Mazda BT-50 vs Toyota Land Cruiser

What's the difference?

The Mazda BT-50 was already a decent ute with a lot to like about it, but this third-generation variant doesn’t feel as cohesive a package as it does in Isuzu D-Max form. 

However, it’s still comfortable, capable and, with a few styling tweaks, Mazda has managed to up the BT-50’s prestige factor without overdoing it. 

For me though, it’s the D-Max’s rough charm – underneath the BT-50’s metal – that is this Mazda ute’s most appealing quality.

The Toyota LandCruiser 300 GR Sport is a total knockout when it comes to its looks, comfort and practicality. It’s stupidly easy to drive and has a fuel efficiency that should make you swoon but the servicing is a bit annoying and it’s not the most affordable option on the market. However, even though it hasn't benefited from any updates this year, you don't feel like you're missing out on any luxuries.

My son adores it, wants it and will be very disappointed when we hand it back. Naturally, he gives it a 10/10.

Ever since the last phase of development, this ute has maintained an understated, urban-friendly appearance.

And, as the top-shelf variant, the SP seems better suited to stylish outings with the family than it is to driving through the scrub.

The SP package boils down to 18-inch black alloy wheels and Gloss Black everything: sail plane sports bar, side steps, fender flares, roof rails, exterior mirrors, door and tailgate handles.

Other variant-specific standard gear includes a roller tonneau cover (manual operation), and black and terracotta Maztex (faux leather) interior trim, which adds another layer of premium feel to this cabin.

In terms of dimensions, the BT-50 is 5280mm long (with a 3125mm wheelbase), it is 2160mm wide (mirrors out), 1810mm high and it has a listed kerb weight of 2176kg. 

Design is 100 per cent subjective. I love the look of the LC300 GR Sport because it features what I feel is a timeless, handsome shape.

For some, it may look too big and brutish, because you could throw a bunch of beefy words at it, and somehow, they’d all fit the roadside presence of this extra-large SUV.

What visually sets the GR Sport apart from its siblings are the multitude of black accents across the body from the rear badging, wheels and arches, door handles and roof racks. The grille is also distinctly different in its horizontal design with the Toyota badging capitalised in a bold white font for extra effect. 

Head inside and the cabin looks ruggedly capable with the dimensions of the centre console and dashboard complementing the external looks.

Technology looks upmarket, joinery is solidly put together and the leather upholstery adds to the plush comfort of the seats but there is a sense of capability in the physical buttons and dials still found on the dashboard.

Which is where I start to really like the LC300 GR Sport because everything is where you expect it to be - this is not a car you’ll get flustered in but nor does it have that generic Toyota look.

There’s a nice blend of form and functionality in the SP cabin and it all feels comfortably familiar because, even though Mazda has firmly stamped its own style on the interior, it still feels like a D-Max X-Terrain cabin.

There’s an abundance of red-stitched faux leather and synthetic suede in black and terracotta, which works well in this space, as well as chrome-look edging (around the multimedia screen the vents, the shifter etc), and plenty of durable plastic. 

Controls are easy to locate and operate, and the multimedia screen is simple enough to use but the 9.0-inch screen still tends to catch and reflect glare, which can be distracting.

There are ample storage spaces in the cabin, including cupholders in the centre console, bottle holders in the doors, as well as all the usual spaces in which to place your wallet, keys etc. 

There’s a 12-volt socket and a USB port up front. 

The front seats are comfortable and heated. The rear seats are suitably comfortable (for a ute), with room enough for three adults, though perhaps it’s best if at least one of them is a jockey. 

Both seat-backs have a map pocket and there is a fold-out shopping-bag hook on the back of the front passenger seat.

Back-seat passengers have two cupholders in the fold-down centre arm-rest, directional air events, and a USB socket in the back of the centre console.

The back row has two ISOFIX anchor points and two top-tether points.

The tray is 1571mm long at floor height, 1530mm wide (1120mm between the wheel-arches), and 490mm deep. Its load height from the ground is 833mm. The SP’s tray has two tie-down points and a manually-operated roller tonneau cover, which also has to be manually locked.

The front row is roomy and even with a co-pilot, you feel like you have yards of space to settle into. The seats offer a wide seat and plush padding, as well as heat and ventilation functions which adds comfort for longer trips.

Individual storage is good with a large glove box, two cupholders, two drink bottle holders and a large middle console that also features a 'cool box' function for drinks or snacks.

The comfort of the front is replicated in the backseat, which deftly accepts the height of my 183cm father. The width of the seat can easily accommodate three adults in relative comfort or, if you have a few tots in tow, three child seats.

Amenities and storage in the back row are what you'd expect for a top model in this class. The rear outboard seats feature heat and ventilation functions and there is dual air-conditioning and climate control, as well as, four directional air vents.

The fold-down armrest features two cupholders while the doors hold a drink bottle each and a small storage bin. There are also two map pockets and you can access the middle console cool box with a rear-mounted button.

The GR Sport does remind you that it's a big car with its 235mm ground clearance and my seven-year-old son declared I needed to hold all of his stuff this week as getting in and out is a ‘two-handed- operation'. Like him, I too am grateful for the grab handles and side steps in this car.

