Renault Kangoo vs Mazda BT-50

What's the difference?

The latest petrol-powered Kangoo has the pricing, practicality and performance to win friends in Australia’s small commercial van class. If you can afford an option pack or two, like those fitted to our test vehicle, it's even better.

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.

Our test vehicle is less than 4.5 metres long (4488mm) and well under 2.0 metres in width (1859mm) and height (1830mm), making it ideal for those with either limited parking space and/or needing to access space-restricted areas in their working roles.

Its compact 2716 wheelbase results in an 11.3-metre turning circle. This is larger than you might expect, given it’s no tighter than Toyota’s shortest HiAce mid-sized van.

However, it’s also line-ball with its small van rivals, which highlights the restrictions in steering lock shared by front-wheel drive vehicles compared to rear-wheel drivers like the HiAce.

The Kangoo features MacPherson strut front suspension and its rear suspension uses torsion bar primary springing supplemented by a pair of secondary coil springs for carrying heavy loads. There’s also rack and pinion steering and a quartet of disc brakes.

Bodywork and wheels confirm its no-frills work focus, with unpainted dark grey plastic prominent on the hubcaps, front/rear bumpers and along the sides where bumps and scrapes usually occur.

It has tidy styling for a commercial van, including the sharp cabin design that combines a tasteful blend of grey and satin chrome hard surfaces with the practicality of wipe-clean fabric upholstery and vinyl floors.

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.

Our test vehicle’s 1447kg kerb weight and 2010kg GVM results in a useful 563kg payload rating.

It’s also rated to tow up to 1500kg of braked trailer and with its 3510kg GCM (or how much it can legally carry and tow at the same time) it can carry its maximum payload while towing its maximum trailer weight for optimum versatility.

Cargo bay access is through asymmetric rear barn-doors which can be opened to 180 degrees for forklift and loading dock access, or sliding doors on each side with (according to our tape measure) 625mm openings. The walls and doors are lined to mid-height and there’s internal lighting.

The cargo bay’s load volume is a competitive 3.3 cubic metres and with more than 1.8 metres in length, almost 1.6 metres in width and more than 1.2 metres between the rear-wheel housings, it can easily swallow one standard Aussie pallet or two Euro pallets.

The load floor, which does not include a protective liner as standard equipment, offers a choice of six load-anchorage points.

The solid bulkhead doubles as a sturdy cargo barrier and insulates the cabin from cargo bay noise, most of which comes from the tyres emanating through the rear-wheel housings.

Given its compact dimensions, the cabin is surprisingly spacious and accommodating even for someone my height (186cm), thanks to front doors that open to a full 90 degrees, generous leg and elbow room plus a high roof relative to the seating position that adds to the airy feel.

Storage includes a large-bottle holder and bin in the base of each door, single glove box, full-width overhead shelf, large open tray in the centre of the dash-pad and (in standard form at least) a centre console with two cupholders and trays for small items.

However, given our test vehicle is equipped with the optional Business Pack, the standard console is replaced with a more elaborate version, which in addition to a pair of cupholders has a wireless phone-charging dock up front and a box with hinged lid at the back.

There’s also a sizeable clamshell-lid compartment set into the dash-pad ahead of the driver, which includes a smartphone holder on a stalk that can be easily moved to either side of the compartment depending on driver preference.

Our only criticism is the lid on the optional console box. Although it’s been thoughtfully angled downwards at the front to provide the driver with comfortable elbow support, there’s no mechanism on the hinge to hold it in the open position.

This makes it awkward to access the box, as the angled lid naturally wants to keep closing on your hand, so a detent in the hinge would be useful.

And, in a similar context, we’d also like to see hinge detents (or struts) to firmly hold the rear barn-doors open in their 180-degree positions, given their propensity to slam shut if hit by wind gusts during loading/unloading.

This can potentially injure the operator, so these devices should be standard issue, not only for Kangoos but all barn-door vans.

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.

While the XS remains the entry-level BT-50 variant, you once again have the choice of two or four-wheel drive, with price-tags to match. So, starting at the start, the 4x2 XS single-cab cab-chassis now kicks off at $37,900 before on-road costs with the dual-cab pick-up (styleside) 4x2 variant at $46,710.

Move up to all-wheel drive and there’s no single-cab option. Instead, things start with the dual-cab cab-chassis 4x4 at $53,120 and the dual-cab pick-up at $54,720.

Aside from the bigger engine and stronger performance, you now get an eight-speed transmission and there’s fuel-saving stop-start tech that was once only available on higher-spec BT-50s.

Other additions for the XS include LED headlights, adaptive cruise control, wireless connectivity for both Apple Car Play and Android Auto, a reversing camera and an 8.0-inch touchscreen. There’s also digital radio and hill-descent control.

But the XS’ place at the bottom of the BT-50 ladder is confirmed with the cloth-trimmed interior, vinyl flooring and plain steel wheels for all but the dual-cab pick-up 4X4 variant which gets alloy wheels.

