Mazda’s BT-50 XTR LE 4×4 dual-cab utility brings a little Thunder appeal without the flashy price, discovers Dan Gardner.
2023 Mazda BT-50 XTR LE
While endless lists of options and customisation possibilities might resonate with customers in high-end luxury vehicle markets, it’s the opposite for dual-cabs and one-tonners, with a majority of buyers preferring a vehicle that’s packaged just the way they like it off-the-shelf. Choice is king and offering a wide range of variants across a given model line-up is a great way to boost appeal.
Take, for example, the most popular ute model in Australia at the time of writing. Ford offers 10 versions of the Ranger dual-cab and, while there are still a number of options that can be thrown at it later, sales would suggest there’s certainly something for everybody.
Mazda’s offering also continues to be a popular choice in the ute segment, with the BT-50 competing in the top five of Australia’s favourite utes, and it too is expanding the range to offer more choice.
For now, the XS and XT represent the most affordable end of the range, while the GT, SP and slightly lukewarm Thunder take care of the pointy end, but in the middle Mazda offers the XTR.
It’s this very well rounded variant that Mazda has chosen as the basis for a new offering dubbed the 2023 Mazda BT-50 XTR LE, adding a dusting of unique features to the popular recipe for “enhanced looks, greater functionality and added customer value,” says the brochure.
Oh, and don’t worry. There’s still a whole heap of Mazda factory options on offer if you simply must create something bespoke.
How much does the Mazda BT-50 cost in Australia?
Opening the BT-50 dual-cab range is the XS, which is the only version to get the smallest 1.9-litre diesel engine and, while all other variants are offered with a choice of six-speed manual or automatic transmissions, the entry version is auto only. It costs $51,510 before on-road costs, which is about the same as the next version up, the XT, when ordered with the manual gearbox. Adding an automatic transmission costs between $2500 and $3000 depending on the variant.
At the top of the range, the BT-50 Thunder auto costs $71,290 plus on-road costs and represents the flagship of the fleet with the highest level of equipment inside and out.
In the middle of the family, however, the XTR offers a respectable list of standard equipment for $57,610 before on-road costs when ordered with the six-speed auto. That’s cheaper than Toyota’s mid-range SR5 champion and the Ford Ranger XLT.
However, adding LE to the XTR badge increases the price by about $6700 lifting it to $64,295, and Mazda is not offering the variant as a more affordable manual like almost everything else in the range.
The BT-50 on test here may look as though it’s had a few options boxes ticked, but it’s actually wearing only LE standard inclusions, and that’s the purpose of the new variant. With some tougher exterior embellishments, the LE is offering a custom look without having to crack out the spanners.
A polished aluminium roo bar, stainless sports bar, full tray liner and Ingot Silver paint are all included in the price and add to the same list of kit that’s standard to the XTR. It may increase the asking price by a few grand, but Mazda says the LE saves customers $2500 if the options were to be retrofitted to a standard XTR.
If you’re after a bit of the Thunder’s toughened looks but without the hefty price, the LE offers arguably a more elegant execution as it doesn’t get the slightly awkward plastic arch extensions, but practical and aesthetically pleasing side steps are thrown in. Bright metal extras versus the black bits of the Thunder are a matter of preference.
| Key details | 2023 Mazda BT-50 XTR LE |
| Price | $64,295 plus on-road costs |
| Colour of test car | Ingot Silver metallic |
| Options | None |
| Price as tested | $64,295 plus on-road costs |
| Drive-away price | $68,882 (Melbourne) |
| Rivals | Ford Ranger | Isuzu D-Max | Mitsubishi Triton |
How much space does the Mazda BT-50 have inside?
Like many dual-cabs, boarding the BT-50 is a process of climbing up into its cabin, which could be inconvenient for shorter occupants and potentially tricky for loading things or children into the second row of seating. The rear doors also don’t open as wide as some competitors, and that could exacerbate the problem for some.
Once aboard, however, the BT-50 has one of the most accommodating cabins in the segment. The front seats in the LE are very comfortable with excellent support, particularly for the shoulders and lower back, while the cloth upholstery strikes the right balance of quality and utilitarian. It certainly doesn’t feel cheap. There’s about 90mm of headroom above a 188cm driver and ample elbow room for both front occupants.
Too many dual-cab utes offer seriously compromised second-row comfort, but the Mazda is one of the best with a comfortable recline angle – not the bolt-upright church pew many rivals offer – just enough headroom for taller passengers, and about 100mm of knee room with the driver’s seat set for the same 188cm driver.
Rear passengers also get a folding centre armrest with two small cupholders, air-conditioning vents (but no tri-zone climate panel), a USB charging socket and even roof-mounted speakers. There’s also a neat little folding hook concealed in the front passenger seat for hanging suit bags or whatever you choose.
Big door pockets can accommodate large bottles and it’s the same up front. We particularly like the double-decker glove box (although the entire lower cubby is occupied by one of the beefiest user manuals in the game), and there’s plenty of stowage in and around the centre console. Front occupants also get a single USB-A socket as well as a 12-volt powerpoint.
