Mazda B series

The Mazda B series is a series of pickup trucks that was manufactured by Mazda. Produced across five generations from 1961 to 2006, the model line began life primarily as a commercial vehicle, slotted above a kei truck in size. Through its production, Mazda used engine displacement to determine model designations; a B1500 was fitted with a 1.5 L engine and a B2600, a 2.6 L engine.

In Japan, the B-series was referred to as the Mazda Proceed for much of its production, with several other names adopted by the model line. In Australia and New Zealand, the B-Series was named the Mazda Bravo and Mazda Bounty, respectively; South Africa used the Mazda Drifter name. Thailand used the Mazda Magnum, Mazda Thunder, and Mazda Fighter names. Through its association with Ford, Mazda produced the B-Series as the Ford Courier and the Ford Ranger. Conversely, the Ford Ranger was sold in North America as a Mazda B series from 1994 until 2010.

In 2006, the Mazda B-Series was replaced by the Mazda BT-50.

Historic trucks

Mazda D1500 in Myanmar

Mazda's first vehicles were three-wheeled trucks, also known as auto rickshaws starting with the Mazda-Go in 1931, followed with the Mazda K360 in 1959, the Mazda T-1500, and the larger Mazda T-2000. One of Mazda's first four-wheeled trucks was the 1958 D1100, briefly called the Mazda Romper, with a 1105 cc air-cooled in-line two cylinder engine installed under the seat. That engine was replaced by a water-cooled unit in 1959 and joined by the larger capacity D1500. In 1962, passenger car size requirements no longer applied to commercial vehicles and the truck grew longer, with a two-liter D2000 available and the smallest D1100 discontinued. The D1500 and D2000 remained in production until the June 1965 introduction of the Mazda Kraft.

First generation (1961–1965)

The Mazda B-series pickup truck was introduced in Japan in August 1961 as the B1500 (BUA61). This model was the only Japanese market model to be badged under the B-series naming scheme, i.e. B1500. The BUD61 (second generation) that followed was the first model of the long-running "Proceed" series sold in Japan. It had a 1,484 cc OHV water-cooled engine with wet sleeve cylinders which produced 44 kW (59 hp; 60 PS), and a one-ton payload. This model also had a torsion bar front/leaf spring rear suspension, which was advanced for its time, giving it a relatively smooth ride. The B1500 was remodeled between late 1962 and September 1963; it received a new chassis code, BUB61.[1] The BUB61 was more spacious; its cabin was extended by 80 mm (3.1 in) and it had a stretched body and wheelbase. The BUB61 had a new, upside-down, trapezoidal grille instead of the earlier full-width unit, with thirteen bars rather than nine, turn signals on the fenders, and more chrome trim—including a decor strip on the side.[2]

In addition to the standard two-door "styleside" pickup truck body there were also a double-cab truck, and a similar double-cab version called the "pickup." The "pickup" had a fully integrated coupé utility body rather than the separate bed of the truck version, as it was based on the somewhat passenger-oriented light van. This model was a two-door, fully glazed van with a fold-down tailgate and an electrically powered window, which was rare in the Japanese market at the time.[3] The light van (BUAVD) was introduced in September 1962, and the two double-cab models followed shortly after. These three models were built on the shorter wheelbase chassis; when the longer chassis was introduced it was not deemed worthwhile to create new bodywork. These models were produced for only a few months.[3] The B1500 was sleeker and considerably more powerful than its competitors in the Japanese market, but it was also markedly more expensive and it failed to sell in the expected quantities.[4]

Second generation (1965–1977)

The 1966 B1500/Proceed presented in October 1965 used the same 1484 cc OHV I4 engine as its predecessor, with minor changes to the cylinder head and valves and the use of a downdraft carburetor instead of the sidedraft unit used on the models sold between 1961 and 1965. The UA engine now produced 72 PS (53 kW) at 5200 rpm.[5] The chassis was now called the "BUD61"; it was longer than its predecessor and received new bodywork of a squarer design, and four headlights. In January 1971, a 1600 cc model with the chassis code BNA61 was introduced. This had 95 PS SAE in global markets;[6] US brochures did not specify its power output and European importers claimed 75 PS (55 kW) DIN. In Japan, a minimum 100 PS (74 kW) (SAE gross) was claimed; the model was advertised in Japan as the "GT-Truck".[7]