The technology is well-rounded and simple to use. The 12.3-inch touchscreen multimedia system looks great and is responsive to touch. It has built-in satellite navigation and a Toyota Connected Services app with three years of complimentary updates. There is also wired Apple CarPlay and Android Auto, AM/FM radio and DAB+ radio but there’s not much else to access in this system.

The mostly analogue instrument cluster features a 7.0-inch tech screen and this is where you can do a lot of your customisations with display and safety.

The charging options are solid up front with the choice of a USB-A and C port, 12-volt socket and a wireless charging pad. The rear gets two USB-C ports and a 12-volt socket as well.

The boot is cavernous with its 1131L of luggage capacity and that’s with all seats in use. The squared shape of the boot and the 90-degree angle the boot lid opens to are quite practical, especially when fitting bulky items or loading things in the rain.

All GR Sports come with a powered boot lid and a domestic 220-volt socket for charging larger items while adventuring.

The LC300 series is offered in six grade levels for our market and the second-from-top-spec GR Sport model (the Sahara ZX is slightly more expensive) is on test here. It’s priced from $145,876 before on-roads which is almost $4K dearer than last year’s pricing but doesn’t feature any new upgrades.

Its price point also positions it more towards the top-end of the upper-large SUV market, compared to its rivals. Sitting at the top of that list is the Lexus LX500D F Sport at $180,061 MSRP and then the Land Rover Discovery D300 at $129,020 MSRP.

The most affordable rival is the Nissan Patrol Warrior for $104,160 MSRP but it's important to note that the Patrol is only available with a hefty 5.6L V8 petrol engine, there's no diesel variant. Which is something to consider when you're at the bowser.

In terms of luxuries, there is a heated steering wheel, powered front seats with heat and ventilation functions, leather upholstery and synthetic leather trims throughout. The rear outboards seats also have heat and ventilation functions and a sunroof comes standard.

The technology looks premium with a 12.3-inch touchscreen multimedia system and a 7.0-inch digital instrument cluster headlining the dashboard. There's some 'old world' charm with the CD/DVD player at the front.

Tech is rounded out by the wired Apple CarPlay and Android Auto, built-in satellite navigation, Toyota Connected Services App, head-up display, three USB-C ports, one USB-A port, two 12-volt sockets and a wireless charging pad. There is also a 220-volt domestic socket located in the boot and a premium 14-speaker JBL sound system.

The key practical features include a powered tailgate, cool box (middle console), four-zone air-conditioning and climate control, push-button start, keyless entry and a full-size spare wheel.

The BT-50 has a 3.0-litre four-cylinder turbo-diesel engine, producing 140kW at 3600rpm and 450Nm between 1600-2600rpm.

It has a six-speed automatic transmission, a part-time four-wheel drive system (with high- and low-range gearing), and a lockable rear diff.

The engine and auto generally work pretty well together, although the whole combination feels a bit underdone. The engine would benefit from more grunt and the transmission is not quite as smooth as it should be.

The LC300 models all share the same 3.3-litre V6 twin-turbo diesel engine that produces a hefty 227kW and 700Nm of torque. Making it powerful enough to easily handle its 3.5-tonne braked towing capacity.

The GR Sport has a 10-speed auto transmission and has a full-time 4WD system with high and low range. It also has front, rear and centre diff locks, so adventuring pursuits should be a breeze but check out Crafty’s off-road review on this model for more 4WD insights.

Official fuel consumption is 8.0L/100km on the combined cycle.

On this test I recorded fuel consumption of 9.1L/100km.

The BT-50 has a 76-litre fuel tank, so going by my on-test fuel-use figure you could reasonably expect a theoretical driving range of about 835km. 

Your fuel consumption will likely be higher than that, and consequently your driving range will be lower, because all we had onboard were a set of four Maxtrax in a carry bag, a vehicle-recovery kit, a tyre-puncture repair kit, a first-aid kit, an air compressor, and some tools – and my massive ego.

It's big and has a lot of power, so it should be pretty thirsty ... right?

Wrong! The official combined fuel-cycle consumption figure is 8.9L/100km and my real world usage came out at 9.8L/100km after doing a mix of long open-road trips and some urban stuff.

Based on the official combined fuel cycle and the two fuel tanks, which equal 110L, you’d be able to get a theoretical driving range of 1236km.

On-road, the updated BT-50 is a smooth drive, and it’s refined inside – though diesel engine clatter still creeps into the cabin, especially when you accelerate hard, but that’s the Isuzu connection – and I don’t mind a bit of noise anyway.

Overall, noise, vibration and harshness levels have been appropriately subdued. 

Steering has a consistent weight to it and one which feels right for this ute. Turning circle is a listed 12.5m, so not insubstantial, but this BT-50 never feels too cumbersome to manoeuvre along busy suburban streets or bush tracks.

There’s adequate power and torque on tap, and acceleration is crisp, as long as you’re pushing it hard because this ute is more truck-like than dynamic, but that helps to make it an even-handed, considered driving experience overall.

