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One of the most competitive Chinese ute offerings Down Under.


The 160kW LDV T60 Max is around 20 grand cheaper than the traditional opposition brands, but with more than comparable power and torque. Upgrades were added in late-2022 and the Plus model in mid-2024.



Since 2014, LDV has delivered well-equipped, value-for-money vehicles that are fit for purpose, but in late 2021 LDV launched one of the most powerful utes in the segment: the 160kW/500Nm T60 Max.

At the heart of the T60 Max was a 2.0-litre, four-cylinder, bi-turbo diesel engine with output of 160kW at 4000rpm and 500Nm of torque from 1500rpm.

Based on the D20 unit, SAIC’s in-house-designed bi-turbo diesel engine had electronically controlled, high-pressure common rail technology from Bosch. It was mated to a six-speed manual or eight-speed ZF automatic transmission.

Fuel consumption on the combined cycle was a claimed 9.2L/100km for the manual and 9.3L/100km for the automatic.



As with previous LDVs, both suspension tunes – heavy duty for the Pro and comfort for the Luxe – were calibrated for Australian conditions.

The T60 Max retained a BorgWarner Torque on Demand 4WD system, with driver control of 2WD, on-road 4WD and low-speed 4WD for tough off-road conditions. The rear diff in Luxe versions had an automatic locking function.

The T60 Max also retained practical approach and departure angles, minimal overhangs and useful ground clearance.



A spray-in tub liner kept the bed protected from wear and tear, and four tie-down points help to secure loads. Payload for the Pro was 935kg and 750kg for the Luxe, while both variants were rated up to 3000kg braked trailer capacity.

Speaking of brakes, the T60 Max had four-wheel discs, while most of its competitors still had retro rear drums.



The first T60 secured an ANCAP five-star safety rating and the T60 Max came with six SRS airbags (driver and front passenger, side airbags, and full-length curtain bags); electronic brake assist (EBA) and electronic brake force distribution (EBD), and hill descent control.

Cruise control and climate control, LED daytime running lights, rear parking sensors and camera and fatigue reminder were standard. 



The T60 Max Luxe scored six-way electronically adjustable leather-trim seats, 360-degree panoramic camera and lane departure warning (LDW).

To visually distinguish the T60 Max Luxe, it came with a black front guard and grille, along with chrome door mirrors.

The 2021 T60 Max range startedwith the Pro Manual at $33,990, followed by the Pro Automatic $35,990, Luxe Manual $38,490 and Luxe Automatic at $40,490. All costs were drive-away for ABN holders.

All LDV T60s came with a five-year/130,000km (whichever occurred first) warranty and five-year/130,000km roadside assist.



2023 upgrades



The MY23 T60 Max continued with the 2.0-litre, four-cylinder, bi-turbo diesel engine with its claimed 160kW at 4000rpm and 500Nm from 1500rpm, mated to a six-speed manual or eight-speed ZF automatic transmission. New for MY23 were paddle shifts on the ZF box, in Luxe models.

New 19-inch black aluminium-alloy wheels on the Luxe manual and auto distinguish the MY23 variants, along with body-coloured door mirrors, black wheel arches, side steps, roof rails sports bar. 

Both Luxe and Pro variants came with soft-release tailgate and an updated leather-covered steering wheel.



A spray-in tub liner and four tie-down points were standard. Payload ratings were 935kg for the heavy-duty Pro manual and 750kg for the Luxe, while both variants were rated up to 300kg towing capacity

The cabin was refreshed and boasted a 10.25-inch central touchscreen, complete with Apple CarPlay and Bluetooth smartphone connectivity. The HVAC controls sat flush under the touchscreen.



A seven-year/200,000km warranty, with five-year/130,000km Roadside Assist coversed both ranges.

RRPs ranged from $14,042 to $49,463 and ABN driveway prices were $38,990 to $46,990.



2024 Max Plus variant



The LDV T60 Max Plus was a new variant, targeting the ‘sports ute’ segment and fitted with coil-spring, five-link rear suspension in place of leaf springs. The existing T60 powertrain was retained, but suspension ride height was increased and electric steering was introduced.