In March 1972, the Proceed 1300, with a smaller 1.3-liter engine, was released and remained available in Japan until 1975. It had 87 PS (64 kW) in SAE gross. The B1500 was the first Japanese pickup truck to be assembled in New Zealand from CKD kits. Assembly started in 1967 at Steel's Motor Assemblies, which also built the Toyota Corona and later became Toyota New Zealand's Christchurch plant after a government order for 672 units. The model remained in local assembly at various plants for several generations.[citation needed]

The B series was introduced to the United States with the 1972 B1600. In 1974, the similar rotary-powered Rotary Pickup was released in the US. The engine was enlarged to 1.8-liters for 1975's B1800, a model that had been available to Canadian customers since around 1970. It was known in the Japanese market as the "Proceed", where it was also sold as the Ford Courier. Its strong sales in the US market—mostly with Ford badging—relieved Mazda's pressing cash flow troubles in the period following the 1970s energy crisis.[8]


  • 1972-1975 – 1.3 L (1272 cc) TC I4 (BTA67)
  • 1965-1971 – 1.5 L (1484 cc) UA OHV I4 (BUD61)
  • 1971–1976 – 1.6 L (1586 cc) NA I4 (BNA61), 95 PS (70 kW) SAE at 6000 rpm
  • 1970–1977 – 1.8 L (1796 cc) VB I4 (BVD61), 98 hp (73 kW) SAE at 5500 rpm (1970, Canada)[9]
  • 1974–1977 – 1.3 L (654 cc x 2) 13B (PA136/SPA136)

Rotary Pickup

Mazda Rotary Pickup

The Rotary Pickup (REPU) was the world's first and only Wankel-engined pickup truck. It was sold from 1974 to 1977 and appears to only have been available in the US and Canada.[10] The Rotary-Engined Pickup (REPU) had a four-port 1.3-liter 13B four-barrel carbureted engine,[11] flared fenders, a battery mounted under the bed, a different dash, a front grille, and round taillights.

It is estimated that just over 15,000 units were built. Most were made for the 1974 model year (PA136 chassis), but the effect of the energy crisis on sales caused Mazda to restamp many of the 1974 models with a prefix "S", designating them as 1975 models; (SPA136). Approximately 700 units were built for the 1976 model year, when the four-speed manual transmission was upgraded to a five-speed. Mazda invested in a moderate redesign for the 1977 model (PA236), updating its electrical systems and adding a 3 in (76 mm) cab stretch for increased comfort. About 3,000 units were manufactured, after which the REPU was discontinued due to poor sales.

Road & Track magazine was impressed with its "smooth, quiet power" and "nice" interior.[12] The vehicle retailed for about US$3,500 (equivalent to $18,145 in 2019); its observed fuel economy was 16.5 miles per US gallon (14.3 L/100 km; 19.8 mpg‑imp). Most of the trucks are found on the West Coast of the US; they continue to be sought out by enthusiasts. Like many Mazda rotary vehicles, the REPU was raced. It took third place in the 1976 SCCA Mojave 24 Hour Rally driven by Malcolm Smith and Jack Sreenan.[13]

Ford Courier

Ford Courier

The first generation Ford Courier was introduced for the 1972 model year and sold for a little over US$3,000 (equivalent to $18,337 in 2019) when introduced—close to the price of a Ford F-100.[citation needed] The Courier was manufactured by Toyo Kogyo (Mazda),[14] and imported and sold by Ford Motor Company as a response to the unforeseen popularity of the small Toyota and Nissan (Datsun) pickups among young buyers in the West. Like the other mini-pickups of the time, it featured a sub-2.0-liter, four-cylinder engine, a four-speed manual transmission, rear wheel drive, a load capability of 1,400 lb (635 kg), and was fairly inexpensive compared to full-size pickups of the time. To circumvent the 25 percent chicken tax on light trucks, Couriers like Chevrolet LUV's were imported in "cab chassis" configurations, which included the entire light truck without the cargo box or truck bed, and were only subject to a 4 percent tariff.[15] Subsequently, a truck bed would be attached to the chassis and the vehicle could be sold as a light truck.