Splash a bit of extra cash for the high-grade GT or SP and Mazda will fit out the interior with one of the most car-like cabins in the ute market. In the XTR and LE, however, there’s more evidence to demonstrate the BT-50’s relationship to the Isuzu D-Max with a more utilitarian feel.
A few too many hard plastics adorn the dashboard and door trims with only small areas of upholstered surfaces to redeem them. Traditional analogue gauges are looking increasingly archaic in an age of digital displays – although there is a central full-colour screen nestled between the speedo and tacho which, despite its diminutive size of 4.2 inches, contains a surprising amount of vehicle information.
With its extra equipment, the XTR LE’s tray payload falls beneath the 1000kg mark and prevents it from claiming to be a true one-tonne ute, but with a maximum rating of 989kg, it can still handle a respectable load.
The LE gains points for the protective tray liner, which is part of the standard equipment and helps prevent damage to both the BT-50’s paint as well as the items stowed in it. But with only two tie-down points toward the rear, it isn’t as versatile as many other ute load bays. Higher-grade variants are offered a roller cover that is more secure but robs space, while the LE’s stainless sports bar does not encroach on valuable load area.
With 1120mm between the wheel arch intrusions, the LE can’t accommodate a full-size Australian-standard pallet (1165x1165mm) in the rear tray, while a length of 1571mm and depth of almost half a metre (490mm) makes the tub volume very accommodating.
| 2023 Mazda BT-50 XTR LE | |
| Seats | Five |
| Payload | 989kg |
| Length | 5280mm |
| Width | 1870mm 2160mm (incl mirrors) |
| Height | 1790mm |
| Wheelbase | 3125mm |
Does the Mazda BT-50 have Apple CarPlay and Android Auto?
A 9.0-inch touchscreen is central to all BT-50 variants and offers access to a decent number of entertainment and information features, but is unchanged over the XTR for the LE specification. This includes the native navigation system, digital radio, and both Android Auto and Apple CarPlay smartphone mirroring.
However, while the latter is available wirelessly or via cable, Android Auto is only available while plugged in at this stage.
Once up and running, the graphics are sharp and unique in appearance, and the touchscreen responds fast to instructions. But the system takes a glacial 20 seconds to boot up when the ignition is switched on, and it’s not the brightest display in the class, which can make the information harder to read in bright conditions.
We applaud Mazda for resisting the temptation to bury climate-control options in the digital display (as some brands do), with preferable hard switches located below the screen for the ultimate in convenience.
An eight-speaker sound system and self-dimming rear-view mirror round out the respectable list of technology for a mid-spec ute. You’ll not find a head-up display, heated seats, or electric seat adjustment at this point in the market, highlighting the positioning of the XTR version as the journeyman of the range, while the LE adds more tangible tough bits to the exterior only.
Is the Mazda BT-50 a safe car?
The Australasian New Car Assessment Program (ANCAP) tested the BT-50 in 2022 and awarded it the full five-star rating with praise for curtain airbags for both rows of seating, the introduction of a driver’s knee airbag, and a comprehensive suite of active safety features.
However, the rating applies to all except the Thunder and now the LE. It’s unlikely the addition of the fully engineered front bar will affect occupant safety, but pedestrian and other road user protection might be impacted were ANCAP to test the pair.
| 2023 Mazda BT-50 XTR LE | |
| ANCAP rating | Unrated |
| Safety report | Link to ANCAP report (for regular BT-50 range) |
What safety technology does the Mazda BT-50 have?
Australian consumers are no longer offering dual-cabs a hall pass when it comes to safety equipment merely because the class falls into light commercial categorisation. Subsequently, one-tonners have dramatically upped their ante in recent years, and the BT-50 is no exception.
The XTR LE comes equipped with adaptive cruise control, driver attention monitoring, automatic LED headlights with high-beam control, blind-spot monitoring and lane-keep assistance, autonomous emergency braking (AEB), and rear cross-traffic alert to mention the highlights.
There are also places to mount two child seats with ISOFIX mounts including top tethers.
Of course, in an emergency you’ll be glad all of that is included as standard, but in normal day-to-day driving a couple of the active safety features can be a little frustrating.
Firstly, the reversing camera is somewhat poor resolution and not representative of the otherwise high-quality touchscreen graphics. Forward collision avoidance is too eager both in its warning of what it regards a hazard and then the application of the brakes automatically.
Finally, the lane-keeping assistance is very effective, but the force applied to the steering is far too aggressive and can be hard to override if the system is intervening unnecessarily.
How much does the Mazda BT-50 cost to maintain?
All Mazdas, including the BT-50, are sold with a five-year, unlimited-kilometre warranty that also includes roadside assistance. Servicing intervals are every 15,000km or 12 months – whichever comes first.
The first scheduled maintenance appointment to one of Mazda’s 150 service centres will cost $443, the third visit is the most expensive at $699, while the full five years of maintenance will come in at about $2400.
