The nameplate may not enjoy the same recall as its competitors, but the Mazda B-Series has had a very long history—one that dates back all the way to 1961. This makes its lineage one of the longest in the pickup truck segment predating the Toyota Hilux (1968), Mitsubishi L200 (1978), Ford Ranger (1983), and Nissan Navara (1985). Now one could argue that the reason why it hasn’t been a household name is that it was made by three different companies throughout its 61-year history.
The first-generation BT-50 was designed and engineered by Mazda, with Ford benefiting from a badge-engineered version of it as early as 1972 all the way to 2011. In 2011, with the introduction of the Ranger T6, it went the other way with Ford taking lead in the engineering aspect, and Mazda limiting its involvement to designing different sheet metal. Then, Mazda, keen to strip itself of any remaining connection with the American carmaker, inked an OE supply arrangement with Isuzu. The result of that arrangement is the 2022 Mazda BT-50.
Now to be clear, Mazda has no technical involvement when it comes to the 2022 BT-50’s engineering. The holistic approach in developing the BT-50’s engine and platform does sound like Mazda’s Skyactiv approach, but everything you don’t see—the frame, suspension, and powertrain are all 100 percent Isuzu. But that’s not to say that the BT-50’s a mere facsimile. In fact, this is one of the rare occurrences where the derivative beats the original.
Let’s start with the most obvious thing: the styling. It has all those Mazda trademarks everyone has come to know so well from the broad grille to the squinty LED headlights. It will certainly be a subject of continuous internet debate, but subjectively, it’s far easier on the eye and more mature than the D-MAX. An added bonus is that sloping hood also visually plants the BT-50, while also improving the front visibility, especially at the corners.
The verdict on the exterior design is purely in the eye of the beholder, but once aboard, there’s no doubt that it’ll wow style-driven buyers. Some items are common with the D-MAX such as the switchgear and buttons, but there’s plenty of differentiation too. For instance, the dashboard itself has been re-sculpted lending it a broader, cleaner look free from unnecessary creases. An added bonus is the metallic trim that runs from the doors across the dashboard—it’s very Mazda. Meanwhile, the contrasting brown leather seats (perforated for good measure) and knee pads add a touch of class. That said, the redesign has one main drawback: there are far less cubbyholes in here. Compared to the D-MAX, the BT-50 loses the two cup holders by the AC vents and the lidded top dash console. It does manage to keep the twin gloveboxes and deep armrest console box.
Compared to the D-MAX’s locally sourced head unit, Mazda opted to keep the factory 9-inch infotainment system. The interface isn’t related to the touted Mazda Connect system, but the graphics are still clean and crisp. Navigating through the menus require using both the on-screen and physical buttons (Back and Home, for example), which may be confusing at first, but it become second nature in time. It doesn’t offer offline GPS capability, but standard wireless Apple CarPlay and Android Auto make up for that. That said, setting up wireless Apple CarPlay isn’t a straightforward process, and the lack of a wireless charging pad means drivers will probably have to plug in anyway.
The front seats are supportive, but more than that, there’s excellent amount of movement for the driver to get their preferred position. It offers six ways of electric movement plus adjustable lumbar support. The steering wheel also adjusts for rake and reach as well. Meanwhile, the rear seats are comfortable, easily fitting three six-footers abreast with adequate knee and headroom. When not carrying people, the seats flip up in a 60/40 split, or fold down in one piece for added cargo room.
Across the BT-50, range is a standard 3.0-liter turbo diesel 4-cylinder shared with Isuzu. In this application, it makes 190hp and 450Nm of torque. And despite not having peak power or torque figures that match the segment leaders, it feels effortless on the road. A light right foot is all that’s needed for almost all daily driving. The secret is that peak torque which is available from just 1,600 rpm. It’s refined, too. Even under load, the engine barely disrupts the cabin. The 6-speed gearbox is also well-matched to the relaxed nature of the engine. The powertrain also results in commendable fuel economy: 10.41 km/L in traffic.
Like the D-MAX, the BT-50 continues with a hydraulic power steering. It requires more effort to turn during low-speed maneuvers, but balance out well as the speeds go up. And speaking about high speeds, it feels largely composed. Unladen, the ride is firm without being fierce, and while the rear end will skip over poor surfaces, it toes the middle between ride comfort and capability.
And speaking about capability, this is where Mazda has easily caught Isuzu off-guard. With the D-MAX omitting a rear locking differential, the BT-50 has the edge when it comes to off-road trails. Match that with standard 18-inch all-terrain tires, 240mm ground clearance, and an 800mm water wading depth, and you’ve got a solid 4×4 machine that happens to look sleek and stylish.
In terms of safety, the BT-50 comes with front and rear parking sensors with a reverse camera. Even better, it has blind spot indicators and a camera-based driver assist system that unlocks features such as automatic emergency braking, lane departure warning, high-beam assist, and adaptive cruise control.
All told, it’s an impressive pickup truck. Compared to its predecessor, it’s definitely better to drive, more efficient, and more future-proof. It may still be something of a badge-engineering exercise, but Mazda still deserves credit for changing up the exterior and pushing up the interior quality too. Throw in a better ownership package thanks to its free 5-year service plan and more affordable price tag, and you have a clear winner here.