The body styling was effectively that of the related Mazda B series, but its frontal treatment was unique; its grille was designed to emulate that of the larger Ford F series and large, single headlights were fitted instead of the B series's smaller twin units.[citation needed] When the Courier was introduced, it was supplied with a 1.8-liter overhead cam engine that produced 74 hp (55 kW) at 5,070 rpm and 92 lbf⋅ft (125 N⋅m) at 3,500 rpm. A four-speed manual transmission was standard; a three-speed automatic option was also offered. A five-speed manual option was added in 1976.[citation needed]

Badging was changed several times in the first generation of the series. In 1972, the tailgate read "Ford Courier" in large, raised letters; there was a small "Courier" badge on the front of the hood. From 1973 until 1976, the hood badging read "Ford". In 1973, the tailgate read "Courier" in large letters, with a small "Ford" badge on the upper left. In 1974, it read "Ford" in large letters, with a small "Courier" badge on the lower right. In 1976, the cab was lengthened by 75 millimetres (3.0 in) and extra trim was added to the grille.[citation needed]

Third generation (PE/UC/UD; 1977–1985)

The model's third generation was introduced in April 1977 as the PE chassis for the Proceed 1600.[16] The Japanese model had a claimed 71 kW (95 hp; 97 PS) and a top speed of 140 km/h (87 mph). The new model was more comfortable than the previous; it had a woodgrain dashboard and other luxuries. Outside Japan it was sold as the B1600 and later as the B1800, which was originally sold only in North America. In the US for the 1980 model year, it was sold as the B2000, which used a 2.0-liter F/MA engine, replacing the B1800. The diesel 2.2-liter B2200 was sold from 1981 with the chassis code UD (introduced during 1982 for the United States).[17][18] In the US, the 1984 B2000 continued to be sold through 1985; the next generation only appeared as a "1986". The 2.0-liter version was called PE2M6/M7 until 1981—"6" for the short wheelbase, "7" for the long bed—after which it had the chassis code UC. In Japan, this truck was discontinued in October 1979 because commercial customers preferred vans over the less space-efficient, bonneted trucks.

1983 Mazda B2200 (UD)

The B2000 was also available in a long-bed version with a longer wheelbase and rear overhang, which was given the model name Sundowner in some markets—a reference to nomadic Australian herders who would make camp wherever they were at sundown. The regular model code UC11 was changed to UC21 when it was fitted with a long bed. The chassis coding system used for the US market in 1981 when a standardized VIN code was introduced. This change led to a second coding system, complicating the identification and grouping of these trucks. The B series was reskinned during 1982, with new sheetmetal below the belt line, and was replaced in January 1985.[18] By this time, 1.8 million Mazda B-series trucks had been built since 1961.[19]

In Australia and New Zealand, the Courier was a compact pick-up built for Ford by Mazda in Japan.[20] It was first offered on the Australian market in 1979.[21] Both Mazda and Ford versions for New Zealand were assembled locally. Gulf Auto Restorations in New Zealand also built a run of double-cab Ford Couriers in 1979, long before Mazda themselves developed such a model.[22]


  • 1972-1975 – 1.6 L (1586 cc) NA I4 (PE2N), 95 PS (70 kW; 94 hp) JIS at 5700 rpm[16]
  • 1976-1978 – 1.8 L (1769 cc) VC I4 (PE2V),[23] 84 hp (63 kW; 85 PS) at 5000 rpm (UK)[24]
  • 1977-1979 – 1.8 L (1796 cc) VB (US only?)
  • 1979-1984 – 2.0 L (1970 cc) MA I4, 56 kW (75 hp; 76 PS) (PE2M, UC)
  • 1982-1984 – diesel 2.2 L (2209 cc) S2 I4, 60 PS (44 kW; 59 hp) (UD)

Ford Courier

1979 Ford Courier

In 1977, the Courier was redesigned and various new options were made available. The truck was available with front disc brakes and a Ford-built 2.3-liter engine option, which was the same engine used in the Ford Pinto and Mustang II. The key feature distinguishing the Courier from Mazda's B series was the single headlights, although with park and indicator lights were placed inset starting in 1978. 1977 models retained the turn signal lights in the bumper.[25] In 1979, the base model engine was increased in size to 2.0-liters. The optional Ford 2.3-liter engine was produced in Brazil.[25]

