s no driver’s seat heating option, but the clever “Load Through” cavity - for loading items up to 4.14m long - under the passenger seat is fitted on all models (but unlike the Trafic, which has a bulkhead, there’s no porthole, and the vehicles we tested with cargo cages didn’t have an opening to make the best use of this).

It’s set up for hard work, with rubber floor mats and a “hard wearing” poly trim on the steering wheel, though that finish is a bit coarse, and not as pleasant to hold as a leather wheel. The seat trim is fabric, and feels to be made of a durable material.

Ergonomically, it is no different to a Renault Trafic. Most important controls fall easily to hand, though people unfamiliar with Renault switchgear may need to pay attention at the dealership when the positioning of the cruise control and speed limiter buttons are explained. The buttons are between the dashboard and steering wheel.

And if you’re looking for the volume button, it’s on the weird little stalk behind the wheel itself. That has tuning and phone controls too, and it takes some getting used to. Further, if you’re used to the blinkers being on the “right” side of the steering wheel in Japanese cars, the Express is the exception. 

When it comes to media and infotainment, there’s a lot left to be desired. There is no touch screen at all, and you can’t option one, either. Some drivers will appreciate that, but others will lament the lack of smartphone mirroring tech (Apple CarPlay and Android Auto), and likewise there is no sat nav available, either. There’s not even a CD player, but as standard the Express gets a smartphone holster with USB port on top of the dash, so there are two USB ports to keep things charged, plus a 12-volt below if you need it.

But the simple media system does offer a USB port to connect your phone or MP3 player, and Bluetooth phone and audio streaming, as well as DAB digital and AM/FM radio. The sound system has just two speakers, but it’s okay.

The cargo zone is, as you’d expect, a big, largely empty space. There’s no steel bulkhead option to separate the two zones, which could be frustrating for some customers - though if you can deal with the noise reverberation but just want to make sure things don’t fly from front to rear, there is a mesh cargo barrier available.

There are 14 tie-down points in the SWB (eight floor mount, six wall mount) and 16 tie eyelets in the LWB (10 floor, six wall). Plus there’s a rear-mount 12-volt outlet near the back doors to keep things charged.

Its starting price is cheaper than a VW Transporter, Hyundai iLoad, Toyota HiAce, Ford Transit Custom and Mercedes-Benz Vito. That could be all you need to know, but here’s the detailed info on the spec of the 2020 Mitsubishi Express range.

There is just one trim level - GLX - but it is available with two body lengths, short-wheelbase (SWB) and long-wheelbase (LWB), and a choice of two powertrains.

The 1.6-litre manual SWB model opens the line-up at $38,490 (RRP), while the 2.0-litre automatic SWB is a hefty $4000 more, at $42,490 (RRP). You can read more about the engines in the relevant section below, but just note those prices are before on-road costs, and therefore not driveaway deals. But keep in mind, Mitsubishi Australia promises “very competitive” fleet pricing.

Need a long-wheelbase model? You’ll have to stretch the budget by $2000. As such, the 1.6L manual LWB is $40,490 (RRP), while the 2.0L auto LWB costs $44,490 (RRP).

As mentioned, GLX is the trim level. But the 2.0-litre auto models get a bit more kit to justify their cost. 

As standard on all models: 16-inch steel wheels with a full-size spare wheel, halogen headlights and daytime running lights, grained plastic bumpers, dual side sliding doors, barn doors at the rear, rear parking sensors, three-seat capacity, a stereo with Bluetooth phone and audio streaming plus two USB ports, a digital speedometer, cruise control with speed limiter, and single zone air conditioning. 

The 2.0L auto models add a reversing camera which is integrated into an auto-dimming rearview mirror, plus rain-sensing wipers, dusk sensing headlights and front and rear fog lamps.

Interested in knowing what safety spec is standard, and what’s missing? Read the safety section below.

There are four colours to choose from, and they don’t have fancy names, either. You’ve got the no-cost options of White Solid and Red Solid, or the added-cost ($740) Silver Metallic or Black Metallic. If you want a bigger range of colours, be sure to have a look at the Ford Transit Custom, which has more than 100 options to choose from. 

There is a range of accessories available as dealer-fit options as well, including: roof racks, roof rails, a roof platform with rear ladder, a cargo net, mesh cargo barrier, rubber floor mat for the load space, wooden panelling for the rear (floor, wall and wheel-arch), bumper protection, barn door protectors, a rear bumper step in galvanized steel, and towbar kits with or without electronic brake controllers. Ask your dealer for pricing.

The Isuzu-sourced 3.0-litre four-cylinder intercooled turbo-diesel is a refined and proven performer, producing 140kW at 3600rpm and 450Nm of torque which peaks across a 1000rpm-wide band between 1600-2600rpm.

This is paired with a refined Aisin six-speed torque converter automatic, offering fast but smooth shifting and intelligent protocols that prompt automatic downshifting to assist with engine-braking on steep descents. 

It also has sequential manual-shifting plus overdrive on the top two ratios to optimise fuel economy during highway driving.

