Mazda BT-50 vs Nissan Navara

What's the difference?

Key to the success of the BT-50 XS will be acceptance by fleet buyers. The vehicle, however, seems to be pretty well considered as far as that goes, although as with any stripped-down model, there are features that will be missed. Things like the manual air-conditioning probably won’t make much difference, but the lack of a tyre pressure monitoring system is a bigger issue for a working vehicle. Performance from the smaller engine is still well within acceptable parameters, but we reckon any buyer considering using much of the 3500kg touring capacity would be better off with the 3.0-litre engine offered in the rest of the BT-50 range.

The Mazda is not the best riding of its ilk, and there are competitors with bigger cabins, although, notably, at this point on the pricing ladder, these are often from China rather than Thailand where the Mazda is built. Ultimately it will come down to whether the smaller engine and reduced performance is an issue and also whether the money saved over the bigger-engined BT-50 is enough to justify that and the loss of some creature comforts. But since fleet managers are notoriously hard-nosed about this stuff, there’s a good chance to BT-50 XS will find a market.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The D27 Nissan Navara represents badge engineering at its best or worst, depending on your point of view regarding platform sharing. However, when assessed purely on its merits as a standalone tool of trade, the entry-level SL is a competent and economical workhorse that’s worthy of at least cross-shopping with the major players.

Targeting tradies and fleet customers has meant Mazda has embraced the concept of factory accessories. Right now, there are options for tougher front bumpers, bull-bars, snorkels, drop-side trays, an awning, wheel-arch flares (for bigger, aftermarket wheel and tyre packages) driving lights, roof racks, canopies, tub-drawer systems and even a dual battery set-up. All these factory options carry the full Mazda warranty.

But Mazda has gone even further with accessory packs aimed directly at different fleet markets. For instance, there’s the Mine-Spec Pack which incorporates a park-brake alarm, high-mounted brake lights, a reversing buzzer, work-lights, LED rear lighting and pre-wired switches for auxiliary and beacon lighting.

Externally, Mazda's design brief for the BT-50 has clearly been to not frighten the horses. But it's better than that, because it has actually emerged as one of the better looking utes out there. In XS trim, even the steel wheels add a no-nonsense flavour to the overall effect. And where some of the competition appear to be trying very hard to ape the full-sized US-made pick-ups, the Mazda is its own thing.

Inside, the smaller info screens and simple layout in basic black tell the budget story. At the same time, there's a lot to like in terms of the clear, simple analogue gauges and the no-fuss controls including the conventional T-bar, park-brake and ignition key. There's a look and feel that also suggests this is a ute that should be able to take a few knocks in the course of earning a living.

It looks like a base model Triton GLX given the Navara SL’s modest front and rear styling tweaks, which are not as substantial nor convincing as platform-sharing rivals like Mazda’s BT-50 or Volkswagen’s Amarok in creating a clear visual distinction from its donor.

Nissan has been equally economical with interior changes. Even so, the work-focused cabin is functional and reasonably spacious for a dual cab, with splashes of satin chrome combined with white upholstery stitching and fake carbon-fibre surfaces providing a touch of style to predominantly grey tones.

With a choice of cab-chassis of pick-up tub, not to mention the option of a single or dual-cab body in cab-chassis form, the XS allows for a fair bit of creativity in how it’s configured. The cab-chassis, for instance, will accept a conventional drop-side alloy tray or any number of service body configurations right up to camper bodies.

The stock tub on the pick-up version gets a drop-in liner but there’s no power outlet or light that some of the competition offer. The tie-down points are also a bit disappointing with two lower points in the rear of the tub and a pair of higher points in the front. Experience tells us that high-mounted tie-down points are vastly less practical than anchor points mounted close to the cargo floor.

The move to the larger engine has, however, increased the Mazda’s towing ability. From the previous version’s 3000kg towing limit, the new 2.2 can now legally tow 3500kg (with a braked trailer and approved tow-hitch). Payloads vary according to specification, but range from about 1000kg right up to 1379kg for the XS singe-cab-chassis.

The factory-option drop-side tray carries it’s load up high, but offers a flat floor with no wheel-arch intrusions. The standard tub is not as large in any direction, but does have a damped tailgate for safety (you can’t drop it) and convenience (the gas struts help raise it).

