Mazda BT-50 VS Volkswagen Crafter
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
Volkswagen Crafter
Likes
- Less confronting to drive than a caravan combo
- All-Terrain model has real adventure appeal
- Carries full VW factory warranty
Dislikes
- Good value, but still a lot of money
- Won't cut it as a daily car outside holidays
- Needs plenty of real estate for parking or storage
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 |
Volkswagen Crafter
Long before a hash-tag was anything more than a confusing symbol on a typewriter, vanlife was already a thing.
And you can largely thank Volkswagen for that because its Kombi models from the 1950s, '60s and '70s help cement the idea of roaming around the planet in a self-contained car-cum-house as a counter-culture favourite. More than that, the affordable, rugged Kombi made it actually possible.
Back then, there were a couple of paths to tread. You could take a second-hand butcher’s or florist’s Kombi van (windows optional) and trick it out with a bed, a table and whatever gear you needed to survive on the road.
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Or, if the cash was around in sufficient quantities, you could buy a Kombi brand-new and have it converted to camper spec. And of all those brand-new conversion options, Volkswagen’s own, in-house conversion supplier, Westfalia was (and is) regarded as the pick of the crop.
So, when VW announces a 21st Century take on the concept of a factory campervan, those who like the idea of a lap of Australia but don’t like caravans or towing, are suddenly all ears.
Like most things, the latter-day VW camper has grown a size or two over the last six or seven decades. Which is why the factory Kampervan TD1410 4 Motion (to give it its full name) is based on the long-wheelbase, high-roof version of the Crafter van rather than the original Transporter layout. (There’s still the VW Multivan-based California if the Kampervan is too big.)
But just as commercial vehicles have become bigger and more sophisticated, and glamping has grown out of actual camping, does the modern take on a hippy legend make the grade in 2024? And does the Volkswagen offering retain any of the charm of the original campervan?
Oh, and forget about Westfalia. This conversion is the work of none other than Aussie caravan specialist Jayco.
The deal between Jayco and VW locally, means this variant of the Crafter Kampervan is an Australia-only deal.
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | — |
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.
Volkswagen Crafter8.1/10
This is not the vehicle for somebody looking for the odd weekend away. That’s mainly because it will take up a lot of real estate when you’re not using it (it may not even fit in a lot of car-ports or garages) and it’s far from a daily driver for the school run or shopping trips.
If you’re looking for a getaway machine that will also work at home for the other 48 weeks of the year, a conventional caravan and four-wheel-drive is likely to be a better bet, purely because the tow-vehicle can be your day-to-day transport
But if your plans include longer getaways and you have the storage space to keep the Kampervan stashed away safely, it starts to emerge as a functional alternative.
Talk to long-term travellers, and even the best camper trailer needs to be set up each night and folded away next morning, and as for tents, don’t even start us…
But like a full-sized caravan, the VW simply pulls up to where ever it is you want to stay for the night and is ready to feed, entertain and rest its occupants within seconds of stopping.
But unlike a big, heavy caravan, the Volkswagen imposes far fewer driving caveats (including fuel consumption) and is a vastly more enjoyable and simple thing to drive in pretty much any circumstance.
It's not for everybody, but for those whose lifestyle it matches, the VW Kampervan is an alternative to a caravan that deserves short-listing. Let’s face it, 50 million hippies can’t be wrong.
Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.
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.
Volkswagen Crafter
Given that the design of the camper conversion was partly the work of Jayco, there’s every reason to suspect that the end result should work for recreational users. That is, of course, provided Jayco’s caravan-building experience translates to a campervan layout.
That’s because this is not as simple as plonking a wheel-less caravan onto a Crafter cab-chassis; integration in the key here.
The various zones – driving, entertaining, sleeping, bathroom and cooking – need to work with each other with as many components having more than one job.
The off-grid capability is also a highlight and, in the case of the All-Terrain model with its off-road tyres, bash plates and 30mm higher ground clearance, makes getting farther off the beaten track more of a reality.
A lot of people will wonder why VW didn’t simply import a batch of the campervan conversions it already builds in Europe.