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

There are a couple of options available in the Express range.

Elect for a six-speed manual transmission and you get a 1.6-litre twin-turbo four-cylinder diesel engine producing 103kW of power (at 3500rpm) and 340Nm of torque (at 1500rpm). 

Choose the six-speed dual-clutch automatic transmission and the engine is a 2.0-litre four-cylinder single-turbo diesel motor, with 125kW of power (at 3500rpm) and 380Nm of torque (at 1500rpm). This engine meets a stricter emissions requirement than the other (Euro 6 vs Euro 5) because it has a 25-litre AdBlue urea treatment tank, though both have a diesel particulate filter (DPF), too. Depending on what side of the fence you sit, that’s either an advantage or an added cost and burden.

The Express is only available in front-wheel drive (FWD/2WD), so there’s no rear-wheel drive (RWD) or all-wheel drive (AWD/FWD) options available. 

Of course, you’ll need to consider weight if you’re buying a van like this. And it comes down to more than just engine specs - you need to consider payload, towing specifications, gross vehicle mass (GVM) and gross combination mass (GCM).

Here’s a table with the figures you need to know:

Wanting a petrol, hybrid, electric, plug-in hybrid or gas version of the Express? No can do… well, not in Australia, and not yet.

You will have to stay tuned for our full-scale Tradie Review on the Mitsubishi Express, where we will load it up to its GVM limit. But for day-to-day driving impressions, see the driving section below.

Mazda claims official combined cycle consumption of 8.0L/100km which was close to the 8.4 showing on the dash display at the end of our 276km test. 

Both were close to our own figure of 8.7 calculated from fuel bowser and trip meter readings, which is outstanding single-digit economy for a 4x4 dual-cab ute weighing more than two tonnes. 

So, based on our numbers, you could expect an excellent real-world driving range of around 870km from its 76-litre tank.

Fuel consumption for the Mitsubishi Express depends on the engine/transmission combination you choose. 

The 1.6-litre twin-turbo manual version is the more frugal according to official combined cycle consumption figures, at 6.2 litres per 100 kilometres. Opt for the 2.0-litre single-turbo auto and the fuel consumption is claimed at 7.3 litres per 100 kilometres. 

Those figures are based on a driving loop that doesn’t incorporate loaded testing, so you can expect your real world consumption to be higher - but even so, the claims are lower than the likes of the HiAce (7.5L diesel manual, 8.2L diesel auto).

On test, for instance, I saw a return of 7.9L/100km in the SWB auto, which experienced a few traffic snarls in Sydney. The LWB auto with 200kg of ballast over the rear axle - in which I did 100km of mixed urban, interurban and freeway driving with free flowing traffic for the most part - had a displayed return of 7.8L100km. 

The fuel tank capacity is large, at 80 litres. That means theoretically excellent range on a single tank - up to 1290km if you can manage the claimed consumption in the manual model.

There are big handles on the front windscreen pillars to assist entry and it’s easy to find a comfortable driving position given the spacious cabin, height/reach adjustable and leather-wrapped steering wheel, big left footrest and adequate adjustment in the driver's seat which includes variable lumbar support. However, some rake adjustment in the seat base would be welcome.

It has solid build quality with low engine, tyre and wind noise. All-round vision is good, enhanced by useful driver aids like blind-spot monitoring and a reversing camera. 

Our only criticisms are an annoying glitch in the design of the driver’s sun-visor, which clips the edge of the rear-view mirror enough to dislodge it each time the visor is swung down. 

And there are no rotary dials on the media screen for quick and easy adjustment of audio settings. Buttons are not as user-friendly.

Handling is sure-footed for a high-riding 4x4, the braking is reassuringly strong (particularly under load) and steering feel is amongst the best in class. 

The engine has good response and never feels sluggish in city and suburban driving thanks to its broad spread of torque, enhanced by an automatic transmission that generally gets the best out of this engine without the need to manual-shift.

It’s also a comfortable and economical highway cruiser. With the overdriven top gear and full torque converter lock-up, it can consume long distances with minimal effort as the engine requires only 1600rpm to maintain 110km/h. The adaptive cruise control works well.

We didn’t forklift a load into the LE as we have already tested the standard XTR on which it’s based with a 950kg payload, which was only 40kg under the LE’s maximum rating. 

On that occasion the leaf-spring rear suspension compressed 75mm, but there was still more than 30mm of stationary bump-stop clearance remaining. That ensured it never bottomed-out, floating over large bumps and through dips with ease.

We have also towed a 2.5-tonne dual-axle caravan with an XTR during which it also excelled, so in LE form it’s not only a comfortable daily driver but a competent load-hauler, too.

If you’ve never driven a modern-day mid-size (2.5-3.5 tonne) van, you will be amazed at their road manners. There’s not a bad one in the class, in round terms, and the Express builds upon the Renault Trafic’s reputation as being among the best in the class for comfort and drivability.

