Mazda BT-50 Thunder and Boss Variants Make a Comeback – Daily Car News (2026-03-14)

Thomas Nismenth
2026-03-14T08:32:18+02:00

Friday Drive: Mazda’s ute gets its swagger back, Tesla dusts off the Roadster file, and Russell rules Shanghai

News days are like traffic circles: you glance right, flick left, and hope the guy in the lifted Ranger actually uses an indicator. Today’s loop brings an Aussie-market Mazda pickup with fresh bravado, a pricey lesson in inventory stewardship for Hyundai, a curious new Tesla patent that whispers “Roadster” again, and a tidy bit of Mercedes efficiency in Shanghai’s F1 sprint—plus Ferrari bristling over proposed start-rule tweaks. Buckle in.

Road & street: Trucks, tech, and a ten‑million‑dollar oops

Mazda BT‑50 gets its Thunder back—and meets a new Boss

Australia’s favorite pastime (after arguing about flat whites) is fettling utes, and Mazda’s BT‑50 just tightened its belt and puffed its chest. Reports out of the local market say the nameplate’s Thunder package returns and a new Boss trim steps in—both leaning into the lifestyle‑ute vibe that’s taken over worksites and school runs alike.

Quick refresher: the BT‑50 shares bones with the Isuzu D‑Max and, in most markets, runs a 3.0‑liter four‑cylinder turbodiesel paired to six‑speed auto or manual. When I last spent a muddy weekend in one, I noticed right away how Mazda’s chassis tune softens the leaf‑spring chatter on corrugations—less shimmy through the steering rim than some rivals. It’s a quiet truck, too, the sort you wouldn’t mind driving from Sydney to Thredbo with skis and two kids asking about snacks every 12 kilometers.

What do Thunder and Boss actually add? Final specs vary by market and dealer fit, but package highlights typically include:

Black‑out styling cues (grille, mirrors, sports bar) and chunkier wheel/tire combos

Extra underbody protection, side steps, and a tub liner—useful for tradies and campers

LED auxiliary lighting and a nudge/bull bar option for the outback after dark

Cabin dress‑ups: leather‑accented seats, branded mats, and embossed headrests

The important bit isn’t just the catalog bling; it’s how Mazda packages this stuff from factory or dealer so you keep warranty intact and resale strong. A few owners mentioned to me last year they preferred factory‑approved gear over aftermarket lifts when it came time to offload. Makes sense.

Quirk watch: the BT‑50’s infotainment still buries some vehicle settings a menu too deep for my taste. And the tray’s tie‑down layout could be friendlier for shorter ratchet straps. Small gripes, solid ute.

A pile of crushed cars just cost Hyundai nearly $10 million

Here’s a headline you don’t want associated with your balance sheet: a legal dispute involving a batch of crushed vehicles has left Hyundai facing a hit approaching eight figures, per reports. The case centers on destroyed inventory and who ultimately foots the bill. It’s a sobering reminder that in the age of spreadsheeted margins and just‑in‑time deliveries, the unsexy stuff—title tracking, storage oversight, insurance language—can snowball fast if something goes sideways.

If you manage a dealership or fleet yard, this is your nudge to audit your contracts and chain‑of‑custody processes. It’s cheaper than court.

Tesla files a seat patent that whispers: “Remember the Roadster?”

Tesla has filed a fresh patent around seating for its long‑teased Roadster, the all‑electric halo car first shown in 2017 and then, well, paused. The new filing reportedly focuses on a performance‑oriented seat design—think thin shells, rigidity, and bolstering meant to keep you planted when torque goes from “neat” to “NASA.” If you’ve ever launched a big‑motor EV, you know the neck‑brace feeling. Multiply that by Tesla’s original claims and you understand why the chair matters as much as the chassis.

Back when the prototype made the rounds, Tesla touted outrageous numbers. Here’s where the story stands now:

Roadster checkpoint | 2017 promises | 2026 reality
0–60 mph | Claimed around 1.9 seconds | Still unverified; no production car delivered
Range | Claimed up to ~620 miles | Unconfirmed; no EPA figure
Production | Targeted within a few years of reveal | Delayed; new seat patent suggests ongoing development
Price | Originally quoted in the $200k ballpark | TBD; market and materials costs have shifted

Patent filings don’t equal release dates, but they do signal resources are still pointed at the project. If the Roadster is to arrive with the sort of acceleration once teased, a lighter, stronger seat that manages G‑loads without wrecking your posture isn’t fluff—it’s mandatory kit. I’d also love to see thoughtful cable storage and frunk organization; early Teslas sometimes treated that stuff as afterthoughts.

Motorsport: Russell’s tidy Shanghai sprint and Ferrari’s start‑rule fight

Chinese GP Sprint: Russell fends off Hamilton, keeps Mercedes on top

The Shanghai sprint served up clean, clinical speed from George Russell. He soaked up an early attack from teammate Lewis Hamilton and then managed the gap to bring Mercedes home ahead of the red cars. No drama, just execution—the sort of stint engineers love and Netflix producers hate.

The launch: Russell defended decisively into the opening sequence and never looked ruffled.

The chase: Ferrari pressure ebbed and flowed but never cracked the Mercedes rhythm.

The takeaway: points in the bag and, more importantly, a read on tire behavior for the Grand Prix.

For Sunday, that sprint cadence matters. If Mercedes can control front‑axle temps early and keep rear‑tire life tidy late, they’ll force Ferrari to try something bold on strategy.

Why Ferrari is pushing back on proposed F1 start‑rule changes

Separately, Ferrari is contesting proposed tweaks to F1’s start procedures. The gist: changes around how drivers manage launches—think clutch behavior, bite‑point aids, or formation specifics—could alter the competitive balance off the line. If you’ve invested years perfecting your getaway, you’re not keen on a reset that levels the grid overnight.

Ferrari’s stance is twofold: competitive fairness (don’t penalize teams that nailed the current system) and unintended consequences (tighten one variable and you might create another start‑line headache). Could they still lose? Absolutely—governance in F1 is consensus‑driven, and if enough teams and the FIA see a sporting benefit, the change goes through. Then it’s back to the simulator, and the team that iterates fastest laughs loudest to Turn 1.

Wrap‑up

From an Aussie ute putting on its tailored work shirt to Tesla’s seat sketches for a long‑awaited super EV, the street side felt busy but measured. In Shanghai, Russell looked unbothered and Ferrari looked unconvinced—about both the sprint result and the prospect of altered starts. As ever, the weekend—and the next product cycle—will tell us who guessed right.

FAQ

What engines are offered in the Mazda BT‑50? Most markets use a 3.0‑liter four‑cylinder turbodiesel shared with the Isuzu D‑Max, typically paired to a six‑speed auto or manual. Check local specs; options vary by region.

Will the BT‑50 Thunder or Boss trims come to the U.S.? Unlikely. The BT‑50 isn’t sold in the U.S., and these packages target markets like Australia and parts of Asia.

Is the Tesla Roadster finally coming this year? There’s no confirmed production date. A new seat patent indicates continued development, but timing remains unannounced.

Who won the Chinese GP sprint? George Russell took the sprint win, holding off an early challenge from Lewis Hamilton and staying clear of Ferrari.

What start‑rule changes is Ferrari opposing? Proposed adjustments to launch procedures and related driver aids. Ferrari argues the changes could unfairly shift the competitive balance off the line.