The fact is, however, that the left-hand drive layout means the sliding side door would be on the wrong side for Australia, and the integrated gas system would not have met ADR standards. So was born the idea of a local conversions which is where Jayco came in.
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.
Volkswagen Crafter
Based on the top-shelf Crafter van, the Kampervan then goes on a mission to be both a car and a holiday house.
So, pull up a comfy chair, because there’s a fair bit to discuss here. This isn’t just a tent on wheels, it’s a fully functional tiny home that just happens to be relocatable on a daily basis. As such, the vehicle needs to be able to manage energy, water, gas and waste.
VW’s aim was to elevate the quality standards of the caravan industry to that of the car-making world, as well as address its customers’ main agendas, including storage, the ability to go off-grid and the management of light and ventilation for sleeping.
That utility starts with the walk-through layout where the front seats swivel to form the other half of the dining table seating. From there, the layout runs to a full bathroom, a kitchen and then back again to a fixed queen-size bed.
The bathroom combines a shower and a lavatory with a cassette system for black-water storage and disposal.
The kitchen features a 90-litre fridge with a freezer drawer that is accessible form both inside and outside the vehicle. There’s a dual gas-hob and a 9.0kg gas bottle stored in the rear compartment (under the bed, but accessed from outside) that also includes a huge slide-out drawer for an extra fridge or whatever else needs to be carted around.
There’s also a sink with a mixer tap and the vehicle carries 120 litres of fresh water, not to mention gas-powered on-demand hot water.
A wind-out awning runs the full length of the van, extending the living space and forming a space for the VW-branded camping table and chairs.
The bedroom includes a pair of swivelling fans for cross-ventilation, USB and 240-volt ports, a swivelling TV and blinds and screens on all windows. The standard air-conditioning system will also run for about seven hours before the vehicle runs out of power.
Speaking of power, the electrical system is a force of nature. Aside from the standard Crafter battery (which remains the start battery and can’t be depleted by the equipment on board) the standard smart-alternator function has been disabled so the engine can help charge the batteries whenever possible.
That power storage array incorporates a 400Ah lithium-ion battery with a 3000-watt inverter to run the 240-volt system even when off-grid. There’s a 60A DC-to-DC charging system and, all up, VW reckons the vehicle can stay off grid for about three days straight based on normal power consumption. A multi-screen control panel tracks power usage and issues alerts when required.
So, what’s missing from the Kampervan? Climate-control air-conditioning for the cabin, mainly (the Crafter starts life as a commercial van, after all). Oh, and beds for the third and fourth passenger. Cue hippy-free-love jokes.
The Kampervan starts at $157,990 for the on-road biased Style model and $165,490 for the All-Terrain version.
As the more off-road capable variant, the All-Terrain gets 16-inch steel wheels with all-terrain tyres, bash plates, a higher ride height and a snorkel.
In either case, the accommodation fittings and fixtures are identical, that sounds pretty steep, but go out and price a full-sized four-wheel drive and a full-sized caravan with a bathroom and then see how it all stacks up.
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.
Volkswagen Crafter
The Crafter is powered by VW’s now-familiar 2.0-litre turbo-diesel four-cylinder engine which produces 130kW of power and 410Nm of torque thanks to a pair of turbochargers.
Driving through an eight-speed automatic transmission, the torque is then sent to all four wheels via VW’s '4Motion' permanent all-wheel-drive system.
It’s worth mentioning the automatic transmission is a conventional torque-converter unit, rather that the dual-clutch layout VW has championed for years now.
The Crafter also uses ventilated disc brakes front and rear and the however you look at it, the modern driveline of the Kampervan makes an old air-cooled Kombi look even more antiquated (which is saying something).
And while the Crafter in commercial-vehicle trim has the option of an electronic locking rear differential, the Kampervan adds this as standard.
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.
Volkswagen Crafter
Although the Crafter’s driveline boasts energy recuperation, it’s not a hybrid system. Instead, the vehicle’s alternator is able to generate electricity during braking and store that in the vehicle’s batteries for later use, rather than storing that power in a dedicated hybrid battery.
This also helps ensure the main battery is always fully charged to power the stop-start system that is also standard on the Crafter.
