Mazda BT-50 2021 review: XT Freestyle cab chassis GVM test

The BT-50 single-cab and extended cab-chassis variants are available only in one work-focused XT model grade. 2x4 models come standard with a six-speed automatic transmission while 4x4 models offer a choice of either auto or six-speed manual transmission.

Our test vehicle is an XT Freestyle Cab 4x4 finished in Red Volcano Mica with a manufacturer’s list price of $47,550 in cab-chassis form. When fitted with a Mazda Genuine Accessories standard aluminium tray as seen here ($2300), the list price increases to $49,850 plus on-roads.

The BT-50 single-cab and extended cab-chassis variants are available only in one work-focused XT model grade.

Although XT is the base model it comes standard with upmarket features like 17-inch alloy wheels with 255/65 R17 tyres and a full-size steel spare, auto LED headlights with halogen DRLs, body coloured door handles, rear bumper and exterior mirrors plus a reversing camera, which is not commonly offered as standard issue on tray-tops.

Inside there’s black cloth upholstery, carpet, adaptive cruise control (automatic models only) and an infotainment system with steering wheel-mounted controls, 7.0-inch colour touchscreen, DAB+ digital radio and multiple connectivity including wireless/USB Apple CarPlay and Android Auto (USB only). This system is more user-friendly than previous BT-50 offerings but still not class-leading in terms of intuitive software.

Although XT is the base model it comes standard with upmarket features like 17-inch alloy wheels.

The engine cover says Mazda but the new heart of all BT-50s is Isuzu’s latest Euro 5-compliant 3.0-litre four-cylinder turbo-diesel, with a bountiful 140kW at 3600rpm and 450Nm between 1600-2600rpm. With 300Nm from as low as 1000rpm and 400Nm available across a broad 1850rpm band width from 1400-3250rpm, there’s ample torque where you need it most and excellent flexibility.

The new heart of all BT-50s is Isuzu’s latest Euro 5-compliant 3.0-litre four-cylinder turbo-diesel.

The smooth and refined Aisin six-speed torque converter automatic features fuel-saving torque converter lock-up from third to sixth gear, intelligent shift protocols including grade-logic auto downshifting and the option of sequential manual-shifting, which can be useful when hauling and/or towing heavy loads in hilly terrain.

The 4x4 system is dual-range, part-time with 2.482:1 low-range reduction. There’s also a rear diff lock, which simultaneously disengages the electronic traction control and stability control systems when engaged.

Mazda claims a combined average consumption of 8.0L/100km but the BT-50’s dash display was showing 9.7 when we stopped to refill its 76-litre tank after 376km of testing, which included more than one third of that distance hauling a near-maximum payload. Our own figure, based on tripmeter and fuel bowser readings, was higher again at 10.6. So, based on our real-world driving figure, you could expect a realistic driving range of around 700km.

Our test vehicle’s 1965kg kerb weight and 3100kg GVM results in a hefty one-tonne-plus payload rating of 1135kg. It’s also rated to tow up to 3500kg of braked trailer but to do that would require a massive 650kg reduction in vehicle payload to avoid exceeding its 5950kg GCM (or how much it can legally carry and tow at the same time).

Better for owners to base the braked towing capacity on the Mazda’s 3100kg GVM, which would lower the tow rating to 2850kg (more than enough for most) but retain its full payload. That way, the tow vehicle would weigh more than the trailer, which is obviously more desirable than the other way around. A tail should never wag the dog!

Cabin storage includes large-bottle holders and narrow storage bins in each front door.

Mazda’s standard aluminium tray, which only adds 125kg to the BT-50’s kerb weight, has external dimensions of 2155mm length and 1845mm width. There are seven internal load attachment points and three external rope rails along each side, plus a simple headboard frame with no load spikes.

Cabin storage includes large-bottle holders and narrow storage bins in each front door plus upper and lower gloveboxes, an overhead sunglasses holder and a small pull-out dash storage drawer near the driver’s right knee. The centre console also provides a front storage bin, small-bottle/cup holder in the centre and a box at the back with a lid contoured to support the driver’s left elbow.

Each rear door also offers a large-bottle holder and small storage bin plus there's heaps of usable space in the extended cab’s rear section, which also offers two underfloor storage cavities accessed by carpet-covered flaps.

There's heaps of usable space in the extended cab’s rear section.

The pay-off for its harsh unladen ride is the BT-50’s competence when subjected to the heavy loads its primarily designed for. We loaded 975kg onto the tray which combined with our 100kg driver equalled a 1075kg payload that was 60kg under the GVM limit.

The rear springs only compressed 47mm with a more than ample 60mm of static bump-stop clearance remaining, which proved the BT-50 was more than capable of supporting this substantial payload.

As expected, the ride quality was transformed, floating over bumps and ironing out other road irregularities with admirable composure, combined with strong engine and braking performance that instilled confidence in the driver.

As expected, the ride quality was transformed.

The pulling power of the 3.0-litre turbo-diesel and six-speed auto combination was highlighted on our 2.0 km 13 per cent gradient set climb at 60km/h, which it easily cleared in a self-selected third gear at just over 2000rpm, which was bang in the middle of its peak torque zone.

Engine-braking on the way down, in a manually-selected second gear, was just as impressive as it only reached 3750rpm on overrun, which was nowhere near its 4400rpm redline and required only one dab of the brakes on the steepest section to stop it exceeding the 60km/h speed limit. That was excellent retardation given the heavy load it was trying to restrain and another example of why we like larger displacement engines (3.0 litres plus) like this one.

There’s a five-year/unlimited km warranty with complimentary roadside assist for the warranty’s duration. Schedule service intervals are 12 months/15,000km whichever occurs first. Total capped-price servicing cost for first five scheduled services is $2291.