Mazda BT-50 VS Fiat Ducato
Mazda BT-50
Likes
- Civilised road manners for a ute
- Comfortable, practical cabin
- More engine than is needed
Dislikes
- Price
- Multimedia tech is dated
- Electric tonneau steals some load space
Fiat Ducato
Likes
- AEB
- New drivetrain
- Two-tonne-plus payload
Dislikes
- Left footrest
- Three-year warranty
- Driver’s seat adjustment
Summary
Mazda BT-50
This is one of the most expensive utes in its class. It’s more expensive than a Ford Ranger Platinum, a top-spec VW Amarok Adventura or even a V8-powered LandCruiser 70 Series - when you could still get one.
The reason? Mazda has ticked just about every box on this BT-50 Thunder, thanks to the addition of the 'Pro Pack'.
It’s designed to be plush on the inside while being capable and lifestyle-compatible when you’re outside. But does it do the job. or are there better options for what you need?
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A week of driving this specced-up ute through some of Australia’s varying environments has helped us judge.
| Safety rating | — |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8L/100km |
| Seating | 5 seats |
Fiat Ducato
The Ducato originated in 1981 through a joint venture between Fiat and PSA Peugeot-Citroen, which are both now part of the recently formed Stellantis conglomerate. The Ducato has evolved through four decades and several generations, with more than 2.6 million sold in a variety of body styles (including popular motorhomes) and wheelbases.
The current generation van, which competes in the 3501-8000kg GVM commercial class, is also marketed as the Peugeot Boxer, which was tested at maximum GVM by CarsGuide in 2020. Despite many similarities between them, the latest iteration of the Ducato is more than just a badge-engineered version of its French sibling.
The MY21 Fiat Professional Ducato Series 7 is equipped with an all-new drivetrain, updated safety and convenience features and a class-leading two-tonne-plus payload capacity, which we recently put to the test.
| Safety rating | — |
|---|---|
| Engine Type | 2.3L |
| Fuel Type | Diesel |
| Fuel Efficiency | 10.6L/100km |
| Seating | 3 seats |
Verdict
Mazda BT-507.9/10
The BT-50 Thunder Pro is hard to fault as an option for a specced-up, comfortable dual-cab… aside from its price.
The benefits that come with the Pro Pack - its beefed-up suspension, snorkel and spotlights - are the sort of thing you’d expect a slightly more rugged off-roader to feature rather than a leather-upholstered ute with an electric tray cover.
While the suspension contributes to its smoothness on-road, there’s no question a much cheaper version of the BT-50 with the same OME BP-51 suspension upgrade (less than $7000 on Mazda’s accessories list by itself) would suit many buyers better.
After all, you’d hate to get mud all over that leather.
Fiat Ducato8/10
The latest Fiat Ducato, in MWB MR configuration with optional nine-speed auto, is a competent competitor in the 3501-8000kg GVM segment. Its class-leading two-tonne-plus payload rating would have considerable appeal for those who need to carry exceptionally heavy loads and we couldn’t find any major flaws in its design and performance. However, the warranty is short and there are niggling issues in terms of driver comfort, which if addressed would increase the Ducato’s appeal.
Design
Mazda BT-50
As it’s not quite on the podium of popular utes in Australia, the BT-50’s advantage is that it stands out a little more in ute-heavy traffic or on rural roads, especially in our test car's 'Red Volcano Mica' paint.
The BT-50 isn’t properly new, its design has become relatively familiar over the years, but it still boasts a modern look in the relatively slow-moving dual-cab ute world, especially compared to the likes of the Toyota HiLux.
Mazda’s well-liked SUV design DNA is on show here, but it blends in well with the ute’s overall shape, and the Thunder elements (perhaps aside from the ‘Thunder Pro’ decals) drew compliments in the city and outta town.
Inside, it’s a little easier to see the Isuzu D-Max twin’s influence, but the Thunder’s brown leather makes up for some otherwise unremarkable interior elements.Â
For a ute, it’s quite nice inside, though not quite up to high-spec Ford Ranger or VW Amarok standards. The multimedia screen looks a bit dated and feels it in use.
Fiat Ducato
The MWB MR's front-wheel drive chassis rides on a 3450mm wheelbase with 12.5-metre turning circle. It’s 5413mm long, 2050mm wide and 2539mm tall, so like numerous van rivals in this GVM class it can’t access shopping centre and underground carparks which typically have a 2.2-metre height limit.
Underpinnings are simple and rugged, combining coil-spring strut front suspension with a leaf-spring rigid-tube rear axle that’s well designed for heavy load-carrying, with compressible rubber cones between body and axle that provide a second stage of support. There’s also four-wheel disc brakes, power-assisted rack and pinion steering and ample hard-wearing black plastic protecting the most vulnerable areas of the bodywork from scrapes and dents.