In the cabin, you get USB charging ports (two in the front, one in the rear seat) and there are central air-vents for the rear seat of dual-cab models. The dual-cab also has an under-seat storage area, two gloveboxes and a 60/40 split fold rear bench. The doors feature bottle holders and there’s a flip-down glasses compartment in the roof lining.

While the front seats are comfy enough for bigger drivers, the rear seat also goes against dual-cab tradition a little by having plenty of room in every direction, as well as a rational seat-back angle.

With its 2126kg kerb weight and 3190kg GVM our test vehicle has a useful 1064kg payload rating, so it’s a genuine one tonner.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer but with its 6250kg GCM rating (or how much it can legally carry and tow at the same time) it would require a sizeable 440kg reduction in vehicle payload to tow its maximum trailer weight.

Not that many (if any) owners of utes this size would need to tow 3500kg but it’s important to be aware of these numbers when towing heavy trailers to avoid dangerous and illegal overloading.

The Navara’s load tub is almost square with its 1555mm length and 1545mm width. It’s also 525mm deep and with 1135mm between the rear wheel housings it can’t fit a standard Aussie pallet but will carry a Euro.

Our test vehicle does not come standard with a tub-liner so its painted surfaces are prone to scratches and dents. There’s four anchorage points for securing loads and the tailgate assist feature allows easier lowering and raising.

The driver and front passenger share good space and comfort, with storage that includes a bottle holder and bin in each door plus a large open shelf above the single glovebox and an overhead glasses holder. The centre console offers flat storage with two USB ports and a 12v socket up front, along with two cupholders in the centre and a lidded box at the back.

Rear seating is also comfortable and surprisingly spacious for tall people, given I’m 186cm and when seated behind the driver’s seat when set in my position I have ample knee and headroom. However, shoulder room is tight for three adults, which is tolerable for short trips but a maximum of two would be preferable for longer drives.

Rear passenger storage includes a bottle holder and bin in each door plus pockets on each front seat backrest. There’s another 12v socket in the rear of the centre console and the centre seat’s backrest folds forward to serve as an armrest with dual cupholders.

The bench seat’s base cushion is fixed, so unlike numerous rivals it can’t swing up and be stored vertically if more internal carrying space is required.

The fifth generation Navara, which is available only in 4x4 dual-cab ute configuration, comes in four model grades comprising SL ($53,348 plus on-road costs), ST ($56,765), ST-X ($63,177) and Pro-4X ($68,418) designed to cater for commercial applications through to lifestyle/recreational use.

Our test vehicle is the entry-level SL with its list pricing in the same ballpark as workhorse equivalents from major players including the Ford Ranger XL 2.0L auto ($51,130), closely related Triton GLX 2.4L auto ($51,640), Isuzu D-Max SX 2.2L auto ($52,200) and Toyota HiLux Workmate 2.0L auto ($53,990).

Like its Navara siblings it's available only with a 2.4-litre bi-turbo four-cylinder diesel engine and six-speed automatic transmission. 

The SL's work-focused standard features include 17-inch steel wheels with 265/65R17 all-terrain tyres and a full-size spare wheel, LED headlights/daytime running lights/tail-lights, tailgate assist, 360-degree camera and front/rear parking sensors to name a few.

The interior is also designed with hard work in mind with its wipe-clean vinyl floor and black fabric trim but there’s also creature comforts like remote keyless entry, single-zone climate control, second-row air vents, power-adjustable lumbar support for the driver’s seat, multi-function steering wheel controls and more.

There’s also multiple USB ports and 12v sockets, a 7.0-inch instrument cluster display and a 9.0-inch touchscreen to control the four-speaker multimedia system which includes wireless Apple CarPlay and Android Auto connectivity and DAB+ digital radio.

The new engine capacity of 2.2 litres is up from the 1.9 of the previous XS version but still well short of the 3.0 litres of the more expensive BT-50 versions. And the specifications are pretty much exactly what you’d expect with the new 2.2 just about splitting the difference between the old 1.9 and the 3.0.

In this case, that equates to 120kW of power and 400Nm of torque, while the 1.9 was good for 110kW and 350Nm, and the 3.0 sports 140kW and 450Nm. So, yep, somewhere right about the middle. And that makes sense given the new 2.2 uses the basic mechanical architecture of the 1.9.