The Courier was never available with a diesel engine in the US. However, the 1982 Mazda B2200 was available with the S2, a Perkins-built 4.135, 2.2-liter four-cylinder diesel engine, producing 59 hp (44 kW) at 4000 rpm. This diesel engine was also available for the 1983 and 1984 Ford Ranger; for the 1985 to 1987 Ford Rangers it was replaced with the 2.3-liter 4D55T turbo diesel.[25]

1985 Ford Courier camper (facelift, New Zealand)

The Courier continued to be sold in North America until the model year 1982, when power steering was added. For 1983, Ford of North America introduced its own Ford Ranger to fill its compact truck segment, which replaced the Courier in the US and Canadian markets.[25] In other markets such as Australasia, this generation of Courier continued to be sold until 1985, when the next generation was introduced. Australian models were redesigned in 1982 or 1983.[citation needed]

Electric variants

Between 1979 and 1982, a number of electric Ford Couriers were produced. Jet Industries purchased "vehicle gliders"—Ford Courier bodies without engines, and fitted them with a series-connected direct current motor and lead-acid accumulators; they labeled the vehicles the Jet Industries ElectraVan 750. These were sold mainly as service trucks, generally to local government departments. They had a top speed of around 70 mph (113 km/h), and covered 50 to 60 miles (80 to 97 km) on a full charge. A number of these vehicles still exist, usually with upgraded motor control systems and higher-voltage battery packs.[25]

Fourth generation (UF; 1985–1998)

A new Proceed/B series (UF) was introduced in January 1985; it was produced until June 1999.[17] A five-speed manual transmission was the primary choice in most markets, with options of a four-speed automatic transmission option and part-time four wheel drive. The 2.6-liter, Mitsubishi-powered B2600 was added in 1986. 1987 saw the Mazda inline-four engine upgraded to 2.2-liters in the B2200; the smaller engine was phased out of the North American markets after that year. In 1988, the Mitsubishi engine was replaced with a new family of Mazda powerplants. This generation also returned to the Japanese market as the "Proceed", where it was marketed mostly as a "lifestyle" truck.[citation needed]

From 1991, an SUV/RV version of this generation was manufactured and sold as the Proceed Marvie; this was sold as the Ford Raider in Australia. The Proceed Marvie had a UV chassis code. It had three rows of seats, with the rearmost accessible by walking past the second row on the left.[27] This car was only offered with right-hand-drive. A similar version of the vehicle was developed in Thailand, where it was sold as a version of the Mazda B series. In 1988, the larger Mitsubishi carbureted engine was replaced with Mazda's more powerful, 2.6-liter, four-cylinder, fuel-injected engine. The new model was named B2600i—"i" for injection. Both Mazda B series and the Ford Courier versions were assembled from CKD kits in New Zealand.[22] The New Zealand lineup started with the 2.2 diesel with 47 kW (64 PS), with the petrol 2.2 offering 77 kW (105 PS) and the fuel injected 2.6 92 kW (125 PS).[22]

In South Africa, South African Motor Corporation (SAMCOR)—now Ford SA—fitted the B series with the 3.0- and later the 3.4-liter Ford Essex V6 as a range-topping engine option. The Essex engine was produced at Ford's Struandale engine plant in Port Elizabeth.[citation needed] In Zimbabwe, the B series was assembled at the Willowvale Mazda Motor Industry plant in Willowvale, Harare, where it was fitted with the 1.6 and 1.8-liter engines.[citation needed]

Engine options:

  • B2000
    • 1985–1987 – 2.0 L (1998 cc) FE I4, 80 hp (60 kW) (North America) - 90 PS (66 kW) (Europe)
  • B2200
    • 1987–1993 – 2.2 L (2184 cc) F2 I4, 85 hp (63 kW) (Carb)
    • 1992–1993 – 2.2 L (2184 cc) F2 I4, 91 hp (68 kW), 118 lb⋅ft (160 N⋅m) (EFI)
    • 1985-199? – 2.2 L (2184 cc) R2 diesel I4, 64 PS (47 kW), 105 lb⋅ft (142 N⋅m)
  • B2500 (Thailand)
    • 1999-199? – 2.5 L (2499 cc) 4JA1 I4, 90 hp (67 kW), 128 lb⋅ft (174 N⋅m)
    • 199?-2002 – 2.5 L (2499 cc) WL I4, 94 hp (70 kW), 126 lb⋅ft (171 N⋅m)
  • B2600
    • 1986–1988 – 2.6 L (2555 cc) G54B I4, 102 hp (76 kW), 146 lb⋅ft (198 N⋅m)
  • B2600i
    • 1989–1993 – 2.6 L (2606 cc) G6 I4, 121 hp (90 kW), 149 lb⋅ft (202 N⋅m) - 92 kW (125 PS) at 4600 rpm in Australia
  • B3000 (South Africa)
    • 1993–1997 – 3.0 L (2993 cc) Essex V6 89 kW (121 PS; 119 hp)
  • B3400 (South Africa)
    • 1997–2000 – 3.4 L (3376 cc) Essex V6 108 kW (147 PS; 145 hp)