A sealed steel bulkhead separates the cabin from the cargo bay, insulating driver and passengers from load area noise and doubling as a robust cargo barrier. Its sliding window is ideally positioned to allow the driver or passenger to make a quick over-shoulder glance to check that their load is secure. Leg room for the centre passenger is unusually generous, even for tall adults, which would be appreciated by a crew of three.
Interestingly, the rear barn-door windows are heated but there are no wiper/washers fitted. At first this appeared to be an oversight, but having driven the Ducato in heavy rain we were surprised at how spray-free the rear screens remained and how clean they were afterwards.
Our only gripes are that the driver’s left footrest is so short you can only rest your toes on it. It’s a shame the excellent full-length one that resides in the passenger footwell (which of course is the driver’s footwell in LHD models) can’t migrate across the cabin for RHD versions. Driver comfort would be further improved with more rake adjustment in the base cushion.
The small 5.0-inch infotainment screen also makes it difficult to see much detail in the vision provided by the reversing camera. The optional 7.0-inch screen would be an improvement here, but is only available as part of the Comfort and Tech Pack.
Price and features
Mazda BT-50
At $83,141, before on-road costs, the BT-50 Thunder Pro is $9046 more expensive than the standard Thunder on which it builds.
The Thunder being the otherwise top-spec model, starting at $74,095, before on-roads, is still itself up there with the likes of the Ford Ranger Wildtrak ($74,840) and Toyota HiLux GR Sport ($74,310), both toughened-up rivals in terms of their styling.
The Thunder already comes with a decent list of features, arguably more than most dual-cab buyers are looking for, so it would be an understatement to call the Thunder Pro ‘well-equipped’.
The Thunder’s list of standard equipment includes electrically adjustable driver’s seat, heated seats in leather up front, a leather-wrapped steering wheel, a 9.0-inch multimedia touchscreen, eight-speaker sound system and both 12-volt and USB-A plugs for devices. You’ll need the latter for Android Auto phone mirroring, because only Apple CarPlay is wireless.
Outside, the Thunder is distinguishable by its bullbar with mounted Lightforce LED light bar, fender flares, side steps and its sports bar up back over its electric roller tonneau cover.
The Pro Pack adds manually adjustable Old Man Emu BP-51 suspension, featuring nitrogen-filled dampers with a remote reservoir, as well as round Lightforce spotlights joining the LED light bar and a snorkel.
The Thunder Pro has plenty of kit, but you’ll be shelling out plenty, too.
Fiat Ducato
Our white test vehicle is the MWB MR, which translates to Medium Wheel Base Mid-Roof. It’s one of four Ducato van configurations featuring medium, long and extra-long wheelbases and two roof heights.
They’re all powered by a new 2.3 litre turbo-diesel engine, with a list price of $48,300 for the MWB MR with standard six-speed manual or $51,190 with the optional new nine-speed torque converter automatic like our test vehicle. It also has an extra side-sliding door that adds another $1190.
A few of the standard features include 16-inch steel wheels with heavy-duty 215/75 R16C tyres and a full-size spare (16-inch alloys optional), infotainment system with 5.0-inch touchscreen, USB/AUX connectivity and steering wheel controls, power-adjustable and heated exterior mirror, dual passenger seat with three-point central seatbelt, single cargo bay side-sliding door, twin rear barn-doors with 270-degree opening, reversing camera/rear parking sensors plus an upgraded safety suite headlined by AEB.
There’s also a wide choice of colours and other options including the Comfort and Tech Pack which for an additional $2190 brings a larger 7.0-inch infotainment touchscreen with DAB digital radio, Apple CarPlay/Android Auto, plus sat-nav, LED daytime running lights, automatic climate control and tyre pressure monitoring.
For the same price you can also get a Safety Plus Pack comprising rain/dusk sensor, auto high beam, traffic sign recognition, blind-spot monitoring and rear cross-traffic alert, fog lights, traction control and all-season tyres.
Under the bonnet
Mazda BT-50
The Thunder Pro comes with the bigger of the two engines available in the BT-50 range, shared with the related Isuzu D-Max.
The 3.0-litre Isuzu turbo-diesel four-cylinder unit is paired with a six-speed automatic transmission, driving all four wheels if you’ve got them locked in.
The engine makes a claimed 140kW and 450Nm, relatively standard for the segment, but the 3.0-litre engine is fairly well-regarded for its smoothness and reliability.
Fiat Ducato
The all-new drivetrain features Fiat’s latest 2.3 litre four-cylinder turbo-diesel with Multi-Jet 2 electronically-controlled common rail direct injection, variable-vane turbocharging, intercooler and Euro 6-emissions compliance using AdBlue. It produces 130kW at 3500rpm and (in automatic models) 450Nm of torque which peaks at 1500rpm. In case you’re wondering, the red ‘180’ body badges denote European metric horsepower.
