Mazda BT-50 VS LDV G10

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.

You probably wouldn’t choose an LDV G10 as a daily driver if you didn’t intend to use the cargo zone at least 80 per cent of the time.

But if - for whatever reason - you really want to use a van like this on a day-to-day basis, you won’t hate it. 

The G10 drives pretty nicely for this type of vehicle. It isn’t as bouncy when unladen as some of the other vans out there, with the suspension proving very quick to settle and mostly very compliant across mixed surfaces. 

The steering wheel can jostle a bit over sharp edges, but it steers well, with decent (not too heavy) weighting and predictable response at all speeds. 

Without weight on board the engine feels reasonably urgent in its response, which is a bit of a surprise because it’s not a powerhouse based on its outputs. It revs smoothly and pulls with good strength, with little turbo lag to contend with. While it is a bit of a grumbly engine at times, the response is better than adequate.

Plus the transmission is well sorted, with smooth shifts that are predictable.

The braking response is definitely better without weight on board, with a decent progression to the pedal and decent bite when you press hard on the anchors.