But the switch up to the new engine brings one very important change and that’s the adoption of an eight-speed automatic to replace the six-speed unit fitted to the previous XS and the other BT-50s. That has an obvious potential benefit for drivability, but also for fuel economy.

Mazda has also added stop-start tech to the XS in the name of efficiency. But, as we’ve found many times before, the fuel economy benefits seem restricted to the official test results rather than the real world where this technology serves to annoy many drivers more than anything else.

If you opt or the four-wheel-drive variants, you’ll get a rear diff lock but you miss out on an on-road 4x4 setting. Considering the 2.2-litre’s newfound towing capacity (the full 3500kg of the competition), that lack of a 4x4 Auto setting is a shame, but not an unexpected one at this price-point.

The Navara’s 2.4-litre four-cylinder ‘bi-turbo’ diesel engine is equipped with two turbochargers which work in sequence to boost efficiency, with the smaller one providing fast response at low rpm and the larger one optimising response at higher rpm.

It produces 150kW of power at 3500rpm and its sizeable 470Nm of torque is served at full strength between 1500-2750rpm. It’s also Euro 6B emissions compliant using AdBlue.

This is paired with a six-speed torque converter automatic, offering the choice of sequential manual shifting which can be preferable when hauling and/or towing heavy loads particularly in hilly terrain.

The 4x4 system is dual-range, part-time offering 2H (2WD High Range), 4H (4WD High Range) and 4L (4WD Low Range) selected by a dial on the centre console, where you’ll also find a button to engage the locking rear diff.

The most significant differences between the Triton and Navara are in suspension design and tuning, with the D27 Navara replacing the previous D23 generation’s coil-spring rear end with the Triton’s more traditional leaf-spring arrangement.

Nissan has also collaborated with Melbourne-based engineering partner Premcar in developing three unique suspension tuning packages focused on damper (aka shock absorber) refinement, aimed at enhanced steering response, handling stability and ride comfort.

The premium Pro-4X and mid-grade ST-X each have unique settings while the work-focused SL and ST share the same calibration designed for hauling loads, including heavy-duty four-leaf rear suspension. All model grades also feature electric power steering.

While one of the expected benefits of the 2.2-litre engine compared with the three-litre unit is a reduction in fuel consumption, the new 2.2 engine goes one big step further by actually being more frugal than the 1.9-litre engine it replaces. Well, in terms of the official government test, anyway.

The single cab-chassis model in new 2.2-litre, two-wheel-drive form posted a combined (urban-highway) fuel number of a creditable 6.9 litres per 100km. Compared with the mechanically similar 1.9 single cab-chassis, that’s a saving of 0.1 litres per kilometre, and a corresponding drop in tailpipe carbon emissions of 1 gram per kilometre.

To be honest, this small improvement is probably largely due to the stop-start system now fitted, which many drivers will turn off at the first opportunity. Even so, the new eight-speed transmission must also be playing a part, so let’s call the old and new engines line-ball in the real world.

The rest of the XS line-up scored official figures of 6.3 litres per 100km for the double-cab pick-up 4x2, 7.1 litres for the double cab-chassis 4x4 and 6.6 litres per 100km for the dual-cab pick-up 4x4.

With the BT-50’s standard 76-litre fuel tank, the theoretical range is more than 1000km. In reality, that’s going to be closer to 800km.

The BT-50 engines do not require AdBlue additive to reduce exhaust emissions.

Nissan claims combined average consumption of 7.7L/100km but the dash display was showing 9.4 at the completion of our 496km test, which included our usual mix of suburban, city and highway driving of which about one third was hauling a near maximum payload.

Our own consumption figure, based on fuel bowser and tripmeter readings, came in slightly lower at 9.1L/100km which is comfortably within the usual 2-3L/100km discrepancy between manufacturer claims and real-world consumption and excellent economy from mostly metro driving.

So, based on our test results, we estimate the Navara SL has a real-world driving range of more than 800km from its 75-litre tank.

Striking the right balance between ride comfort and load-lugging capacity has always been the big trick with utes in general. The fact is, there’s probably no ideal setting, especially considering the range of payloads a ute can be expected to carry on any particular day. In the BT-50’s case, Mazda has opted to go for a stiffer suspension tune. That means it can technically tow and haul with the best of them, but it also dictates that ride quality is far from what you’d call plush, even in this market segment.