North America

Upon its North American debut in 1986, the B2000 was very well received by automotive critics. It was praised for its comfortable ride, smooth handling, and general car-like feel despite its ability to perform those tasks required of a truck.

For the 1986–1993 model years, there were mainly three trim levels available in North America: Base, SE-5, and LX (later LE-5). The base model came with standard 14-inch steel wheels and not much else besides the basics (this did not include a rear step bumper). The SE-5 was the "sporty" trim level, with added features such as a tachometer, side-mounted truck mirrors, a rear step bumper, an AM/FM stereo, sporty white/black wheels, white-lettered Bridgestone SF Radial tires (which have long since been discontinued), and a prominent stripe graphic kit, the latter being the most easily distinguishable feature of the SE-5. The LX was the more luxurious trim level, with standard features that made it the most well-equipped trim line of the bunch. Such added features included air conditioning, power steering, power brakes, cruise control, AM/FM stereo with cassette deck and equalizer, center console, locking glove box, and chrome trim throughout (interior door handles and window cranks, taillight bezels, chrome added trim on the sides of the body, a chrome rear step bumper, a chrome strip on the front bumper, and the same steel wheels that came with the SE-5 but with a chrome finish). For the 1990 model year, the LX trim level was replaced with the LE-5, which combined a hybrid of styling and features from both the LX and SE-5.

The beefy B2600 4x4 model (1986–1987) had its own styling distinctions, such as a three-spoke steering wheel, fender flares, a wider front bumper, mud guards, and a carbureted Mitsubishi engine, which was added in response to complaints about the B2000's lack of power when compared to other trucks in its class. In 1989, the B2600 had an italicized "i" added to the badging (B2600i) to distinguish between the Mitsubishi engine and the new fuel-injected Mazda G6 engine. The B2600i was also available in the two wheel drive version. All B2600i models were factory equipped with a hood that has a distinct center bulge, commonly referred to as a "bubble hood."

Although the Mazda B series remained largely unchanged in appearance throughout its eight-year run in the North American markets, there were minor changes here and there. For instance, 1986 was the only year that the Mazda B series retained a small chrome/white "MAZDA" emblem on its grille; in 1987, it was changed to a larger painted plastic piece to match the colors of the grille itself, and this remained unchanged throughout the remainder of its run. The 1990 model year saw the first major refresh in the B series: the front bumper and grille, which had been painted a dark metallic gray with light silver headlight bezels from 1986–1989, were changed to black with light silver headlight bezels. 1990 also brought the upgrade of a new and more modern alloy style wheel for the upper trim levels. Perhaps the most noticeable difference throughout the years was the gradual disappearance of the SE-5's stripe graphics. In 1986, the kit (which only came in a grayscale color scheme) covered a large portion of the sides of the truck, with lower and upper portions of the body being taken into account. In 1987, the SE-5's stripe kit was reduced to a much more simple set of lines running along the lower portions of the body and coming upwards towards the taillights where they read "SE-5". By 1989, the stripes had been reduced even more, with new gradient-style graphics starting from the doors and running towards the back.

