2021 Mazda BT-50 Thunder review: long-term update – Off-road performance

For cars spending time with Sam Purcell, adventure off-roading trips are a regular part of the routine. Our long-term Mazda BT-50 Thunder is no different, and in this update we put it to the test off-road.

2022 Mazda BT-50 Thunder review

While four-wheel-drive utes no doubt spend the majority of their time plugging their way through town and down suburban streets – with only kerbs and potholes to conquer – they are capable of much more.

In fact, it’s a crucial part of the appeal in this segment. Many don’t want to take their brand-new four-wheel-drive ute off-road, which is quite understandable. But on the other hand, many brave the potential of pinstripes and dings in their search for adventure. 

Or, at least, they want to know that they can. 

And having a four-wheel drive like this 2021 Mazda BT-50 Thunder – top of the pops for Mazda’s ute in terms of specification and cost – made it easy to head out into the bush to find some new tracks and see how capable it is.

It’s especially handy in the lead-up to the maelstrom of testing and evaluation that made up our annual Drive Car of the Year awards. The Mazda BT-50 was in the thick of this, both as a worthy co-winner of its segment, but also as a workhorse during the event.

We needed locations and detailed plans for our testing procedures, which was ample enough excuse for me to spend some quality time with the BT-50 in the bush.

Costing $70,990 drive-away (or $67,990 before on-road costs), the BT-50 is the most expensive variant in Mazda’s ute range. While the underpinnings and development of this ute are shared with (and led by) Isuzu, the BT-50 Thunder gets a unique flavour of bolt-on accessories.

2022 Mazda BT-50 Thunder review

2022 Mazda BT-50 Thunder review

2022 Mazda BT-50 Thunder review

2022 Mazda BT-50 Thunder review

Using the GT specification as a base (which costs $57,090 drive-away), the BT-50 adds in things like fender flares, a hoopless steel front bullbar, underbody protection, Lightforce light bar, and electric roller cover for the tub.

There’s also a different-style rear sports bar, black 18-inch wheels, and Thunder decals on the tub.

Some of the execution won’t be to everybody’s taste. The front fender flares stop quite dramatically at the bullbar because the bar replaces the entire front bumper. Instead, Mazda could have used a tapered design for the flares that would help smooth the look out.

Another miss for me is the lack of winch compatibility in the bullbar. However, the bullbar does improve protection and off-road clearance, allowing you to idle up to challenging obstacles with more confidence and less chance of damage.

Overall, the raw off-road capability of the BT-50 Thunder remains mostly unchanged in comparison to the broader range. And for that matter, the Isuzu D-Max.

That is to say, the BT-50 is good without being the best in the class. The locking rear differential is always a helpful ally on rough tracks, and seems to work more effectively than the off-road traction control. With tyres aired down, you’ll likely run out of ground clearance before traction in most situations.

The 3.0-litre, four-cylinder turbo diesel engine might not carry the same punch of performance as the BT-50’s previous Ford-sourced 3.2-litre five-banger, but it’s a torquey, relaxed unit that feels well-suited to off-road driving. It’s matched well by the gearing in the six-speed automatic gearbox, and low-range gearing is adequate enough for most off-road endeavours.

And, of course, this Isuzu-sourced engine carries an impressive pedigree for reliability.

General ground clearance – listed somewhat optimistically at 240mm – is on par for most other four-wheel-drive utes with similar suspension and tyre diameter.

We tested out the upper reaches of the BT-50’s 800mm wading depth and encountered no problems. Mazda has a snorkel in its arsenal of genuine accessories ($1150), and there is a litany of aftermarket options as well.

We did have some dramas with the tyres during our time with the BT-50, the front passenger-side unit coming off second best in a duel with some sharp, shaly Blue Mountains rocks.

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It’s part of life for off-roading, and something that will be a more common occurrence with softer, road-biased tyres like these Bridgestone Duelers. We replaced the buggered rubber with the underslung spare – noting that it didn’t match the black Thunder alloy wheels, though it is a full-size wheel – and continued on our merry way.

For those that want to do more regular off-roading, we’d recommend they look at replacing the tyres with something more suited to the abuse: all-terrain tyres with a light truck construction would be a good starting point.

2022 Mazda BT-50 Thunder review

2022 Mazda BT-50 Thunder review

2022 Mazda BT-50 Thunder review

And with the standard-fitment fender flares of this BT-50 Thunder, you could splash out on some different wheels with more negative offset, potentially allowing some slightly taller tyres to fit without rubbing.

As always, check how much modification you can do before you need to delve into the expensive and complicated world of engineering certification, which varies from state to state in Australia.

But some slightly taller tyres, sitting a shade wider in the wheel arches, would likely do as much good for the BT-50 Thunder aesthetically as it would in off-road chops.

MORE: Long-term report one: Introduction
MORE: Everything BT-50

Keyword: 2021 Mazda BT-50 Thunder review: long-term update – Off-road performance