Mazda BT-50 2025 review: 4x4 Thunder Pro Pack

At $83,141, before on-road costs, the BT-50 Thunder Pro is $9046 more expensive than the standard Thunder on which it builds.

The Thunder being the otherwise top-spec model, starting at $74,095, before on-roads, is still itself up there with the likes of the Ford Ranger Wildtrak ($74,840) and Toyota HiLux GR Sport ($74,310), both toughened-up rivals in terms of their styling.

The Thunder already comes with a decent list of features, arguably more than most dual-cab buyers are looking for, so it would be an understatement to call the Thunder Pro ‘well-equipped’.

The Thunder’s list of standard equipment includes electrically adjustable driver’s seat, heated seats in leather up front, a leather-wrapped steering wheel, a 9.0-inch multimedia touchscreen, eight-speaker sound system and both 12-volt and USB-A plugs for devices. You’ll need the latter for Android Auto phone mirroring, because only Apple CarPlay is wireless.

Outside, the Thunder is distinguishable by its bullbar with mounted Lightforce LED light bar, fender flares, side steps and its sports bar up back over its electric roller tonneau cover.

The Pro Pack adds manually adjustable Old Man Emu BP-51 suspension, featuring nitrogen-filled dampers with a remote reservoir, as well as round Lightforce spotlights joining the LED light bar and a snorkel.

The Thunder Pro has plenty of kit, but you’ll be shelling out plenty, too.

Like some elements of any dual-cab, be it the suspension or interior materials (depending on what model we’re talking about), there are some let-downs. But ultimately, the BT-50 does a pretty good job in terms of practicality, especially in the Thunder Pro.

The multimedia screen, as mentioned earlier, looks about a decade too old and is relatively rudimentary to match. The ability to phone mirror should bypass this for most owners, avoiding the relatively outdated graphics and slightly laggy software.

But after two full days of driving in the BT-50 (through Victoria and NSW), the interior proved an otherwise comfortable and practical space to undertake a road trip.

The seats, for example, are supportive and the leather feels of a decent quality. It’s the kind of interior you’d be shocked to see inside a ute a couple of decades ago. 

The steering wheel and its buttons make plenty of sense, and despite a lack of dials for volume or climate controls, there are still physical controls for almost everything. The row of heating and ventilation settings being separate from the multimedia screen will be a plus for most.

There’s a series of inputs and plugs - 12V, USB-A and an aux plug, as well as clear controls for the drive and off-road settings.

Storage is adequately covered with decently positioned cupholders, door storage, and a dual-glove box situation.

The rear seats, while lacking in some amenities (a USB port aside), still have enough space to not feel cramped, while the seats might just start to get a little uncomfortable after long enough - as is the nature of most dual cabs’ second rows.

Worth noting that despite the usefulness of an electric tonneau cover on paper, the housing for its roller mechanism takes up quite a bit of space in the tray. So, if you need to haul bulky gear or even lighter loads, you lose some of its open-top dimensions.

While the BT-50’s main rival, Ford’s Ranger (and the related VW Amarok), is often considered the class leader in road manners, the Thunder Pro’s Old Man Emu BP-51 suspension upgrade is a game-changer for the ute.

Even on particularly rough roads with brutal unexpected waterlogged potholes, the BT-50’s OME set-up managed to keep the ute on track and settled without letting crashy vibrations and forces enter the cabin too acutely.

Of course, the BT-50 is still a ladder-frame ute, and combining that with torrential rain in the middle of almost-nowhere isn't the right combination when it comes to leaning on a dual-cab’s dynamic ability.

But the braking and steering in the BT-50 are impressive for its category, both feeling well-sorted: the former firm and strong when needing to stop quickly, the latter light but communicative enough for purpose.

2025 Mazda BT-50 4x4 Thunder Pro Pack

The Mazda doesn't feel too top-heavy in cornering, no wild pitching or rolling here. Stable on gravel, too, feeling sure-footed and only intervening with active stability control when necessary and in a measured way. 

With just little old me and some overnight luggage, the BT-50’s engine wasn’t exactly pushed to its limits hauling the 2.2-tonne-plus ute up the Hume Highway at 110km/h. But even on twistier roads and under load up hills it never felt lacking.

Though not on this test, we’ve also tested the BT-50 under load and towing, both proving easy tasks for the ute.

2025 Mazda BT-50 4x4 Thunder Pro Pack

Mostly low-RPM work and cruising contributed to its fairly efficient fuel figure mentioned above, but putting the right foot down a few times confirmed the 3.0-litre turbo-diesel has some decent muscle if needed.

Finally, and very much worth noting if the Pro Pack is why you’re reading this, the combination of Lightforce LED light bar and twin-spotlights is a must if you regularly drive at night through unlit regions of Australia.

As someone who grew up driving 4WDs with spotlights at night on interstate trips, the lights fitted to the Thunder Pro are impressive in their illumination, combining relatively wide light - perfect for ensuring you’re not caught out by surprise wildlife crossing your path - with the strong beams from the spotlights turning what seems like thousands of metres of road ahead into daylight.

Both sets of lights are controlled by buttons on the right of the steering wheel, useful for when you only need one, or when standard high-beams alone will do.

Mazda has a five-year/unlimited kilometre warranty for all its models, plus capped-price or pre-paid servicing plans offered over two-, three-, four- and five-year periods are available.

For the BT-50, servicing is scheduled for every 12 months or a lengthy 20,000km, whichever comes first. And the average cost per workshop visit (capped price) is $661, compared to $595 pre-paid.