For the North American markets, Mazda spent more than US$100 million to design and develop the 1986–1993 B-series trucks to meet consumer demands. For the 1994 model year, to save costs related to the chicken tax, Mazda introduced a rebadged version of the Ford Ranger, which was produced at Ford's Twin Cities Assembly Plant in Minnesota, and Edison Assembly in New Jersey. Because of declining sales and a lack of significant updates to its parent platform, the Ford-built B series was discontinued after the 2009 model year. The North American Ranger was discontinued at the end of 2011 with the closure of the Twin Cities plant.[28]

Ford Courier / Raider

From 1991 to 1997[29] a badge-engineered version of the Mazda Proceed Marvie wagon was sold as the Ford Raider.[30] Like the Mazda version, it was an SUV/MPV based on the Proceed/B-Series/Ranger/Courier.

Fifth generation (UN; 1998–2006)

Mazda B2500 (pre-facelift)
Ford Ranger (pre-facelift)
Ford Courier (facelift)

In the 1998 model year, Mazda renewed its B series for international markets. Production at the AutoAlliance Thailand plant began in May 1998.[34] It has the chassis code "UN".[17] This model was also sold as the Ford Ranger in Europe and Asia and as the Ford Courier in Australia and New Zealand. Production also began that year at the Ford Motor Company Philippines plant. CKD versions were also assembled in South Africa and Ecuador.[citation needed] In March 2002 a 2892 cc (2.9-liter) version of the naturally aspirated 2.5-liter diesel engine was also developed and sold in "general markets" and the Gulf States as the B2900.

The truck was sold in more than 130 countries under a variety of names. It was called the Fighter and Ranger in Southeast Asia—except in Singapore where it was called the Proceed—the Mazda Bounty and Ford Courier in New Zealand, the Mazda Bravo in Australia, and the Mazda Drifter in South Africa.[citation needed] The B2600/B2200s sold in Venezuela and nearby Latin American countries were assembled in Colombia by Compañía Colombiana Automotriz S.A. (CCA). They had a 2.6-liter inline-four engine, four-wheel-drive model and an entry level model with a 2.2-liter inline-four with rear-wheel-drive.[citation needed] In 2002, a "Freestyle" model with rear suicide doors became available on this platform. The rest of the range was revised in 2002 and 2004. These models are unrelated to the Mazda B-series and Ford Ranger models in North America.[citation needed]

In Australia, in January 2005, the Courier received a 4.0 V6.[35] It was available in GL (Super Cab and Double Cab) and XLT (Double Cab only) trims. The B series was released in September 2005,[35] with the B4000 Bravo DX (Dual Cab only), DX+ (Freestyle and Dual Cab) and SDX (Freestyle and Dual Cab) trims being available.

There were two fuel tank sizes available. For the 2WD Stretch Cab and Dual Cab, the fuel tank size is 63 L. For all 4WD models (and the 2WD Regular Cab), the fuel tank size is 70 L.

Ford Everest (2003–2006)

Ford Everest

The Ford Everest or Endeavour is a midsized SUV version of the Ford Ranger that shares more than 30 percent of its components with the donor pickup truck model. The concept was similar to the Mazda Proceed Marvie and its Ford Raider twin sold in the 1990s based on the previous generation Mazda B series. It was a four-door SUV, but in similar fashion to the original Toyota 4Runner of the cargo area having a removable top.

The Everest was sold in Asia, Central America and the Bahamas. The Everest was introduced in March 2003; it was built at the AutoAlliance Thailand plant in Rayong,[36] and as CKD kits in Chengalpattu, India;[37] and Hai Duong, Vietnam.[38] In India, the Everest was called the Ford Endeavour.

This Everest had its origins in the Ford Ranger, which was built for the Southeast Asian markets at the Rayong plant. Its underpinnings remained very much those of a pickup truck, while its engine was a Mazda-derived unit used for its low cost, fuel efficiency and emissions, which met the markets' standards. A Hiroshima-based design team developed the Everest/Endeavour to suit developing markets. In 2006, the Everest, the Ford Ranger and Mazda B-series pickups were replaced with the new Mazda BT-50 and its derivatives. While the Mazda versions introduced the new "BT-50" name, Ford versions continued under the names "Ranger" for pickups and "Everest" for wagons.

The Everest came with three-row seating in rear- or four-wheel drive, with either a 2.5-liter diesel or 2.6-liter petrol engine. It rides on a 2,860 mm (112.6 in) wheelbase.

