Likes
Good looks Frugal thirst Load-hauling/towing
Dislikes
No multimedia dials Driver’s sun-visor glitch Single rear-seat USB port
Since the launch of the current generation BT-50 in 2020, Mazda has consolidated its foothold in Australia’s highly competitive 4×4 ute market.
Latest industry sales figures show the Isuzu-based ute is locked in a close battle with Mitsubishi’s venerable Triton for fourth place in the sales race behind the Isuzu D-Max, Toyota HiLux and market-leading Ford Ranger.
To capitalise on the BT-50’s popularity, Mazda has released a new addition to the local line-up based on the XTR model grade.
It’s called the LE, which the company claims offers enhanced looks, greater functionality and added customer value.
We recently spent a week behind the wheel to assess its appeal for tradies and families alike.
Price Guide
$64,295
Based on new car retail price
See pricing and specification for 2023 Mazda BT-50 pricing & specs
Price and Features – Does it represent good value for the price? What features does it come with?
Our XTR LE test vehicle is available only with the top-shelf 3.0-litre turbo-diesel, six-speed torque converter automatic and ‘Ingot Silver Metallic’ paint for a list price of $64,295, plus on-road costs.
The letters LE usually stand for Limited Edition, but as Mazda does not have a capped build number for this ‘edition’ its production numbers will only be ‘limited’ by how many it can sell.
Based on the popular XTR grade, which is an enhanced version of the entry-level XT, the LE adds three good-looking items from the Mazda Genuine Accessories range comprising a single-hoop polished alloy bull-bar, polished stainless steel sports-bar and a heavy-duty tub-liner.
Mazda claims the LE pricing represents a $2500 saving compared to specifying these accessories separately. Even so, it surpasses the price of the GT which sits one grade above the XTR in the BT-50 model line-up at $62,510.
These accessories are in addition to numerous standard XTR features including 18-inch alloy wheels with 265/60R18 tyres and a full-size alloy spare, body-coloured power-folding door mirrors and LED headlights, daytime running lights and fog lights.
XTR cabin highlights include keyless entry (with auto central-locking when you leave the vehicle), dual-zone climate control, leather-wrapped steering wheel and gear-knob, auto-dimming interior mirror and rear seat fold-down centre armrest.
The eight-speaker multimedia system has a 9.0-inch colour touchscreen display, along with steering wheel controls and multiple connectivity including Apple CarPlay/Android Auto. There’s also a 12-volt accessory outlet and USB-A charging ports front and rear.
Design – Is there anything interesting about its design?
The XTR is a happy medium between the work-focused XS and XT models and higher-grade GT, SP and top-shelf Thunder offerings, so the additional equipment that comes with the LE enhances the appeal of this popular model grade.
The bull-bar integrates with the BT-50’s safety systems ensuring crumple zones, airbags and driver assistance systems are not compromised.
This bull-bar design also ensures no adverse effect on engine and transmission cooling and its single hoop is ideal for mounting extra driving lights.
The load tub-mounted sports-bar includes an integrated brake light for enhanced safety, while the heavy-duty tub-liner protects against dents and scratches.
The XTR interior has a quality look and feel with a tasteful blend of piano black and satin chrome highlights on the dashboard and door linings, contrasting fabric seat trim, exposed stitching along numerous seams and adjustable centre console a/c vents for rear seat passengers.
Driver and front passenger get comfortable bucket seats and the rear seating is also accommodating, with ample head and kneeroom even for tall adults.
However, shoulder room is tight when travelling three-abreast, so like most dual cabs of this size it’s most comfortable as a four-seater.
Practicality – How practical is its space and tech inside?
The addition of the LE’s accessories adds 81kg to the XTR’s kerb weight, which increases from 2030kg to 2111kg. As a result, the payload rating must drop by the same amount, from 1070kg to 989kg, to avoid exceeding the vehicle’s 3100kg GVM.
The LE retains the XTR’s class-benchmark 3500kg braked tow rating but to keep below its 5950kg GCM (how much it can legally carry and tow at the same time) while doing that, the payload limit would have to be reduced by a sizeable 650kg.
Alternatively, you could lower the trailer weight limit by the same amount (to 2850kg) and keep the full payload, which is not only more practical but also safer for towing.
The lined load tub is 1571mm long, 1530mm wide and 490mm deep with 1120mm between the wheel housings, which means it can’t carry a standard Aussie pallet but will take a Euro. There are four sturdy load anchorage points.
