Mazda BT-50 VS Volkswagen Transporter
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 Transporter
Likes
- Superb drivetrain
- Ride quality laden/unladen
- Fuel economy
Dislikes
- No ANCAP rating
- Small kerbside mirror
- Noise levels at highway speeds
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 Transporter
The VW Transporter has been in production for more than 70 years, as its bloodline can be traced back to the original rear-engine split-window ‘Kombi’ launched in 1950. So, during those seven decades, the German manufacturer has no doubt learned a thing or ten about building light commercial vans.
The current T-series of Transporters was launched in 1990, which was the first of six generations culminating in the current T6 range, that comprises not only work-focused vans but also people-mover, campervan and cab-chassis variants.
VW recently released a 6.1 version of vans and people-movers. That decimal point brings significant upgrades of standard safety equipment, headlined by City Emergency Brake (CEB), plus new variants. We recently put a Transporter 6.1 to work for a week and discovered a very capable mid-sized (2.5 to 3.5-tonne GVM) van with few flaws.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 7.5L/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.
Volkswagen Transporter8/10
The Transporter boasts a level of mechanical refinement, engine performance, ride quality, heavy load-carrying ability and general driver comfort that sets a high benchmark in this category. If not for its lack of an ANCAP rating and unacceptably high internal noise levels at highway speeds, it would be hard to fault.
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 Transporter
Our test vehicle’s 3400mm wheelbase is 400mm longer than the standard model, resulting in a corresponding increase in overall vehicle length to 5304mm and a 300mm increase in turning circle to 13.2 metres.
Its 1904mm width is an easy fit in most loading zones and the standard roof’s 1990mm height means it can access most underground and multi-storey carparks which typically cap vehicle heights under 2.2 metres. It comes standard with a kerbside cargo bay sliding door and single-lift tailgate.
The well-developed front wheel-drive chassis is simple and robust with MacPherson strut front suspension and semi-trailing arm coil-spring rear suspension, the latter equipped with stout rubber cones inside the spring coils to provide a second stage of support under heavy loads. Optional heavy-duty and rough road suspension packages are also available. Brakes are four-wheel discs.
You can always pick a van designed for hard work by the amount of black plastic in body areas prone to high wear and/or scrapes, chips and dents and the Transporter has most of those covered, including the front and rear bumpers, lower rear pillars, hubcaps, door handles and mirrors.
The cabin has a back-to-basics look and feel as highlighted by numerous plastic caps blanking dashboard slots where switches are fitted to higher-equipped models. However, it has most of what you need and none of what you don’t for this working role. Even so, the lack of fold-down inboard armrests and a driver’s left footrest are notable omissions and both would be welcome for long stints behind the wheel.
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 Transporter
Our test vehicle is the long wheelbase variant with standard roof height, TDI340 turbo-diesel engine and seven-speed dual-clutch automatic transmission for RRP $47,990. This compares to higher-selling mid-sized turbo-diesel rivals like the Ford Transit Custom LWB 340L with six-speed auto ($47,590), Hyundai iLoad with six-speed auto ($42,710) and segment-leading Toyota HiAce LWB with six-speed auto ($45,240).
It's basic and work-focused as you’d expect, from its 16-inch steel wheels and 205/65R 16C tyres with full-size spare to its cloth seats and tough rubber floor covering in the cabin. However, that doesn’t mean you miss out on some useful and welcome creature comforts, like a leather-covered steering wheel with height/reach adjustment and infotainment controls, driver’s seat adjustable lumbar support, halogen daytime running lights (DRL), rain-sensing wipers, heated tailgate window with washer/wiper, multi-function driver’s display, four-speaker infotainment system with 6.5-inch touchscreen and multiple connectivity including Apple CarPlay/Android Auto plus lots of standard safety tech.
There’s also heaps of factory options available to help tailor a Transporter to suit an owner’s specific requirements including different cargo bay door and window configurations (including twin rear barn-doors), front passenger bench seat with under-seat storage, higher-spec infotainment systems and lots more.
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 Transporter
This engine and transmission combination is the jewel in the Transporter crown with its energetic, flexible and efficient performance. The 2.0 litre, four-cylinder, direct-injection TDI340 turbo-diesel meets Euro 6 emissions using AdBlue and produces 110kW between 3250-3750rpm and 340Nm of torque across a 1500rpm-wide torque band between 1500-3000rpm.
The closely-spaced ratios in the seven-speed dual-clutch automatic are tailored to get the most out of this willing engine, with crisp and virtually seamless shifting. It also offers the choice of manual sequential-shifting, when hauling heavy loads in hilly terrain or simply for those wanting a more ‘sporting’ driving experience, but the seven-speeder usually does its best work when left to its own devices.
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 Transporter
We covered 283km (with auto start/stop disabled) which included about one third of that distance with a maximum payload. The dash display was claiming an average combined consumption of 8.1L/100km when we stopped to top-up the 80-litre tank. Our own figure calculated from fuel bowser and tripmeter readings came in even lower at 7.7 and both undercut VW’s official combined figure of 8.3L/100km. Needless to say, that’s outstanding real-world economy, which based on our figures should deliver a huge driving range of 900-1000km from its sizeable 80-litre tank. Possibly even further with auto start/stop enabled.
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 Transporter
Four-coil suspension provides a noticeably supple unladen ride quality, which is impressive for a commercial vehicle with a one-tonne payload rating. It also feels sure-footed and well planted on the road, particular on the many wet roads we encountered during a rain-affected week of testing.
With its upright steering wheel angle and nicely-weighted steering feel, it offers a comfortable almost car-like driving experience. The driver’s seat has height, backrest rake and lumbar adjustment; there’s no rake adjustment for the base cushion but it doesn’t really need it. There are also clear eyelines to all mirrors, a nicely-positioned gearshift and an uncluttered dashboard/instrument layout that’s easy to read and operate.
The 2.0 litre turbo-diesel has energetic response in its peak torque band between 1500-3000rpm, where most city and suburban driving occurs. Snappy, seamless up-shifting occurs between 1500-2000rpm, providing brisk acceleration with excellent fuel economy. At highway speeds, good gearing ensures the engine needs only 1800rpm to maintain 100km/h and 1900rpm at 110km/h.
We only have two criticisms. One is the size and limited wide-angle effect of the left-side mirror, given the huge blind-spot that a solid-walled long wheelbase van like this creates over the driver’s left shoulder. Although the Transporter is (thankfully) equipped with blind-spot monitoring, a larger kerbside mirror with a more convex shape to increase its angle of view would be welcome.
The other is high internal noise levels at highway speeds emanating from the rear wheel housings. On some grades of coarse bitumen it can sound like the roar of a jet engine, which is too loud for sustained periods and could be a deal-breaker if you do a lot of highway work. We have recently tested rival vans without cabin bulkheads which have appreciably lower cargo bay noise levels at similar speeds (most notably a Chinese brand), so it can be done.
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 Transporter
There's no ANCAP rating but the Transporter 6.1 adds to an already extensive list of active and passive safety with the following features now standard: front assist with city emergency braking (aka low-speed AEB), crosswind assist, side-assist including blind-spot monitoring/rear cross-traffic alert and multi-collision brake. There’s also driver and passenger front and side curtain airbags plus lots more.
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 Transporter
Five years/unlimited km warranty with 12 months complimentary roadside assist. Scheduled servicing every 12 months/15,000km whichever occurs first. Capped-price servicing for first five scheduled services up to five years/75,000km of $3082.