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2009 Mazda B4000
Big little truck
One of the benefits of Mazda’s relationship with Ford is that it has given the Japanese manufacturer a light duty truck that’s “built Ford tough” right here in North America.
From 1972-93 the B-Series Mazda pickup was assembled in Hiroshima, but in 1994 it became a rebadged Ranger assembled at Ford’s plant in St. Paul, Minn.
The present generation has been around since 1998, which is both a benefit and a detriment. The benefit is that engineering and tooling for Ranger/B-Series was paid off years ago, so the trucks are relatively inexpensive compared to the competition. The detriment is that unlike its competitors, Ranger/B-Series hasn’t been updated in a decade.
But in a way, that’s been beneficial too.
Once, all kinds of compact pickups from both North America and Japan dotted our roadways, farms and work sites. But gradually they all grew larger – whether bearing a GM, Nissan or Toyota nameplate – and now the Ford/Mazda twins survive as the only true compact pickups in Canada or the U.S.
And even though Ranger/B-Series continues to outsell the opposition in Canada, the future of these small trucks is unclear. Speculation is that the present model will carry on until 2011. But reports of a replacement keep surfacing, with rumours it will be built in Mexico, Australia, Brazil or South Africa.
“The B-Series is still in our product plans,” says Mazda Canada spokesman Gregory Young, “but that’s driven by Ford’s plans for Ranger.”
Last year, the V6-powered B3000 was discontinued, leaving the four-cylinder B2300 and the V6 B4000 in Mazda’s line-up.
Base model is the regular cab, 2WD B2300, with a 2.3-litre inline four that makes 143 hp and 154 lb.-ft. of torque. With a five-speed stick, its MSRP is $15,695.
Our test truck was a 4WD B4000 with a 4.0-litre V6 capable of pumping out 207 hp and 238 lb.-ft. of torque. The extended cab model wasn’t quite top-of-the line, because it lacked the $2,015 SE+ package that adds power windows/locks/mirrors and cruise control.
So even though it came with air conditioning, a five-speed automatic with overdrive and anti-lock brakes, our tester was still your basic everyday truck.
I have no problem locking/unlocking the doors with a key and winding down the windows by hand. But I really did miss cruise control on my long drive to and from the city.
Although I like the B4000’s split front bench, my wife found the seat hard, with a ride to match.
Our Cab Plus model had twin clamshell doors that provide access to the rear compartment, but only when the main doors have been opened, and the fold-down jump seats are for occasional use only. If you’ve got to squeeze in an extra passenger, it might be better to flip up the centre armrest/storage bin, unfasten the twin cupholders at the front of the seat cushion and create seating for three abreast. But the one riding in the middle had better be slender, because it’s a tight fit.
At least the shift lever won’t be in the way, because it’s mounted on the steering column with a button on the end to disengage the electric overdrive in situations where oomph, not fuel economy, is paramount.
And the B4000 is a true 4x4 with a dial that allows the driver to select 2WD, 4WD high or 4WD low. And with its 230 lb.-ft. of torque peaking at just 3,000 rpm, the V6 has enough grunt to handle deep mud or snow.
The box length of 1,824 mm is now shorter than the competition and its 1,026 mm width is easily bested by GMC Colorado and Toyota Tacoma. But even in 4x4 form, the box sides are low enough for average-size people to be able to put things in, and get them out. Try that in a full-size pickup. B4000 can trailer up to 2,450 kg – still a respectable weight for its size.
I like the fact the B4000 is much as it used to be, but I’m probably in the minority.
Mazda’s Young says buyers aren’t abandoning Ranger/B4000 for other brands – the twins easily lead the segment through the first three months of 2009 with a combined 4,700 sold. However, the small truck market is down 33% in Canada as buyers opt for compact SUVs and crossovers instead of pickups.
But for small contractors, weekend farmers who only need to move a few hay bales, or someone looking for an inexpensive 4x4, the B-Series still fills the bill.
From 1972-93 the B-Series Mazda pickup was assembled in Hiroshima, but in 1994 it became a rebadged Ranger assembled at Ford’s plant in St. Paul, Minn.
The present generation has been around since 1998, which is both a benefit and a detriment. The benefit is that engineering and tooling for Ranger/B-Series was paid off years ago, so the trucks are relatively inexpensive compared to the competition. The detriment is that unlike its competitors, Ranger/B-Series hasn’t been updated in a decade.
But in a way, that’s been beneficial too.
Once, all kinds of compact pickups from both North America and Japan dotted our roadways, farms and work sites. But gradually they all grew larger – whether bearing a GM, Nissan or Toyota nameplate – and now the Ford/Mazda twins survive as the only true compact pickups in Canada or the U.S.
And even though Ranger/B-Series continues to outsell the opposition in Canada, the future of these small trucks is unclear. Speculation is that the present model will carry on until 2011. But reports of a replacement keep surfacing, with rumours it will be built in Mexico, Australia, Brazil or South Africa.
“The B-Series is still in our product plans,” says Mazda Canada spokesman Gregory Young, “but that’s driven by Ford’s plans for Ranger.”
Last year, the V6-powered B3000 was discontinued, leaving the four-cylinder B2300 and the V6 B4000 in Mazda’s line-up.
Base model is the regular cab, 2WD B2300, with a 2.3-litre inline four that makes 143 hp and 154 lb.-ft. of torque. With a five-speed stick, its MSRP is $15,695.
Our test truck was a 4WD B4000 with a 4.0-litre V6 capable of pumping out 207 hp and 238 lb.-ft. of torque. The extended cab model wasn’t quite top-of-the line, because it lacked the $2,015 SE+ package that adds power windows/locks/mirrors and cruise control.
So even though it came with air conditioning, a five-speed automatic with overdrive and anti-lock brakes, our tester was still your basic everyday truck.
I have no problem locking/unlocking the doors with a key and winding down the windows by hand. But I really did miss cruise control on my long drive to and from the city.
Although I like the B4000’s split front bench, my wife found the seat hard, with a ride to match.
Our Cab Plus model had twin clamshell doors that provide access to the rear compartment, but only when the main doors have been opened, and the fold-down jump seats are for occasional use only. If you’ve got to squeeze in an extra passenger, it might be better to flip up the centre armrest/storage bin, unfasten the twin cupholders at the front of the seat cushion and create seating for three abreast. But the one riding in the middle had better be slender, because it’s a tight fit.
At least the shift lever won’t be in the way, because it’s mounted on the steering column with a button on the end to disengage the electric overdrive in situations where oomph, not fuel economy, is paramount.
And the B4000 is a true 4x4 with a dial that allows the driver to select 2WD, 4WD high or 4WD low. And with its 230 lb.-ft. of torque peaking at just 3,000 rpm, the V6 has enough grunt to handle deep mud or snow.
The box length of 1,824 mm is now shorter than the competition and its 1,026 mm width is easily bested by GMC Colorado and Toyota Tacoma. But even in 4x4 form, the box sides are low enough for average-size people to be able to put things in, and get them out. Try that in a full-size pickup. B4000 can trailer up to 2,450 kg – still a respectable weight for its size.
I like the fact the B4000 is much as it used to be, but I’m probably in the minority.
Mazda’s Young says buyers aren’t abandoning Ranger/B4000 for other brands – the twins easily lead the segment through the first three months of 2009 with a combined 4,700 sold. However, the small truck market is down 33% in Canada as buyers opt for compact SUVs and crossovers instead of pickups.
But for small contractors, weekend farmers who only need to move a few hay bales, or someone looking for an inexpensive 4x4, the B-Series still fills the bill.
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