2026 Mazda BT-50 XS 4×4 dual-cab chassis review

The current-generation Mazda BT-50 has been on sale for the last half-decade, but the model’s arguably been through its biggest revisions in the last 12 months.

It was first facelifted early in 2025 – a visual update that brought new equipment and tech to the ageing nameplate – but then later in the year, the model again underwent changes that saw the discontinuation of the 1.9-litre engine in lieu of a new, larger 2.2-litre diesel engine.

These changes mirror those seen in its twin-under-the-skin development partner, the Isuzu D-Max, and of course, the range-topping 3.0-litre Isuzu-sourced powerplant remains for the high-spec trim grades. But the introduction of the 2.2-litre engine injected life into the budget end of the BT-50 range.

This end of the dual-cab ute market caters primarily to fleet customers, those with a keen eye on the dollars, while balancing capability.

The entry-level BT-50 XS grade suits well as the most affordable variant in the range, and as I tested it, it costs $53,620 before on-roads. Though, as you can see in the images, it’s fitted with all manner of accessories from the Mazda catalogue and beyond.

As such, this 4x4 dual-cab chassis version was pushing $70,000 drive-away, with near $8000 or so of extra kit added to the bottom line.

I saddled up in this version for the week to see whether the 2.2-litre cab-chassis variant was the perfect workhorse.

Considering I wrote about the introduction of this new-generation Mazda BT-50 at the launch 12 months ago, and I’ve written about this variant before in its pre-facelift guise, if there’s any question you have that’s unanswered by this review, please check out my previous Mazda BT-50 content through the linked content.

But, for now, let’s hone in on this entry-level, bare-bones specification.

The hallmark of this grade is the new 2.2-litre turbo-diesel four-cylinder engine under the bonnet. It’s exclusive to the base XS and produces 120kW and 400Nm, up from 110kW/350Nm in the old 1.9-litre unit.

It’s matched with an eight-speed automatic transmission, up from six speeds, and it can be had with two- or four-wheel drive.

Other niceties – or not-so niceties depending on how you look at it – include 17-inch steel wheels, cloth upholstery, a polyurethane steering wheel, vinyl flooring, an 8.0-inch infotainment screen, adaptive cruise control with stop-and-go assist, reversing camera, a locking rear differential (4x4 versions only), and wireless Apple CarPlay and Android Auto.

Its closest rival is the Isuzu D-Max SX dual-cab 4x4 with no tray, from $50,700, while the new Toyota HiLux Workmate is another suitable option in the work-ready ute segment. It costs $52,490 before on-road costs.

Starting with the driving experience and the 2.2-litre’s suitability for work purposes, the engine/gearbox combination is a sweet pairing. I loaded the tray with soil and plants over the weekend and never found the unit to struggle under the added weight.

As an aside, it features the same 3500kg braked tow rating as the 3.0-litre BT-50s.

Beyond its ability to haul heavy payloads and trailers, we took the BT-50 out to the country as a support car on a video shoot. As nice as it would have been to play pretend traffic controller and close roads for the Subaru WRX video shoot we were filming, the BT-50 XS in traffic-controller guise was an asset all on its own.

There’s ample space in the second row for camera gear, plenty of room in the tray for the less-valuable gear (like the plants I carted around on the weekend), and it’s a great tourer.

The 2.2-litre engine is up to the task for around-town duty. It can feel out of breath for fast overtakes, especially compared to the 3.0-litre four-cylinder BT-50s, but the 120kW/400Nm outputs are a surefire improvement over the old 1.9-litre.

However, while the power output may not be on par with the 3.0-litre, fuel use definitely is. Against a claim of 6.6 litres per 100 kilometres for a combined driving cycle, I saw 10.8L/100km after a 500km week spent driving around town and into the country.

That’s far, far worse than what is claimed, and we’ll be taking a close look at future 2.2-litre BT-50s to see whether this was a one-off.

