MAZDA BT-50 THUNDER

MOMENTARY confusion, as I swear I’m in a different car yet everything is the same, before remembering that the Isuzu D-MAX and Mazda BT-50 are identical under the skin (and above the skin in certain places). Such is life in the age of platform sharing.

As such, it too is powered by a 140kw-450nm 3.0-litre four-cylinder turbo diesel, but don’t think that means performance is identical.

Given engines, transmissions, wheels and tyres are identical, the various bits ‘n’ bobs Mazda has applied to this Thunder must weigh a fair bit as it tips the scales by 83kg over the Isuzu and takes almost 11sec to reach 100km/h. It’s slower from 60-100km/h than the D-MAX, too.

The BT-50 shines under brakes though, stopping well short of 40m in the dry and just over 50m in the wet, the smallest distance between the two figures of any of the utes tested.

DYNAMICS 8/10

THE D-MAX’S fraternal twin, the underthe-skin similarities between the two newest trucks from Japan (via Thailand) are nigh-on identical, extending to the same wheel, tyre and suspension specification – including the leaf-spring rear end. Unsurprisingly then, the same comments levelled at the Isuzu apply to the Mazda, too – right down to the way their 3.0-litre turbo diesels become vocal and even raucous above about 3500rpm.

There are a few minor differences though. The 2213kg Thunder didn’t seem as lively as the D-MAX; its suspension isn’t quite as supple over lower-frequency bumps, with a slight bias towards firmness. This would have you hope the Mazda might instead edge a little closer to the tied-down feel of the Fords than the D-MAX, but its roadholding ultimately still falls a little shy of the T6’s.

On gravel, both twin trucks are hampered by over-zealous stability and traction-control systems that cut power abruptly the moment they sense a little bit of slide, but at least it still allows for progress to continue.

Overall then, both the Isuzu and Mazda are strong, consistent on-road performers, without hitting the Ranger’s heights. And compared to the previous D-MAX, which came dead-last in the last big Wheels Magazine pick-up truck test in mid-2018, they’re miles ahead.

INFOTAINMENT 8/10

APART from Thunder-specific add-ons

applied to the BT-50 range-topper, it shares a great deal of equipment with the GT specification. This means a nine-inch touchscreen infotainment unit borrowed from Isuzu that has Apple Carplay/ Android Auto capabilities as well as native satellite navigation and digital radio.

It presents as more of an aftermarket solution than you’d like from Mazda, whose in-house MZD Connect system is one of the best in the business. That said, all the bases are covered with quick-select shortcuts to different functions along the bottom of the screen. Annoyingly, the screen is prone to catching glare, which will no doubt annoy some buyers.

Smartphone mirroring is wireless, though there’s no wireless phone charging so you’ll have to plug in to charge up anyway. Smartphone mirroring is simple to connect initially, and the car will ask if you want to continue using it after re-entering.

Front-row occupants are covered by one USB-A port and one 12V power outlet. There’s also dual-zone climate control and an eight-speaker stereo system to keep passengers happy.

RUNNING COSTS 7/10

ANY new Mazda, including the BT-50, is covered by the Japanese manufacturer’s five-year/unlimited-kilometre warranty against defective materials, parts or workmanship.

Over the same five-year period Mazda throws in roadside assistance as a nice little value-add. It’s designed to help you out with things like flat tyres, flat batteries and locked-in keys, nationwide and day or night.

Mazda offers seven capped-price services at 15,000km intervals. Prices vary depending on distance covered, though Mazda’s website lists exactly what kind of work will be done for the listed price, providing peace of mind for owners.

It’s too soon to tell just how well the new-generation Mazda BT-50 will fare on the Glass’s Guide depreciation scale, though the twin-under-the-skin Isuzu D-MAX will retain about half of its value after three years.

The range-topping Thunder is currently available with driveaway pricing of $65,990 for the manual and $68,990 for the automatic, though these will become the respective RRPS at an indeterminate point in the future.

TOWING 7.5/10

20-60km/h: 7.3 seconds

THE BT-50 in Thunder trim is a new offering from Mazda, and based on the Isuzu D-MAX as we all know. There were some differences in performance though, with the Mazda recording a slower 20-60km/h test score.

All I can put this down to is additional weight, with the front bar work and hard roller top fitted to the tray. The suspension also seemed floatier, which again I’m putting down to the additional weight. Much like the D-MAX, it pulled well with the car trailer hooked up, and the brakes felt confident. Steering felt well-weighted and direct, as per the D-MAX, which is no surprise.

OFF ROAD 7/10

THE BT-50 Thunder is a more lifestyleorientated ute, however when you look past the steel bumper and flares fitted, it is essentially a D-MAX. Which is a good thing. As per the D-MAX, traction control wasn’t top of the field but the rear diff lock made up for any shortcomings.

The revered 4JJ3 3.0L motor produces torque down low where you want it, allowing for smooth and easy going when negotiating rough terrain.

The suspension does feel firm as per the D-MAX, and is something I’d personally be upgrading if I was in the market. Engagement of 4x4 is simple and effective, grabbing low-range the first time (as it should).

INTERIOR & SAFETY 8.5/10

THE BT-50 cabin is luxurious in look and feel. It does well to uphold Mazda’s reputation for quality interiors. However, it still is inextricably linked to an Isuzu D-MAX through things like the analogue cluster dials.

Its front leather seats are short underthigh but offer excellent bolstering around your back. Both seats are heated, whereas only the driver’s side has powered adjustment. The Thunder also scores auto wipers, auto headlights, side-steps, dualzone climate control, keyless entry and start, and a reversing camera.

ANCAP awarded the regular Mazda BT-50 five stars on safety in 2020, but the safety body has declared this does not apply to the Thunder until it has been tested separately.

But the BT-50 Thunder still packs every active safety feature under the sun, including lane-keep assist and rear crosstraffic alert. Unfortunately, the rear sports bar blocks your over-shoulder view out of the back window.

The rear seats offer good legroom but feel hard. There are two lots of ISOFIX points, two vents, floor mats and a single USB port. A pair of cupholders feature in the doors and centre armrest that can accommodate large drink bottles.

PAYLOAD 7/10

FOR all their off-road practicality, the Thunder’s special exterior modifications up total kerb weight to 2203kg and reduce the BT-50’S payload rating to 887kg.

The BT-50 Thunder sports a full plastic tub liner, two tie-down points, an LED work light and a hard tonneau cover with an automatic roll-away function.

But the tonneau storage cartridge cuts load length from 1455mm to 1240mm and prevents the tailgate from closing on the 500kg pallet.

Considering how much the Thunder weighs, it’s no surprise it took 4.4 seconds to accelerate from 20 to 60km/h while laden with an extra 500kg, which was slower than most rivals. That said, the powertrain performed well and felt strong down low and in the mid-range.

The Thunder acquitted itself well on the ride and handling loop. The steering does not give much away, and the front end can feel nervous at times. Overall, however, it feels tied down and delivers good ride comfort.