Insuring the BT-50 will cost $1296 per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates will vary based on your location, driving history, and personal circumstances.
| At a glance | 2023 Mazda BT-50 XTR LE |
| Warranty | Five years, unlimited km |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $1551 (3 years) $2404 (5 years) |
Is the Mazda BT-50 fuel-efficient?
The BT-50 may not have the most sophisticated or refined drivetrain, but it is one of the most frugal in the class. Mazda claims it’ll return an average figure of 8.0 litres per 100km, which is just above average for the category.
During our time with the LE it indicated consumption figures of as high as 9.4L/100km during suburban duties, but averaged out at 8.9L/100km.
For comparison, Ford’s four-cylinder diesel Ranger has a smaller engine and a pair of turbochargers to produce good power and torque but reduced fuel consumption – 7.6L/100km on average is the claim.
Perhaps a closer comparison might be the Toyota HiLux, which has a 2.8-litre engine and uses an average of between 7.8L/100km and 8.4L/100km depending on the variant.
Fuel Consumption – brought to you by bp
| Fuel Usage | Fuel Stats |
| Fuel cons. (claimed) | 8.0L/100km |
| Fuel cons. (on test) | 8.9L/100km |
| Fuel type | Diesel |
| Fuel tank size | 76L |
What is the Mazda BT-50 like to drive?
As the BT-50 XTR LE brings no additions that affect driving characteristics, it’s not possible to pick a discernible difference between its on-road manners compared with the XTR or anything else in the range for that matter. And that’s a good thing.
With underpinnings borrowed from the excellent Isuzu D-Max, the Mazda is also one of the best utes to drive, relatively speaking. Compared with its Japanese fraternal twin, however, the BT-50’s ride is ever so slightly softened for improved ride quality, while its steering and body control remain sharp and composed.
A turbocharged 3.0-litre four-cylinder diesel is also shared with the Isuzu, and its output of 140kW and 450Nm is pretty much the average for the segment. There’s a little more clatter from under the bonnet than some rivals, but power delivery is generally strong if a little agricultural or commercial in its character.
Peak torque appears in a narrow band of just 1000rpm, which means it’s easy to drop out of the maximum grunt zone and, with only six gears to play with, it can be a bit of cat-and-mouse extracting the optimum performance from the BT-50.
The stoic diesel is bolted to a six-speed automatic transmission that is feeling its age in a market filling with seven, eight and even 10-speed units in the case of the Ranger. Gear shifts can be a little clunky and are smooth only when not being hurried.
Unlike the Ford, however, the Mazda is still a very manageable size. While it would be a shame for the BT-50 to be bound by mostly urban landscapes, it is easily one of the most pleasant (least frustrating) to live with in tighter streets with more traffic.
Out on the open road, the Mazda deals with distance admirably. There’s no disguising the live rear axle and a bit of classic ladder chassis shudder, but it’s a relatively calm suspension tune and good for the comfort of all on board. Road noise from the standard-fitment 265/60 R18 Bridgestone Dueler H/T tyres was commendably low, and the general cabin comfort was only let down by wind noise around the driver’s door that sounded like a dodgy window or door seal.
Those looking to tow with the LE will like the somewhat industry standard 3500kg braked maximum or 750kg unbraked and a maximum tow-ball down weight of 350kg. Electronic trailer-sway mitigation is also included.
If the sub-1000kg payload is a bit off-putting, Mazda has a great configurator on its website to calculate any combination of BT-50 options and its effect on tray capacity. It’ll even allow you to add the weight of planned toolboxes et cetera.
| Key details | 2023 Mazda BT-50 XTR LE |
| Engine | 3.0-litre four-cylinder turbo diesel |
| Power | 140kW @ 3600rpm |
| Torque | 450Nm @ 1600–2600rpm |
| Drive type | Part-time 4×4, low-range transfer case, locking rear differential |
| Transmission | Six-speed torque converter automatic |
| Power-to-weight ratio | 66kW/t |
| Weight (kerb) | 2111kg |
| Spare tyre type | Full-size |
| Tow rating | 3500kg braked 750kg unbraked |
| Turning circle | 12.5m |
Should I buy a Mazda BT-50?
As more Australians turn to the hard-working one-tonner as the main family car, comfort, convenience and safety are creeping up the priority list for the once humble ute. At the pointy end of the BT-50 line-up, the SP and Thunder offer one of the most car-like options on the market, and second perhaps only to the Ford Ranger.
However, the new XTR LE slots in as a compelling new option that sacrifices some of the luxurious touches of the range-toppers, retains the decent specification of the mid-range variant, but adds a little of the Thunder’s exterior appeal.
With its sub-$60K price, the standard XTR probably still represents the sharpest value in the BT-50 family, while still offering a great balance of specification and all-round ability whether you’re going to put it to work on the building site or the school run.
However, if there’s a customisation itch that you can’t resist scratching, the new LE will deliver a very well balanced machine that covers many bases, wrapped up in a look that has a little of the flagship’s allure and appears to have cost a lot more than the actual price to upgrade.
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