SA Road Tests

Welcome

This is the home of automobile road tests in South Africa. I drive South African cars, SUVs and LCVs under real-world South African conditions. Most, but not all, the vehicles driven are world cars as well, so what you read here possibly applies to the models you get where you live.

My most recent drive is on the home page. Archived reviews and opinion pieces are in the active menu down the left side. Hover your cursor over a heading or manufacturer's name and follow the drop-down.


Review: 2015 Mazda BT-50 Highrider double-cab 3.2 diesel

Not to be hurried

Posted: 27 July 2015

The numbers
Price: R402 400 basic or R437 400 as tested
Engine: 3198 cc, DOHC, 20-valve, five-cylinder turbodiesel
Power: 147 kW at 3000 rpm
Torque: 470 Nm between 1750 and 2500 rpm
Zero to 100 km/h: 13.4 seconds
Maximum speed: 170 km/h
Real life fuel consumption: About 10.2 l/100 km
Tank: 80 litres
Tare: 2088 kg
GVM: 3200 kg
Maximum towing mass (braked): 1800 kg
Ground clearance: 237 mm
Approach/departure/breakover angles: 27.6/28.4/24.4 degrees
Maximum wading depth: 800 mm
Warranty: 4 years/120 000 km; with 3 years roadside assistance
Service plan: 3 years/90 000 km; at 15 000 km intervals

“Holy jibber-jabbers, Batman! What’s that?”

That, my young friend, is a hulking white Mazda BT-50 Highrider, double cab, five-cylinder, 3.2 diesel in 4x2 and sporting a six-speed manual shifter, but no difflock. The reason you’ve gone all bug-eyed and incoherent is that it’s fitted with the optional R35 000 Drifter Package. 

It consists of Black Rhino Hard Alloys from TSW in California, a bulky nudging rail up front, matching bin bars, rubber-clad side steps, tonneau cover, loose rubber bin mat and soft-opening damper for the tailgate. And “Drifter” decals for front doors and the nerfer; just in case you forget.

At first sight, it’s scary. All that blackness makes the wheels look monster-sized, even though they are only 8” wide and wear the standard 265/65 R17 rubber used on civilian trucks. To find out it’s only a 4x2, with difflock a further option, is a bit of a let-down. Never fear though; the good stuff is still available for money – this is simply a kit that can be added if you want it.

To figure out where our test vehicle fits in the BT-50 hierarchy, let’s look at some basics. There are 17 models; all high riders. There are two engines – 2.2- and 3.2-litre turbodiesels, and two specification levels – SLX and SLE - although cheaper SLX trim is provided only with the smaller motor. Then come three cab styles – single, extended with a pair of added jump seats, and double-cab. Four-wheel drive can be had only with the larger engine. Other differentiators consist of transmissions (manual or automatic) and whether or not you prefer your 4x2 with a lockable rear differential.

That places our 4x2, six-speed manual without difflock, double cab, SLE about two-thirds of the way up the pecking order.

Although twin-cabs are mostly promoted as dual purpose vehicles for business people wanting a family car for weekends, they also provide an alternative to SUVs because the load bin allows more space for carrying leisure gear. Mazda geared the BT-50s toward this market while Ford promoted “toughness” for its Rangers. Unfortunately for Mazda, South Africans don’t like being seen as “un-tough,” so BT-50 sales lag behind those of the mechanically identical Fords.

Looks obviously play a part although the Mazda is equally attractive in its own way. As a matter of interest only windscreen, roof panel and back window are common to both makes. It strikes us that one might be able to pick up a second-hand bargain by taking advantage of price differentials caused by perceived differences in desirability.

Driving impressions and liveability: Steering response and feel was car-like, but the manual gearbox was rather notchy and not to be hurried. As a result, its zero to 100 km/h sprint capability is slower than with the automatic option. Mazda SA quotes no figures but an Australian magazine put it at 13.4 seconds while a Ranger 4x4 automatic, tested at the same time, did it in 12.6.

The cab showed its Mazda sedan roots in its layout, electronic aids and convenience features although, at just over R400 000 for a 4x2-without, we would have liked a more upmarket LCD touch screen rather than the basic 3.5-inch graphic display provided.  The same could be said for a proper reversing camera because we find high riders too long, tall and cumbersome to manoeuvre and park comfortably in urban environments. It’s useful out in the bush as well.

Manually adjustable leather seats are comfortable and supportive while there is more than adequate storage space with a big cubby, bottle bins in the doors, a pair of cup holders and a big central box, with hinged top tray for small items, under the armrest. Rear seat accommodations offer plenty of head, knee and foot space. The backrest angle is possibly a little more upright than one finds in most cars, but it was comfortable enough.

We did find the doorways a little low; meaning that we had to duck slightly while getting in and out. Three inertia belts, a full set of head restraints and a fold-down armrest, with two more cup holders, were provided.

In our launch report we mentioned “impressive comfort over a range of surfaces.” We should probably take that back. While it rode smoothly on city streets and over occasional ripples and speed humps, it was challenging to live with when driven empty along a couple of unpaved Provincial roads we know. It was too bouncy for our taste and borderline skittish occasionally.

Handy-persons could load a couple of 1.8-metre x 960 mm boards or a few planks into the bin, but after that the front panel’s curvature shortens its effective length to 1.5 metres while minimum distance between the lower edges of the wheel arches is about 1.08 metres. Six lashing rings help to keep loose items tied down. As with any working pickup, the bin is double-skinned for strength and cosmetic durability.

Decision: While we can see the usefulness of the high-rider configuration, with its 237 millimetres of ground clearance, in off-road use, it becomes awkward in city spaces. We wouldn’t mind one for off-road work provided it had at least a diff lock or preferably full-on 4x4. But this one, especially with Drifter pack, is really no more than a poser’s toy.

Test unit from Mazda SA press fleet

To see our launch report and more technical details click here



What We Do

This is a one-man show, which means that every car reviewed is given my personal evaluation and receives my own seat of the pants judgement - no second hand input here.
Every test car goes through real world driving; on city streets littered with potholes, speed bumps and rumble strips, on freeways and if its profile demands, dirt roads as well.

I do my best to include relevant information like real life fuel economy or a close mathematical calculation, boot size or luggage space, whether the space is both usable and accessible, whether life-sized people can use the back seat (where that applies), basic specs of the vehicle and performance figures if they are published. In the case of clearly identified launch reports, fuel figures are of necessity the laboratory numbers provided with the release material. If I ever place an article that doesn't cover most things, it's probably because I have dealt with that vehicle at least once already, so you will be able to find what you want in another report under the same manufacturer's heading in the menu on the left.

Hope you like what you see, because there are no commercial interests at work here. As quite a few readers have found, I answer every serious enquiry from my home email address, with my phone numbers attached, so they can see I do actually exist.

Comments?
Want to ask a question, comment or just tell me you completely disagree with what I say? If you want advice or have a genuine concern, I will be happy to hear from you. All I ask is that you write something in the subject line so I know which vehicle you're talking about.