UN Engines
  • 2.2-liter F2 3-valve petrol
  • 2.6-liter G6E 3-valve petrol, 90 kW (122 PS; 121 hp) and 206 N⋅m (152 lb⋅ft)
  • 4.0-liter Cologne SOHC V6 2-valve petrol, 154 kW (209 PS; 207 hp) and 323 N⋅m (238 lb⋅ft) at 3000 rpm
  • 2.5-liter WL 3-valve diesel, 83 PS (61 kW; 82 hp) at 4100 rpm and 17.3 kg⋅m (170 N⋅m; 125 lb⋅ft) at 2500 rpm
  • 2.5-liter WL-T 3-valve water-intercooled turbodiesel, 120 PS (88 kW; 118 hp) and 277 N⋅m (204 lb⋅ft)
  • 2.9-liter W9 3-valve diesel, 98 PS (72 kW; 97 hp)[39]

Ford-produced vehicles

2002-2009 Mazda Truck B4000 extended cab

For the 1994 model year, Mazda North America ended sales of the fourth-generation (UF) B-Series, replacing the model line with a Mazda-badged version of the Ford Ranger. Effectively in reverse of the of agreement that produced the Ford Courier for 1972-1982, the Mazda B-Series for Mazda North America was produced by Ford for 1995. Shifting from Hiroshima, Japan, the B-Series was produced alongside the Ranger in St. Paul, Minnesota in the Ford Twin Cities Assembly facility. The B-Series was the second Mazda light truck produced by Ford, following the 1991-1994 Mazda Navajo (a three-door Ford Explorer).

In shifting the production of the model line from Japan to Minnesota, Mazda was able to entirely circumvent the 25% "chicken tax" applied to light trucks. After struggling to establish market share in North America during the 1980s against Toyota and Nissan, the B-Series was shifted to highest-selling model line in segment. Sharing identical mechanical underpinnings with the Ranger, the 1994 Mazda B-Series was produced with a high degree of visual similarity to its Ford counterpart. The B-Series received distinct body panels for the front fascia and pickup truck bed; extended cabs were distinguished with separate exterior trim.

Through its production, the Ford-produced B-Series followed the development of the Ranger in its body and chassis, undergoing a substantial update for the 1998 model year. For 2002, Mazda renamed the B-Series as the Mazda Truck in North America. During the 2000s, the Mazda Truck was gradually phased out of the Mazda product range and was discontinued after 2009 in the United States (2010 in Canada); the final vehicle was produced on 11 December 2009.

As of current production, Mazda North America has no current plans to market the Mazda BT-50 in North America.


  1. ^ Bulmer, Ged (13 March 2013). "Classic Metal: B1500 Styleside". Unique Cars. Australia: Bauer Trader Media. Archived from the original on 23 March 2013.
  2. ^ Ozeki, Kazuo (2007). 日本のトラック・バス 1918~1972 [Japanese Trucks and Buses 1918-1972:] (in Japanese). Tokyo: Miki Press. p. 143. ISBN 978-4-89522-494-9.
  3. ^ a b Ozeki, pp. 144-145
  4. ^ Ozeki, p. 143
  5. ^ Ozeki, p. 156
  6. ^ Mazda B1600 Pickup/Bakkie (brochure) (in English and Afrikaans), Japan: Toyo Kogyo Co., Ltd., 1973, p. 4
  7. ^ GT-TRUCK: New プロシード1600 [New Proceed 1600] (catalog) (in Japanese), Toyo Kogyo, January 1971, p. 8
  8. ^ Yamaguchi, Jack K. (1985), Lösch, Annamaria (ed.), "Japan: Lucrative Contraction", World Cars 1985, Pelham, NY: The Automobile Club of Italy/Herald Books: 49, ISBN 0-910714-17-7
  9. ^ Mazda 1800 Pickup (brochure), Burnaby, BC: Mazda Motors of Canada, 1 June 1970, p. 2
  10. ^ Club for Mazda REPU owners
  11. ^ Mazda brochure
  12. ^ Road & Track, July 1974
  13. ^
  14. ^ Rechtin, Mark (21 December 2009). "For Mazda and Ford, breaking up is hard to do". Automotive News. Crain Communications. Retrieved 18 January 2013.
  15. ^ Ikenson, Daniel (18 June 2003). "Ending the 'Chicken War': The Case for Abolishing the 25 Percent Truck Tariff" (PDF). Cato Institute. Retrieved 13 April 2016.
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