Additions such as the start/stop technology attempt to reduce fuel use, though its operation proved frustrating. It’s way too slow to switch the engine on and off, and the whole car shudders as the starter motor kicks the 2.2-litre unit into life. As far as refinement goes, it’s got a long way to go.

The new eight-speed transmission for this 2.2-litre diesel engine is a good pairing for the powertrain, shifting smoothly at the right time based on throttle position and road terrain.

The heavy-duty suspension means that unladen, around-town ride comfort is a struggle – the rear end skips and hops, and feels firm over just about all road imperfections. But, with a payload of up to 1248kg, this ride profile is to be expected.

Somewhat unfitting for a dual-cab ute in this specification is a light steering quality that can make the BT-50 an odd car to drive around long winding bends, but it does help when you’re trying to nose it into a parallel park.

For that matter, the body dimensions felt surprisingly difficult to slot into a perpendicular car park – its 5280mm-long body can be an awkward one to position in urban environments.

Subtle safety improvements have been introduced over the years for the BT-50 to keep it in line with its competition. The adaptive cruise control, rear cross-traffic alert/braking, and adaptive cruise-control systems have all had tweaks to improve their functionality, and they all worked well for me on test.

This ute gets a five-star ANCAP safety rating awarded in 2022.

Every Mazda sold in Australia is backed by a five-year/unlimited-kilometre warranty, which is essentially par for the course in the dual-cab ute segment. Some manufacturers do better, like Nissan and its new 10-year arrangement, though most cater for issues for up to five years. The BT-50 XS is quoted at $1431 over three years to maintain, according to Mazda’s capped-price service calculator, but this doesn’t include one-off costs like fuel filters.

This is a low-spec dual-cab ute, so there’s little to get excited about in terms of interior presentation. It’s a hard-wearing cabin full of plastics – par for the course. It's less acceptable when you come across some of the sharp plastic joins between parts of the door panels, and on the steering wheel.

However, the brand has made it a comfortable place to spend time, if nothing else.

The cloth seats provide comfortable shoulder support, and the seat base is long enough so your thighs don’t get sore.

It’s a no-frills space, but you can’t expect much more from an entry-specification ute. There’s a good amount of room for the driver in the front row, and nice storage cubbies like the tray in front of the shifter and large door pockets for big bottles.

One thing it misses is a wireless phone charger, but there are USB ports to recharge devices anyhow.

Rear-seat space is fair, especially in terms of head room, but leg space and side-to-side space with other rear-seat passengers could prove a problem for taller people.

The 8.0-inch infotainment suite was enlarged 12 months ago and sees the BT-50 with a decent system, including wireless Apple CarPlay and Android Auto, digital radio connection, and AM/FM bands, but no native navigation.

It’s a basic menu structure, so it won’t take long to get to grips with the functionality. I do like the manual dials for adjusting volume, and the air-conditioning tweaks are found below.

It’s great that Mazda continually updates the BT-50 to keep it in line with the competition. Its safety suite was retested in 2022 following updates, the car has enjoyed model-year tweaks, and the facelift 12 months ago brought helpful fixes to alleviate owners’ pain points.

This new 2.2-litre engine is the big news, introduced late last year. It strikes a sweet balance between offering capability to fleet-based customers, leaves room to the 3.0-litre flagship versions, and is more powerful than the outgoing 1.9-litre.

With that in mind, there’s not much to complain about.

However, owners will have to accept that it won't be the most refined driving experience on the market. Especially, alongside popular, polished rivals like the Ford Ranger, and a wave of Chinese competition that provides better value for money with regard to the kit you get for your spend.

Tom started out in the automotive industry by exploiting his photographic skills but quickly learned journalists got the better end of the deal. With tenures at CarAdvice, Wheels Media, and now Drive, Tom's breadth of experience and industry knowledge informs a strong opinion on all things automotive. At Drive, Tom covers automotive news, car reviews, advice, and holds a special interest in long-form feature stories.

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