Mazda BT-50 2018 review: GT

We went straight to the top with the 4x4 dual cab GT, which is available with a six-speed manual ($52,490), or six-speed auto like our test vehicle ($54,090). Given the GT is the highest model grade available in the BT-50 range, its pricing looks good against rival premium 4x4 dual cab offerings like the more lavishly equipped Toyota Hilux SR5+ auto ($58,440) and Ford Ranger Wildtrak auto ($60,090). 

The GT specification includes black leather-trim for the seats, steering wheel and gearshift handle, eight-way power adjustable driver’s seat, dual-zone air conditioning, multiple connectivity multimedia system with 8.0-inch colour touchscreen and digital (DAB) radio, 17-inch alloys with 265/65 R17 tyres and a full-size steel spare, rain-sensing wipers, chrome rear bumper, polished tubular side-steps, privacy glass and more. However, we reckon at least a tow bar and tonneau cover should be standard at this premium model grade.

Our test car had a black steel bull bar and driving lights, which added over $3k to the price.

Our test vehicle was also fitted with some Mazda genuine accessories including a black steel bull bar ($2538.63), driving lights ($825.93), wired 3.5 tonne tow-bar ($1017.67), dual battery kit ($1296.79), soft tonneau ($748.54) and embossed load floor mat ($426.84). They all look great and work well, but combined would add almost $6900 to the vehicle’s purchase price, pushing it above Ford's Wildtrak.

One of the BT-50’s enduring strong points is the Euro 5-compliant 3.2-litre in-line five-cylinder turbo-diesel shared with the Ranger. With its intercooled, 20-valve, DOHC design and drive-by-wire (Wi-Fi) throttle control, this loping, low-stressed unit churns out 147kW at 3000rpm and 470Nm of torque between 1750-2500rpm, which makes light work of city/suburban commutes during the week and lugging your caravan, boat or horse-float on weekends.

The five-cylinder diesel engine is a strong point for both the Ranger and the BT-50, it produces 147kW/470Nm.

The six-speed ‘intelligent’ automatic transmission is also a proven performer, with 'Active Adaptive Shift' (AAS) that optimises the selection of its six ratios to suit different driving styles. There’s also a sport mode for sharper acceleration and the option of sequential manual shifting, which is great when hauling heavy in hilly country or you need to quickly select a lower gear to exploit its excellent engine braking on steep descents. 

The dual-range, part-time, 4x4 transmission with 2.718:1 low range reduction and super low 42.3:1 crawler gear is controlled by a dial on the console, with the ability to select hi-range 4x4 on the move most handy on slippery gravel or icy roads. A console button electronically locks the rear differential for the really tough stuff.

Overall the BT-50 feels like the Ranger did before its mid-life upgrade. The inherent sure-footed handling, ride quality and braking is still there, along with the low-stressed throb of the five-cylinder turbo-diesel and its efficient six-speed auto.

The most noticeable difference is the steering. When Ford went its own way with a new electrically power-assisted system in the PXII, Mazda stuck with the original hydraulic set-up and a steering weight that remains more linear and firmer in feel regardless of road speed. As a result, the BT-50 feels a bit more truck-like to drive, which is most noticeable in city and suburban driving when parking is a regular requirement. 

At highway speeds (100km/h) the cabin environment is quiet and civilised, with the big 3.2 litre engine ticking over at only 1750rpm which is at the base of its peak torque curve. At 110km/h the revs only increase to 2000rpm, with torque to burn if you’ve got a big payload or trailer or both.

To test its one tonne-plus payload rating we inflated the tyres to their recommended pressures (38psi front/44psi rear) and loaded 770kg on board, which with a full tank of diesel, a driver and the combined weight of genuine accessories equalled a payload of more than 1000kg. 

And it’s under these loads that the BT-50 really shines, with the rear leaf spring packs compressing just under 50mm (with heaps of bump-stop clearance) and the nose rising 20mm with no noticeable decline in steering or front brake response. At highway speeds the ride quality becomes smoother, with the heavily-loaded suspension soaking up the bumps with ease, tracking straight and maintaining its reassuring composure on potholed bitumen and gravel back roads.

The BT-50 also easily cleared our 13 per cent gradient 2.0km set climb at 60km/h, self-shifting back to fourth and settling at 2250rpm all the way to the top with a light throttle. On the way down, with second gear manually selected to test engine braking, it peaked at 3950rpm on over-run (4900rpm redline) and confidently restrained its one-tonne payload without once having to touch the brake pedal. That’s really good engine braking, as most utes we’ve tested can’t do this. Most impressive.

Our only major criticism is the digital (DAB) radio. Sound quality when you have a good signal is excellent, but the audio continually drops out with silence sometimes lasting for minutes at a time. And beyond metro areas, there's literally more silence than sound. It doesn’t work in tunnels either and the control screen interface is not user-friendly or intuitive, even for tech-savvy teenagers.

Mazda offers a two year/100,000km warranty for the BT-50. If 100,000km is not reached within two years, warranty cover automatically extends to three years or 100,000km whichever comes first. Roadside Assistance is available at extra cost. 

Scheduled servicing is due every 10,000km with alternating capped prices of $401 and $541 for each service up to 50,000km.