The new ZF nine-speed torque converter automatic is a sweet-shifting transmission which Fiat claims is designed to optimise the engine’s torque delivery and fuel economy. It has a sequential manual-shift function if required, which could be useful if hauling big payloads in hilly terrain, but works most efficiently when left alone.
Efficiency
Mazda BT-50
Given how much bitumen (and gravel) we covered during testing the BT-50 Thunder Pro - around 1500km - putting the claimed fuel consumption figure to the test was paramount.
Mazda claims the BT-50 uses 8.0 litres for every 100km covered under a combined (urban, extra-urban) cycle WLTP test with the 3.0-litre engine and an automatic transmission.
It’s got a 76-litre fuel tank, which theoretically should mean a range of around 950km.
With much of our testing done on either highways or fairly rugged country roads, plus some driving in inner-city Melbourne and in some NSW rural centres, the test figure of bang-on 10.0L/100km feels like a fair indication of a real-world figure.
After more than 650km of driving I was able to fill up with a comfortable level of diesel still in the tank.
Important to mention one of the days of driving was plagued by constant heavy rain, and some of the roads between Melbourne and the guts of NSW have seen better days, so there was a fair bit of fluctuation in speed for long stretches.
Also, the Thunder Pro carries some extra weight and aerodynamic disadvantages in its features (bullbar, spotlights, snorkel, sports bar, etc) so you could likely better that figure in a lesser variant on a more consistent highway drive.
Fiat Ducato
Fiat does not publish a combined average consumption figure for the Ducato, but the dash display was claiming 10.2L/100km at the end of our test, which covered almost 300km of which more than a third was with a heavy payload. We also had the auto stop-start function switched off. That consumption figure was very close to our own, calculated from fuel bowser and tripmeter readings, of 10.6L. So, based on our numbers you could expect a real-world driving range of around 850km from its 90-litre tank.
Driving
Mazda BT-50
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.Â
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.
Fiat Ducato
There’s a commanding view for the driver thanks to a panoramic windscreen and clear eye-lines to the truck-sized door mirrors. There’s also reasonable but cluttered vision through the central rear-view mirror, which is partly obscured by the centre seat’s headrest.
The cabin bulkhead is effective in all but eliminating cargo bay noise and engine/wind noise volume is commendably low even on the highway. The highest audible intrusion at those speeds comes from the front tyres, which is acceptable on smooth bitumen surfaces but increases on coarser grades.
Its leather-rimmed steering wheel is nice to use and thanks to the driver’s door moulding and fold-down in-board armrest, there’s evenly balanced elbow support to relieve strain on the neck and shoulders.
The engine and nine-speed auto transmission are well matched, providing energetic performance when prodded and crisp, decisive shifting. Long-legged highway gearing allows 100km/h at 1500rpm (which is also bang on maximum torque) and less than 1700rpm at 110km/h. Ride quality when empty or lightly loaded can get bouncy on bumpy roads, which is not unexpected from suspension with a two-tonne-plus payload capacity.
Our main criticism is insufficient rake adjustment in the driver’s seat base cushion. There’s not enough angle available to stop the driver sliding forwards, requiring constant repositioning that becomes tiring after a while. More rake in the base cushion, combined with a decent-sized left footrest, would solve this issue.
Also annoying is the audible lane-departure warning, which is too loud and sounds like you’re being zapped by a ray-gun in an old sci-fi movie if you step out of line. A less confronting warning would be welcome.
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Safety
Mazda BT-50
The BT-50 is a maximum five-star model, according to its 2022 ANCAP assessment, with a decent list of safety features standard across the range.
Auto emergency braking, blind spot monitoring, lane keep assist and emergency lane assist, adaptive cruise control with ‘stop and go’, lane departure warning and prevention, rear cross-traffic alert, front and rear parking sensors, driver attention warning and even features like secondary collision reduction are all standard.
There are front and rear curtain, front driver and passenger, side front, farside (front centre) and knee (driver) airbags.
As mentioned, a lot of the driver assistance tech is well-calibrated.
Fiat Ducato
There’s no ANCAP ratings for this GVM division and above, but the latest Ducato is equipped with AEB, forward collision alert, lane departure warning, rear parking sensors, reversing camera plus driver and dual-passenger airbags as standard. Buyers can also option the Safety Plus Pack mentioned earlier.
Ownership
Mazda BT-50
Mazda has a five-year/unlimited kilometre warranty for all its models, plus capped-price or pre-paid servicing plans offered over two-, three-, four- and five-year periods are available.
For the BT-50, servicing is scheduled for every 12 months or a lengthy 20,000km, whichever comes first. And the average cost per workshop visit (capped price) is $661, compared to $595 pre-paid.
Fiat Ducato
Three years/200,000km warranty looks undercooked compared to the five years/unlimited km offered by some rivals. Scheduled servicing, though, is excellent for hard-working vans at 48,000km/12 months whichever occurs first. Five years of Fiat Professional servicing, based on a total distance of 240,000km, equals $6756.99 or an average of $1351.40 per year.