It really is a pretty sweet appliance, with a ride quality that is mostly excellent whether you’re in the SWB or LWB model. It offers decent comfort and control at low speeds and high speeds, and is really only upset when the potholes are deep or have sharp edges. 

The SWB model has a slightly more pitchy ride when unladen, but we didn’t get a chance to put any weight in it just yet. The LWB model had 200kg of ballast over the rear axle, and that weight - combined with the extra 400mm of wheelbase - made for a very comfortable drive. Not too mushy or slushy, but actually nicely cushy. 

Aside from the low-speed electric whirring sound from the power steering, the steering is terrific - it is nicely weighted and pivots well, even the LWB model. Sure, it definitely feels its size, but it’s easily manageable and surprisingly agile for such a big rig, and easy enough to park as well, thanks to the split side mirrors and reversing camera (which pops up in the rear-view mirror and is quite small, but there are rear parking sensors to help out, too).

Because I sampled both automatic models, that meant I only had the chance to sample the 2.0-litre four-cylinder single-turbo diesel engine - and it’s a very strong performer.  

I never once felt like I needed any more pulling power with this - admittedly small - amount of weight on board. 

And the dual-clutch transmission is decent as well. You get away from a standing start pretty well, with just a little bit of turbo and transmission lag to contend with. It’s never annoying, even in traffic jam drudgery - unless the engine start stop system activates, and then it can be a little bit sluggish to get moving again.

However, as is the case with plenty of dual-clutch transmissions in commercial vehicles, it’s not quite as measured or linear in its progress when there’s no load on-board, tending to lurch away a little more when unladen.

And while we were hardly pushing the GVM limits with only 200kg in the back, the brake pedal of the LWB did feel at times like the push was a little longer than it should have been. 

It is a decently refined van, especially considering there’s no steel bulkhead to shield you from the noise intrusion at the rear. One thing, though - our test vans both had optional rubber mats fitted, and they were quite odorous. 

As mentioned the visibility is pretty decent, but I couldn’t help but feel jealous of a HiAce I overtook that had its blind-spot monitoring system flicker on the mirror. It would just add a little bit of extra piece of mind, as there’s no vision over your shoulder, and if you do have a load in the back it’s hard to see in the rearview mirror. And unlike other vans in the market, you can’t option rear windows, either. 

At the time of writing there is no ANCAP crash test rating for the Mitsubishi Express. In fact, no safety authority on the planet has done a crash test score on the new-generation model - but the Renault Trafic on which it is based copped a nasty three-star score in Euro NCAP testing back in 2015. Ouch.

The Express doesn’t have an overly generous safety offering. No model is equipped or available with autonomous emergency braking (AEB), nor lane departure warning, lane keeping assistance, blind spot monitoring, front or rear cross traffic alert, or rear AEB. It’s sparse. There is a blind-spot mirror on the passenger side sun visor, but it’s not nearly as effective as a sensor. 

You do get a reversing camera fitted as standard in the auto models, but not the manual variants (and it’s a rearview mirror for the autos) - even the extremely affordable LDV G10 has a reversing camera range-wide. Auto models also score rain sensing auto wipers, auto headlights and an auto-dimming rearview mirror, while manuals miss out on all of that good stuff.

Reversing sensors are standard range-wide, as is stability control with rollover mitigation, ABS, Electronic Brakeforce Distribution with load sensing, hill start assist and Emergency Stop Signal (flashing tail-lights under hard braking). There’s also an Extended Grip driving mode, which allows the van to better manage available traction on slippery surfaces.

The airbag count is odd, too, at five: you get dual front airbags, curtain airbags for both sides, but only a side airbag on the driver’s side. 

For a brand-new van, the safety spec is frankly disappointing, and goes against Mitsubishi’s strides in its other models in its range, where it often has class-leading or equivalent safety tech. 

Want a better equipped van when it comes to safety technology? Check out the Toyota HiAce, Mercedes-Benz Vito and Ford Transit Custom, all of which leave the Express (and Trafic) in the dust.

The BT-50 is covered by a five-year/unlimited km warranty.

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

Minimum combined cost is $2404 for the first five scheduled services, for an annual average of $481.

Mitsubishi is constantly dabbling in the long warranty promotional deals, but the standard warranty on offer for the Express is five years/100,000km.

The brand also has a capped price servicing plan for the first three years/45,000km of ownership. With intervals set at 12 months/15,000km, the costs are low, at $250 per visit.

And if you service your van with Mitsubishi’s dealer network, you will also get roadside assistance for up to four years.

If you’re wondering how that compares with the Renault plan? It’s a three-year/unlimited km warranty (but promotional five year/200,000km warranty plans are available until 31 August 2020). The Trafic has capped price servicing every 12 months or 30,000km intervals, or as determined by the oil sensor, at $599 per visit - but as of July 1 2020, it spans five years/150,000km, and is available with up to five years’ roadside assistance when maintained in-network. 

You might be curious about Mitsubishi Express problems - but it could be worth taking a look at the Renault Trafic problems page to find out if there have been issues around reliability, engine or transmission problems, recalls and common complaints.