Nissan Navara VS Mazda BT-50

The driving position is comfortable for most shapes and sizes, even though the steering wheel does not have reach adjustment and the seat lacks adjustable base cushion rake or lumbar support.

The ride is firm when unladen but its four-coil suspension is absorbent enough to soak up the worst of the bumps. The steering feel is responsive and nicely weighted, combined with competent handling and braking that contribute to a positive driving experience.

It’s also impressively quiet at highway speeds, with low tyre and wind noise and an engine that requires less than 2000rpm to maintain 110km/h with minimal effort.

To test its payload rating we forklifted 830kg into the load tub, which combined with our crew of two was a one-tonne-plus payload of 1010kg. That was about 100kg less than its payload limit.

The supple coil-spring rear suspension compressed 80mm under this loading, yet its high ride height ensured there was still about 40mm of bump-stop clearance remaining, which proved ample in avoiding any bottoming-out on our test route. However, that’s not to say it wouldn’t with an extra 100kg on board.

It also excelled on our 13 per cent gradient, 2.0km-long set climb at 60km/h, with the seven-speed auto self-shifting down to fourth gear and just under 2000rpm (right in the middle of its peak torque band) to easily haul this load to the top.

Engine-braking on the way down, in a manually-selected second gear, was also impressive for a 2.3-litre engine restraining more than one tonne of payload. Overall, the Navara proved to be a competent heavy-load hauler.

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.