maxed braking capacity.
In the offroad specs department the T60 is
comparable to almost all its rivals. Flicking the
4x4 dial into low-range and the transfer case
electronically selects the 2.48:1 ratio (bang on with
market leader Ford Ranger and revered offroader
LC80) which helps the otherwise uninspiring
diesel ‘get-er-dun’. While it is one of the largest
bodies in its class we didn’t have any issues going
through the undulating test-tracks either in large
part to the breakover angle being almost bang
on that of an LC200 (21.3 vs 21 degrees). In either
case, as with most 4x4s a set of bar work front
and rear as well as a suspension lift will drastically
change the way it performs on and offroad.
If you’re after a pure offroader, the Luxe is
definitely worth digging a little deeper into the
pocket initially. After market upgrades will be
limited, but the Luxe picks up a factory diff locker
in the form of an Eaton mechanical locker that
automatically engages if it senses wheel slip.2018 LDV T60 LUXE
CTA SPECS
VEHICLE
Tare 2060kg
GVM 2950kg
GCM 5950kg
Towing capacity 3000kg
Engine 2.8L 4-cylinder turbo-diesel
Torque360 @ 1600rpm
4x4 systemPart time
Fuel consumption9.6L/100Km (claimed)
SuspensionF/ Independent double
wishbone coil R/ Live axle leaf spring
Brakes F/ Disc R/ Disc
Seats52/3configuration
Wheel/tyre
17in alloy 245/65R17
Style Dual cab uteDIMENSIONS
External dimensions 5365L x 1900W x
1887H
Wheel base 3155mmPRICE AS SHOWN
$36,831 plus on-road costsMORE INFORMATION
http://www.ldvautomotive.com.auHARD YAKKA
So how does it perform offroad? To find out
we punted it through a mix of high-speed dirt
roads, corrugations and back country towns then
through plenty of steep climbs and descents. The
Pro and Luxe are both equipped with differing
suspension which drastically affected the way
they both handled each obstacle. The Luxe is
fitted with their ‘comfort’ suspension, giving
the top-tier ute a softer, and more willowy ride.
Through the rolling back country roads it’d
float through the corners and clear across the
bumps. It did feel a little soft in both springs and
shocks but would be bang-on for running around
town. The Pro model receives their ‘heavy-duty’
suspension. The heavy-duty offering stiffens up
the ride considerably which will limit offroad
articulation, but also adds 180kg to the payload,
and an extra 100kg to the GVM and GCM, so
choose wisely, although both can carry their
maximum GVM and still legally tow their 3000kgHOW’S IT BUILT?
First things first, how well are these things
screwed together? The most obvious stand out
are they’re an all new body and frame, not a
parts bin special they’ve bought the dies for after
another manufacturer has finished their run.
The panel gaps are even, paint rich, plastics not
plasticky. Wrapping your knuckles along the body
you get the impression it’s at least comparable
to its peers, which is a bloody big compliment
compared to previous Chinese offerings. If it came
with a different badge you’d easily be forgiven for
thinking it came from one of the more traditional
manufacturers we’re used to.
They haven’t gone the cheap option on
components either. They’re keeping mum on
exactly what’s gone into the construction, but
from the transfer case right through to the fuel
injection system there’s brand name gear. It
gives a little bit of confidence when dealing with
a relatively unknown manufacturer that the vital
components are pieced together by some of the
biggest names in the industry.
More importantly for some safety-conscious
buyers, the T60 is actually safer than a few of its
peers, recently picking up a 5-star ANCAP rating.
There’s a whole bunch of tech required to achieve
that score but the big stand outs are a 16 out of 16
in the side impact testing and a 14.46 out of 16 in
the frontal offset test. For comparison’s sake the
current generation VW Amarok and Isuzu DMAX
initially only scored four out of five stars with less
strict testing procedures.
Under the bonnet is an aggressive2.8L
turbo-diesel engine