Which is all fine and gives the Mazda something of a pointy stick with which to poke at the incoming competitors (mainly) from China, but where does that place the XS relative to the 3.0-litre BT-50? Well, if you take the XT variant with the 3.0L engine and the same body and driveline layout, the XS comes in at just $2500 less. That’s not a huge saving either as an outright number or in terms of the monthly lease repayments.

Part of that is because Mazda has also hiked prices across the BT-50 range in tandem with announcing the new XS. Which means that spec-for-spec 1.9 versus 2.2-litre XS is now $1500 more than it was. But even if Mazda had held prices on the XS variants, would $4000 be enough of a difference? For reference, the original XS sliced $3000 off the 3.0L price when it was launched back in late 2021.

There are areas where you can see where Mazda has pulled a few dollars out of the vehicle, starting inside with the small centre touchscreen, the truly tiny central dash-cluster screen, and the cloth trim. There’s also a bit of hard plastic in evidence and the air-conditioning lacks the set-and-forget function of climate control systems. The keyless entry and start has gone and the XS is started with an old fashioned ignition key. The XS specification also loses the front and rear parking sensors and the tyre-pressure monitoring system.

You might also imagine the drum rear brakes are another giveaway but, in fact, they’re standard across the whole BT-50 line-up.

The Euro 6 emissions-compliant 1.3-litre turbocharged four-cylinder engine produces 96kW at 5000rpm and 240Nm at 1600rpm.

Its seven-speed dual-clutch automatic provides the option of sequential manual-shifting plus three drive modes comprising 'Normal', 'Eco' and 'Performance', which alter the shift calibrations to optimise engine efficiency in each setting. They are selected using a button on the dash.

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.

Renault claims average combined consumption of 6.4L/100km and the dash display was showing 7.8 when we stopped to refuel at the completion of our 254km test, of which about one third of that distance was hauling more than half a tonne of payload. We also had the annoying engine auto stop/start function switched off for the duration.

Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 8.6 which was still within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ figures.

So, based on our consumption number, you could expect a ‘real world’ driving range of around 630km from its 54-litre tank which should only be filled with premium petrol (min 95 RON).

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.

Apart from the huge and unavoidable solid-walled blind-spot over the driver’s left shoulder, the Kangoo feels more like a nippy small car than a commercial van.

The driver’s seat has no adjustments for lumbar support or base-cushion rake and the backrest angle is restricted by the bulkhead close behind it, but there’s still enough room even for tall people to find a comfortable driving position.

Its leather-rimmed wheel feels nice in your hands and the unladen ride quality is excellent, with nicely weighted and responsive steering feel, reassuringly strong braking and suspension settings that combine good handling response with supple bump absorption.

The turbocharged 1.3-litre four is a refined and willing performer, albeit with softer response below its peak torque band which is tapped at 1600rpm.

From there it happily spins its way to maximum power at 5000rpm, with the dual-clutch auto getting the best out of this engine in all drive modes, when either unladen or hauling a heavy load.

Its diminutive size and agility are well suited to zipping through heavy city traffic, squeezing into tight loading zones or negotiating narrow and crowded city lanes for delivery work.

Manual sequential-shifting allows more direct control if preferred when hauling heavy loads, or for those simply wanting a more engaging drive experience (particularly in Performance mode).

It's impressively quiet up to 80km/h in city and suburban use, but at highway speeds tyre noise becomes more intrusive (particularly on coarse bitumen surfaces) and some wind noise is evident.

The engine requires only 2000rpm to maintain 110km/h cruising speeds and the (optional) adaptive cruise control is resolute in maintaining its speed settings, even on long and steep descents.

To test its GVM rating, we forklifted 415kg into the cargo bay which with driver equalled a payload of just over half a tonne, or about 50kg under its legal limit.

The rear suspension compressed 55mm, which engaged the long cone-shaped jounce rubbers positioned inside the rear coil springs to provide a second stage of load support.

The Kangoo coped commendably with this payload, floating smoothly over bumps and with minimal effect on handling, braking and engine performance.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, quickly self-shifting down to fourth gear to easily reach the summit.

Engine-braking on the way down was not as robust, as you’d expect from such a small engine with more than half a tonne on its back, but still within expectations for small vans.

Our only gripes are the absence of a full-width driver’s left footrest and that the thick panel separating the bulkhead windows almost completely blocks the central mirror’s view through the LHS barn-door. You can option a smart digital mirror with rear-facing camera to resolve this issue, but that’s another $800.

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.

The Kangoo petrol is backed by a five year/200,000km warranty, whichever occurs first. There's also complimentary roadside assist for up to four years/120,000km, with annual renewals available after that.

Scheduled servicing is every 12 months/30,000km with capped-pricing for the first five scheduled services totalling $2385, or an average of $477 per year.

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.