The ute handles bumps best when the undulations don’t come too hot and fast. But strike a patch of high-frequency lumps and bumps and the suspension, particularly at the rear, starts to pogo about with a corresponding decline in ride control. The steering, too, seems to lack a little feel and is relatively slow-geared (although that has its benefits off-road).

The engine certainly does the job in isolation, but it’s likely to struggle a little with the full three-and-a-half tonnes on the hitch. It’s pretty noisy, too, and definitely sounds like a diesel, unlike some modern diesel designs that are more refined. There’s also a sense that Mazda has ditched some of the sound deadening of other BT-50 models, as the engine is certainly heard and felt. The optional snorkel moves the induction noise right into the driver’s window when it’s open, too.

But the new eight-speed automatic transmission is a beauty. Upshifts are crisp and smooth and even the downshifts as you approach a full stop are measured and calibrated to never intrude. And it’s nice to see a conventional T-bar shifter with no separate park button or non-intuitive movements required.

We didn’t get a chance to try the BT-50’s off-road chops, but past experience tells us that the Mazda will be pretty good. As with many four-wheel-drive utes, the limiting factor will be the standard tyres fitted at the factory.

Large handles on the A pillars assist climbing aboard into a comfortable and spacious driving position, enhanced by steering wheel and seat adjustments (including power lumbar support) plus a left footrest, which ideally could be a tad wider.

The claimed ride and handling changes resulting from Premcar’s suspension tuning are so seamless they would be hard for most Navara drivers to define. All that matters is how it feels behind the wheel.

And I must say it’s a nice thing to drive, which is consistent with all the Premcar-enhanced D23 Navaras we've tested before it, combining excellent steering feel with supple yet responsive ride and handling whether unladen or loaded.

The switch to electric power steering also provides a noticeably light turning effort when parking which becomes increasingly firm with a stronger self-centering effect at highway speeds, like all variable-ratio systems should.

The six-speed auto’s gearing optimises performance in urban use by keeping the engine operating within its peak torque band most of the time, which ensures a consistently energetic response. It’s also a relaxed highway cruiser, requiring less than 2000rpm to maintain 110km/h where low noise levels allow conversations without raised voices.

To test its GVM rating we forklifted 650kg into the load tub, which combined with our crew of two equalled a total payload of 830kg that was still more than 200kg below its legal limit. The heavy-duty rear springs only compressed about 30mm under this loading, which ensured ample bump-stop clearance and no bottoming out on our test route.

Its handling remained surefooted and predictable when hauling this payload, which, combined with the Navara’s hearty 470Nm, ensured it made light work of our 13 per cent gradient, 2.0km long set climb. It also provided strong engine braking on the way down, so overall it proved to be a competent load hauler.

The only negative from a driver’s perspective is the Navara’s inheritance of the Triton’s annoying driver distraction monitor, which even beeped and prompted me to ‘please look forward’ when I dared to look at the central and passenger door mirrors when overtaking another vehicle. Seriously? It’s ironic that a driver distraction monitor can be distracting, but it is.

The Navara has a five-star ANCAP rating (tested 2024), and comes with eight airbags, auto emergency braking (AEB) with pedestrian and cyclist detection and junction assist, front and rear cross-traffic alert, traffic sign recognition, adaptive cruise control, lane-keeping, front and rear parking sensors, 360-degree/reversing cameras, trailer stability assist and lots more.

The rear seat has ISOFIX child-seat anchorages on the two outer seating positions and three top-tethers.

Mazda’s standard five-year/unlimited-kilometre warranty applies to the BT-50 range, and includes the first five years of roadside assistance, too.

Service intervals are every 12 months or 15,000km, whichever comes first. Capped-price servicing is available with the first five years of servicing costing $2188 on 4x2 versions and $2302 for 4x4 variants.

It’s worth mentioning that the BT-50’s new engine is Euro 5 compliant but doesn’t require AdBlue, reducing running costs.

The Nissan Navara comes standard with a five-year/unlimited kilometre warranty but up to 10 years/300,000km with matching roadside assist is available if the car is serviced at Nissan dealers.

Scheduled servicing is every 12 months/15,000km with capped pricing applicable for the first five scheduled services totalling $2495, or an average of $499 which is competitive with numerous well established rivals.

Nissan Australia has a large network of around 180-200 dealers which includes every state and territory.