Because it’s a commercial vehicle, there’s no compulsion to offer an official fuel consumption figure and, indeed, Volkswagen doesn’t.
But our real world drive including some winding roads and a bit of freeway thrown in, gave us an average figure of between nine and 10 litres per 100km. This is likely to be a bit lower on a purely highway run, but is a good indicator of general use consumption.
The 75 litre fuel tank should, then, give an easy 700km of range, but don’t forget the Crafter’s engine uses AdBlue, so that extra cost needs to be factored into running costs.
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.
Volkswagen Crafter
You can see the appeal of a high driving position the moment you step into (or climb into, really) the Kampervan. The view out is fabulous and even though the vehicle is just shy of seven metres long, you soon develop a bit of a sixth sense for where the back wheels are, based on what the front wheels have just done.
The glass area is huge with the exception of the view to the rear thanks to that bathroom placement.
The front seats are big and comfy, although the two rear seats are pretty flat and place the occupants quite close together. There’s enough adjustability in the seat and steering column to make anybody feel at home and the exterior mirrors are big and clear.
There’s enough performance, to be sure, but the sheer mass of the Kampervan and the fact that it’s moving a lot of air means you’ll be giving the rather long-travel accelerator a decent workout.
Taking off into traffic is the only time the VW will feel a bit sluggish, but once the engine has a few revs on board it all gets going fairly smartly.
Unlike a lot of modern cars that can feel as though they're travelling a lot slower than they really are, the Kampervan is the opposite. Not that it’s spooky to drive, but there will be times you’ll be in a 100km/h zone, look down and discover you’re doing 90.
In the context of a leisure vehicle, this shouldn’t bother anybody apart from a highway patrol officer down on his or her monthly quota.
The engine is smooth and the transmission is refined and possesses enough smarts to make a better job of shifting itself than the driver ever will.
It’s not exactly silent inside, though, with a smattering of clicks and clatters from some of the less-automotive furniture, but it’s a fair bet even a brand-new house would likewise rattle a bit if you hurled it down a bumpy road at 100km/h.
The biggest source of noise pollution, though, is in the All-Terrain model and consists of a chorus of sucking, sobbing, choking and burping noises from the snorkel which is placed right near the driver’s right ear. Obviously, it’s worse with the window open.
Ride quality is very good. Clearly, having a bit of weight on board doesn’t hurt, but even so, the Kampervan refuses to pitch or wallow despite that ride compliance. In fact, it’s very composed for such a big unit that was originally designed to carry parcels and pallets.
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.
Volkswagen Crafter
The Crafter, on which the Kampervan is based, is typical of the emerging breed of commercial vehicles that try not to give anything away to passenger cars in safety terms.
Well, in the front seats anyway, because the two seats in the rear are formed by a bench seat that doubles as a kitchen-table seat, so lacks the contouring of most car seats.
More importantly, the rear seats miss out on side-curtain airbags. This is understandable given the vehicle’s origins. Both rear seats do, however, feature top-tethers for child restraints.
Up front, meantime, the two front passengers get both front and side-curtain airbags with a full array of driver aids to help with safety.
They start with stability control, anti-lock brakes, brake-assist, traction-control, multi-collision braking and hill-holding function.
There’s also autonomous emergency braking that works at speeds up to 60km/h, driver-fatigue detection, a rear view camera, adaptive cruise-control, rear cross-traffic alert, blind-spot monitoring and lane-keeping assistance.
What’s missing? Apart from the side airbags for all passengers, we’d like to see tyre-pressure monitoring on such a large, heavy vehicle and AEB that works beyond 60km/h.
The Kampervan has not been ANCAP tested.
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.
Volkswagen Crafter
The Kampervan carries Volkswagen Australia’s full five-year/unlimited-kilometre warranty. That extends to not just the base vehicle, but the whole conversion including all of Jayco’s additions and other aftermarket fittings.
VW offers a version of capped price servicing called its 'Service Care Plan' that covers scheduled maintenance for the first five years and can be purchased at the time the vehicle is ordered.
No price for this was available as we went to press, but for reference, the same five-year service plan for the Amarok dual-cab ute costs $1900.
Standard service intervals are every 12 months or 20,000km, whichever comes first.