Cabin storage includes a large-bottle holder and bin in the base of each front door. The dash offers a closable compartment to the right of the driver’s knee for small items, upper and lower glove boxes and an overhead glasses holder.
The centre console has an open tray at the front, dual small-bottle/cup-holders in the centre and a small box at the rear with a contoured lid that doubles as a driver’s elbow rest.
Rear passengers get a large-bottle holder and small bin in each door, plus pockets on the front seat backrests and two pop-out cup holders in the fold-down centre armrest. So, in total that’s four large-bottle holders and six small-bottle/cupholders.
The 60/40-split rear seat base-cushions can also swing up and be stored vertically if more internal load space is needed. This also reveals two underfloor compartments with lids for keeping valuables out of sight, so there are plenty of places to store things.
Under the bonnet – What are the key stats for its engine and transmission?
The Isuzu-sourced 3.0-litre four-cylinder intercooled turbo-diesel is a refined and proven performer, producing 140kW at 3600rpm and 450Nm of torque which peaks across a 1000rpm-wide band between 1600-2600rpm.
This is paired with a refined Aisin six-speed torque converter automatic, offering fast but smooth shifting and intelligent protocols that prompt automatic downshifting to assist with engine-braking on steep descents.
It also has sequential manual-shifting plus overdrive on the top two ratios to optimise fuel economy during highway driving.
The part-time, dual-range 4×4 transmission has 2.482:1 low-range reduction and a switchable locking rear diff.
Efficiency – What is its fuel consumption? What is its driving range?
Mazda claims official combined cycle consumption of 8.0L/100km which was close to the 8.4 showing on the dash display at the end of our 276km test.
Both were close to our own figure of 8.7 calculated from fuel bowser and trip meter readings, which is outstanding single-digit economy for a 4×4 dual-cab ute weighing more than two tonnes.
So, based on our numbers, you could expect an excellent real-world driving range of around 870km from its 76-litre tank.
Driving – what’s it like to drive?
There are big handles on the front windscreen pillars to assist entry and it’s easy to find a comfortable driving position given the spacious cabin, height/reach adjustable and leather-wrapped steering wheel, big left footrest and adequate adjustment in the driver’s seat which includes variable lumbar support. However, some rake adjustment in the seat base would be welcome.
It has solid build quality with low engine, tyre and wind noise. All-round vision is good, enhanced by useful driver aids like blind-spot monitoring and a reversing camera.
Our only criticisms are an annoying glitch in the design of the driver’s sun-visor, which clips the edge of the rear-view mirror enough to dislodge it each time the visor is swung down.
And there are no rotary dials on the media screen for quick and easy adjustment of audio settings. Buttons are not as user-friendly.
Handling is sure-footed for a high-riding 4×4, the braking is reassuringly strong (particularly under load) and steering feel is amongst the best in class.
The engine has good response and never feels sluggish in city and suburban driving thanks to its broad spread of torque, enhanced by an automatic transmission that generally gets the best out of this engine without the need to manual-shift.
It’s also a comfortable and economical highway cruiser. With the overdriven top gear and full torque converter lock-up, it can consume long distances with minimal effort as the engine requires only 1600rpm to maintain 110km/h. The adaptive cruise control works well.
We didn’t forklift a load into the LE as we have already tested the standard XTR on which it’s based with a 950kg payload, which was only 40kg under the LE’s maximum rating.
On that occasion the leaf-spring rear suspension compressed 75mm, but there was still more than 30mm of stationary bump-stop clearance remaining. That ensured it never bottomed-out, floating over large bumps and through dips with ease.
We have also towed a 2.5-tonne dual-axle caravan with an XTR during which it also excelled, so in LE form it’s not only a comfortable daily driver but a competent load-hauler, too.
Safety – What safety equipment is fitted? What is its safety rating?
The BT-50 has a maximum five-star ANCAP rating awarded in 2020. Advanced safety includes eight airbags and a comprehensive list of active safety features headlined by AEB.
There are also ISOFIX and top-tether child seat attachments on the two outer rear seating positions.
Ownership – What warranty is offered? What are its service intervals? What are its running costs?
The BT-50 is covered by a five-year/unlimited km warranty.
Scheduled servicing is every 15,000km or 12 months, whichever occurs first.
Minimum combined cost is $2404 for the first five scheduled services, for an annual average of $481.
Keyword: Mazda BT-50 2023 review: XTR LE