Isuzu D-Max VS Mazda BT-50

Ever since the current-gen D-Max surfaced back for the 2021 model year, it's been widely regarded as a massive improvement over the previous version, especially in refinement, safety and dynamic behaviour.

You’d never call the 3.0-litre four-pot turbo-diesel quiet or sophisticated, but it is comparatively smooth and very gutsy. Strong off the line, it pulls hard and tows with effortless ease thanks to all that torque. The auto is also a good match, and rarely puts a foot wrong. As the Blade carries on with exactly the same powertrain, nothing changes here.

But, despite leading the class with its standardisation of advanced driver-assist safety tech, the regular D-Max is only a middling effort in terms of on steering, handling and ride qualities.

While light to use and easy to place, the steering has long felt remote compared to the class best, lacking feedback and precision; the suspension helps keep the ute grounded and in control, but the ride is too bumpy and jittery, which can become tiresome.

Plus, the adaptive cruise control and lane-keep safety systems have lacked precision and nuance in their operation, with the latter pin-balling from one side of the lane to another.

Now, the 2024 facelift aimed to address some of these criticisms with a raft of electronic driver-assist and traction-control upgrades, as well as continuous Australian-road tuning, to improve the D-Max’s dynamics.

How much of these contribute to the Blade’s enhanced driveability is not certain, but the net effect is considerable and palpable. Clearly, Walkinshaw’s touch has been transformative.

The new dampers make the driver feel more connected to the road, with better steering feel and response; the suspension rides over bumps with more suppleness for improved comfort, and it feels a little bit more controlled to boot. All this translates to a more enjoyable driving experience.

The Blade brings the D-Max closer to the class-best Ranger, if not quite close enough to be considered amongst the leaders. Still, it's a much better compromise than before.

But, what’s the newest Isuzu like off-road? After all, this is what the mods have been designed for.

Tested out at a 4x4 track in Adelaide, the Blade builds on the D-Max’s already impressive off-road ability, with that little bit of extra lift and ground clearances allowing for the ute to go that much further over challenging terrain.

Though it lacks some of the fancier features you find in some more-expensive machinery like under-vehicle camera views and automatic electronic 4WD mode selection, the basics are all there for serious 4WDing.   

Where the Blade stands out compared to regular D-Maxes is in its more comfortable and controlled ride, since the suspension seems to do a better job in dealing with the rough stuff while isolating its occupants from it.

This is quite remarkable considering that proper off-road tyres are not fitted, just Goodyear Wrangler Duratrac RT all-terrain rubber. They feel like an effective compromise for on- as well as off- road use.

All-up, then, the Blade is a better D-Max from behind the wheel.

While the BT-50’s main rival, Ford’s Ranger (and the related VW Amarok), is often considered the class leader in road manners, the Thunder Pro’s Old Man Emu BP-51 suspension upgrade is a game-changer for the ute.

Even on particularly rough roads with brutal unexpected waterlogged potholes, the BT-50’s OME set-up managed to keep the ute on track and settled without letting crashy vibrations and forces enter the cabin too acutely.

Of course, the BT-50 is still a ladder-frame ute, and combining that with torrential rain in the middle of almost-nowhere isn't the right combination when it comes to leaning on a dual-cab’s dynamic ability.

But the braking and steering in the BT-50 are impressive for its category, both feeling well-sorted: the former firm and strong when needing to stop quickly, the latter light but communicative enough for purpose.

The Mazda doesn't feel too top-heavy in cornering, no wild pitching or rolling here. Stable on gravel, too, feeling sure-footed and only intervening with active stability control when necessary and in a measured way. 

With just little old me and some overnight luggage, the BT-50’s engine wasn’t exactly pushed to its limits hauling the 2.2-tonne-plus ute up the Hume Highway at 110km/h. But even on twistier roads and under load up hills it never felt lacking.

Though not on this test, we’ve also tested the BT-50 under load and towing, both proving easy tasks for the ute.

Mostly low-RPM work and cruising contributed to its fairly efficient fuel figure mentioned above, but putting the right foot down a few times confirmed the 3.0-litre turbo-diesel has some decent muscle if needed.

Finally, and very much worth noting if the Pro Pack is why you’re reading this, the combination of Lightforce LED light bar and twin-spotlights is a must if you regularly drive at night through unlit regions of Australia.

As someone who grew up driving 4WDs with spotlights at night on interstate trips, the lights fitted to the Thunder Pro are impressive in their illumination, combining relatively wide light - perfect for ensuring you’re not caught out by surprise wildlife crossing your path - with the strong beams from the spotlights turning what seems like thousands of metres of road ahead into daylight.

Both sets of lights are controlled by buttons on the right of the steering wheel, useful for when you only need one, or when standard high-beams alone will do.