Front suspension is independent (double wishbones and coil springs), and a live axle and leaf springs at the rear. Ride is firm but generally well sorted, even over chopped-up back-country bitumen.

When it comes to high- and low-range 4WDing, the BT-50 did well, mostly courtesy of the Isuzu mechanicals under the metal.

The engine became noisy when pushed hard, but otherwise the BT-50 did a good job of bush tracks at speed.

It yielded a comfortable and settled drive along the gravel and dirt tracks that lead to our unofficial 4WD proving ground for this test.

The Mazda’s suspension soaked up most of the shallow ruts, potholes and bumps along the track, but the rear end skipped a little here and there as we traversed harsher lumps and ditches. 

It also once again proved quite capable at the low-range 4WDing.

The BT-50 has a listed 240mm of ground clearance, a wading depth of 800mm and approach, departure and ramp-over angles of 27 degrees, 17.9 degrees and 24.3 degrees, respectively. These are not rock-crawling off-road measurements and angles but they check out for a 4WD ute that will spend much of its time on city and suburban streets.

And, even though its power and torque figures are down on what it had when it was based on the five-cylinder Ranger, the D-Max-based BT-50 does fine.

In low-range 4WD and with the rear diff locked, the BT-50 could tackle most challenges, even a steep rocky hill, but it needed plenty of encouragement (i.e. heavy throttle).

Off-road traction control is effective, hill descent control works well, restricting downhill speed to a controlled three to four km/h, and the BT-50 has reasonable wheel travel.

Driver-assist tech (such as rough terrain mode) aimed squarely at improving the off-roading experience is a neat fit in this package. This mode operates like a boosted off-road traction control, and is claimed to kick into action at a point of less wheel-spin than a standard off-road traction control system, transferring torque to the wheels that have the most traction, sooner rather than later.

Like many modern 4WDs straight out of the showroom, the BT-50’s standard tyres – Bridgestone Dueler H/T 684 II (265/60 R18) – are fine for the blacktop and some light-duty off-roading, but you need a decent set of all-terrains. If you plan to anything tougher than those surfaces.

Otherwise, the BT-50 is impressive off-road without being exceptional. It has a tractable engine, good low-range gearing, and a well-calibrated off-road traction control system, now bolstered with rough terrain mode.

Maximum payload is listed as 924kg, Gross Vehicle Mass is 3100kg, and Gross Combined Mass is 6000kg.

For those looking to tow with their ute, the BT-50 has an unbraked towing capacity of 750kg and a braked towing capacity of 3500kg.

The GR Sport is a massive car but it doesn’t handle like one. That's not to say it handles like a small car but it doesn't feel like a truck to drive.

The power is effortlessly gutsy and there's no issue keeping your speed consistent on hills. The 10-speed auto transmission manages its gear changes and power hits smoothly. The rumble of the V6 engine is also quite therapeutic when it comes time to tackle an overflowing causeway or muddy road.

The GR Sport feels solidly grounded and even on winding roads, the roll in corners isn’t bad at all. Less so than a Prado, actually. 

The ride comfort is very good in the GR Sport grade as it has special adaptive suspension and that means that you really aren’t bothered by the road surface. Besides some whistling from the roof racks, there’s also little outside noise and it feels refined in the cabin because of it.

The wide windows and high seating position offers great visibility all around but I'm very aware of how large the car is as I can't see my son when he walks around it. The sensors alert you but make sure all kids are accounted for before you start moving.

Despite its size, the GR Sport is very nimble to manoeuvre with a small 11.8m turning circle and steering that is responsive.

Parking has been no issue for me this week and while the 360-degree view camera is a bit too fish-eye lense for me, its clear and you get used to it pretty quickly.

The GR Sport is the only grade not covered by the LandCruiser 300 Series' 2022 five-star ANCAP safety rating.

Toyota doesn’t have any plans to get it rated but it still features all of the safety equipment of its top-spec Sahara siblings.

Standard items include AEB, adaptive cruise control, lane keeping aid, lane departure alert, traffic sign recognition, blind-spot monitor, rear cross-traffic alert, 360-degree camera system, trailer sway control, parking sensors (front and rear), and a rear parking support brake.

Other safety highlights include an alarm system, SOS emergency call button, stolen vehicle tracking and an automatic collision notification system.

The GR Sport has 10-airbags but misses out on the newer front centre airbag.

There are ISOFIX child-seat mounts on the rear outboard seats and three top-tether anchor points. You can absolutely get three child seats installed but you miss out on a third row due to the grade level. Which might be a bummer for larger families who are wanting this spec.

A five-year/unlimited warranty applies to the BT-50. Roadside assist is also valid for five years.

Servicing is recommended at 12 month/15,000km intervals and capped price servicing applies for seven years/105,000km.

Service costs are estimated at $1361 for three years, and $2498 over five years.

The GR Sport comes with a five-year/unlimited kilometre warranty and if you stick to your service schedule, you get an additional two years of engine coverage.

There is capped-priced servicing for up to five years or 100,000km, which entails a total of 10 services or two a year as servicing intervals are a pain at every six months or 10,000km, whichever occurs first.

Services are $400 which equates to $800 per year, which is a bit expensive but not outrageous for the class.