Mazda BT-50 vs Mercedes-Benz X-Class

What's the difference?

The XTR LE adds polish to the BT-50 line-up, in more ways than just its silver metallic paint and highly buffed accessories. It also has exceptional fuel economy and is equally competent as a suburban daily driver, tradie’s workhorse and weekend escape machine, with robust load-carrying and towing ability. For those wanting an upmarket version of the popular XTR, the LE has plenty of appeal. 

The X was an opportunistic shot at a market segment new to Benz. With even apprentices able to afford to buy a well-specced Hilux, it's become harder to separate the foreman from the kids. I, like Mercedes, thought this would be the boss's car. Mercedes saw the gap and went for it, thinking it could grab sales from top end utes from VW, Toyota and Ford, while maybe saving a few folks from buying a RAM or an F150.

The problem is, the target market knows its utes. And in a rough-and-tumble workplace, the perception is that if you've spent up big on this Merc, you've actually just paid too much for a Nissan Navara. Still, like those flawed movies I enjoy, the X-Class is a fine thing - and I don't blame Mercedes for trying. It just costs too much, and yet isn't Mercedes enough to justify that price.

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.

Despite being a Japanese ute in drag, the X-Class isn't immediately rumbled as resembling a Nissan, which certainly should count in its favour. Everyone who asked about it had little idea it wasn't a Daimler from the ground up, until you pointed out various details. Up here in the higher reaches, it's a really quality-looking thing, with beautiful paint and enough differentiation to make it look like a Merc. The headlights do seem a tad small next to the rest of the Mercedes range, but the whopping great three-pointed star in the grille leaves no one in doubt. 

It's fairly tasteful in silver, too, and with a few carefully chosen options it looks pretty tough.

Once you're inside you see where it starts to get confused about itself. The hard, scratchy plastic dash pokes out from behind a huge slab of metallic trim. The centre console is clearly a brother from another mother, as is the overall dash layout. The cabin lacks the thoughtfulness and quality of a Mercedes design - you can't just slap on those signature air vents and expect to get away with it. Every piece that comes from Mercedes appears glued on, and it's jarring. 

This might have been less of an issue if the car was significantly cheaper and not likely to be purchased by people who are familiar with the brand.

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.

I really can't imagine how anyone signed off on the most annoying features of the X. Front-seat passengers get a solitary, shallow cupholder (the second one is unusable), and big door bins that could hold a bottle if you didn't mind it getting smashed from sliding around (they're unlined), and nowhere to put your phone. Like, nowhere, except maybe the glove box. Even the centre console bin is shallow and not much good for anything, apart from as an armrest.

The front seats are reasonably comfortable but the rears are way too high (in the name of a better view) and rammed hard against the rear bulkhead. The rear doors are also pretty narrow, so entry and egress can be a bit of a challenge if you're large or toddler small. Once you're in the seats, legroom is limited and headroom marginal. At least you get air-conditioning vents, but you don't get an armrest in the rear. On a nearly $80,000 ute. Even the dark-ages Colorado has one of those.

Anyway, that's enough said about the interior flaws.

The tray is a big boy, but it's worth knowing that the roller cover does rob a bit of space, as it does on any ute. The optional tray liner looks good and with Mercedes-Benz stamped in it, reminds you again what you've got. All told, it's 1581mm long, 1560mm wide (1215mm between the wheelarches) and you can load up nearly a tonne of people and things into the X350. You can also tow a massive 3500kg braked and still be able to carry a payload of 490kg. Gross vehicle mass is 3250kg (tare is 2190kg).

The X-Class range starts at the $45,450 X220D manual dual-cab and reaches all the way to the $87,500 X350d Edition 1. One step back from that is the $79,415 X350d Power dual-cab with all-wheel drive. That nets you 19-inch alloy wheels, an eight-speaker stereo, climate control, around view camera, reversing camera, keyless entry and start, front and rear parking sensors, electric front seats, sat nav, auto LED headlights, fake-leather interior, heated and folding rear vision mirrors, power windows and a full-size alloy spare.

An 8.0-inch screen hosts Mercedes COMAND system, complete with rotary dial and the weird scratchpad. COMAND is not as good as its German rivals and for some reason doesn't have Apple CarPlay and/or Android Auto, which is a mammoth oversight for a car of this type and cost.

Our car also had the lockable roll cover for $3295, the $1551 styling bar, a tow bar ($836) and, presumably, tow-bar wiring ($462).

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 4x4 transmission has 2.482:1 low-range reduction and a switchable locking rear diff.

The X350d has something very Mercedes about it - the engine and transmission package. With 3.5-litres of turbo-diesel V6, you get 190kW at 3400rpm and a thumping 550Nm between 1400 and 3200rpm. These kind of figures at least put it up there with the brawnier VW Amarok.

Feeding the power to all four wheels is Mercedes' own seven-speed automatic. A centre diff apportions power front to rear and you have a choice of three modes - automatic, high range and low-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 4x4 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.

The X350d did pretty well in the week I had it - the official figure of 8.8L/100km was never going to happen but with a long motorway run to the Blue Mountains and the rest bashing about town, the 10.5L/100km I did achieve without trying was not bad at all. The 80-litre tank should give you a decent range of 750km, or thereabouts.

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 4x4, 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.

One of the weirder things to make it into the X-Class is the world's second most irritating column stalk, which is asked to pack in indicators, headlights and wipers. Thankfully, the world's most irritating column stalk, the Mercedes automatic shifter, wasn't inflicted on the X-Class. But the obvious problem is the key, which clearly isn't a Mercedes unit - even the star is ill-fitting and will probably fall off after a while. This is not a premium experience.

Thankfully, the big turbo-diesel wipes away a lot of the complaints about this car not being Mercedes enough. Brawny and super quiet (twin balance shafts will do that), the X is a very easy car to live with. While not especially lively, it's easygoing in the city and very refined.

On the open road it cruises almost silently and the ride is way above what you might expect from an unloaded tradie-mobile. It doesn't feel as high as some utes, which makes it feel a bit more car-like, and will no doubt appeal to some who might have to swap in and out of a traditional SUV and into the X, for whatever reason.

It is by far the most civilised ute I've ever driven and was worlds away from the Colorado I drove last week, to the point where I could almost - almost - see a justification for the unbelievably hefty price tag.

Credit for the refined ride and handling goes to the coil-spring rear end, much maligned in some quarters. While that style of suspension is not the ultimate in load-lugging, it's way more comfortable for passengers and, given the likely buyer profile, probably more agreeable than a cart-sprung rear-end.

I would cheerfully drive long distances in the X and it feels like it could go anywhere.

The Mercedes-Benz finally starts to puts its nose ahead of its competitors on the safety front.

The X350d has seven airbags, ABS, stability and traction controls, forward collision warning, low speed forward AEB, pedestrian detection, lane-keep assist and around-view cameras, trailer-sway control and hill-descent control.

It also has three top-tether and two ISOFIX points.

Its five-star ANCAP safety rating was awarded in 2017.

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.

Mercedes offers a three year/200,000km warranty for the X, which isn't too bad. It also throws in roadside assist for the duration. Also worthy are the 12 month/20,000km service intervals. 

A basic capped-price service scheme will hit you for $1950 (pre-paid) or $2,555 if you pay when you front up for each of the three services covered. The servicing isn't super-cheap, as you can see, but at least you know what you're up for.