Autonomous Emergency Braking (AEB), Adaptive Cruise Control, Lane Keep Assist and wireless phone charging, Apple CarPlay and Android Auto were standard.

The integration of a 12.3-inch infotainment and driver display into a single slimline screen was an improvement on the existing T60 range. Auto folding and heated mirrors were standard.

The T60 Max Plus had a column-mounted gearshift that allowed additional storage space in the central tunnel. The T60 Max Plus also had three USB ports.



Additional sound-proofing material between the engine and the bulkhead improved cabin ambience, LDV stated.

The exterior featured fashionable gloss-black grille, door handles, door mirror covers, side trim and rear bumper.

A lockable tailgate and spray-in tub liner were standard.

Payload for the manual was a claimed 840kg and 830kg for the automatic, and the Mega Tub Plus version was rated at 800kg. All had a maximum braked towing capacity of 3000kg.

Drive-away ABN-holder pricing began at $45,990 for the manual, $47,990 for the automatic and $49,490 for the Megatub automatic.

Like other LDV T60 models, the Max Plus had a seven-year/200,000km warranty and five-year/unlimited-kilometre roadside assistance.



On and off road in the 2021 T60 Max



We did a brief first drive of the T60 Max Luxe Automatic in late-2021, but we waited in vain for a towbar-equipped test vehicle, so that we could judge suspension capability and powertrain performance when pulling a trailer.

The solo vehicle was one of the few utes we’ve tested that didn’t need an after-market suspension, handling loaded and unloaded conditions with ease.

It came with quality Sachs shock absorbers that were well-matched to the spring rates.(Sachs is a European brand that makes shocks for Mercedes-Benz, BMW and other performance vehicles.)

Fit and finish was very good and noise levels were quite low, once the engine had attained a few revs. Ergonomics were well thought out and the display screens worked much better than those in previous LDV utes.

The auto shift quality was excellent if the driver had a positive right foot, but wavering accelerator pressure saw the box shuttling ratios in response.

Performance was very strong, but we’re reserving judgment until we get a heavy trailer behind one. As at late-2022, LDV would not provide a test vehicle with a tow bar, so we’re wondering what they’re not wanting us to discover.



Under protective plastic covers the engine architecture was interesting, featuring a coolant-to-air-intercooler, with a separate reservoir. There was a viscous-coupled cooling fan, plus two electric ones as well.



Dirt road and off-road behaviour was exemplary, with no sign of suspension bottoming on potholed sections. The ‘Auto’ transmission setting let the Borg-Warner TOD system intervene to bring in front wheel drive on loose or slippery surfaces.

Gearing in low range gave effortless climbing performance in very steep country and the traction control system operated effectively and the rear diff lock could be felt engaging and disengaging in loose conditions.

Hill descent control was effective on most downgrades, but, like nearly all such systems, wasn’t calibrated to provide very low speeds, without some helpful service brake input.





Previous models


Ateco has previously distributed Foton Chinese-made utes, but that agreement ended in mid-2017. After that, Ateco began distributing the LDV brand, with much more longevity and market success.

In 2009 the LDV brand was bought by
SAIC (Shanghai Automobile and Industrial Corporation); the largest and oldest automotive manufacturer in China and the largest auto company on China’s share market. SAIC sold more than six million vehicles in 2016 and has joint ventures with Volkswagen, IVECO and General Motors.

SAIC Motor’s business covers the research, production and sales of passenger cars and commercial vehicles. It makes engines, gearboxes, powertrains, chassis and electronic components.

LDV Automotive has been selling LDV vans in Australia since 2015, with some success.

Initial LDV T60 ute models for Australia were
double cab, four-wheel drive units, with a choice of six-speed manual and automatic gearboxes and a single cab/chassis manual.

Safety features included blind-spot warning, six airbags, tyre pressure monitoring, hill holding and electronic stability and traction controls.

All versions had a 250mm touch screen display with Apple CarPlay and Android Auto as standard, plus alloy wheels, side steps and roof rails. Power windows, remote central locking, automatic height adjusting and turning headlights, reversing camera and aircon were also standard across the range.

The power plant at launch was a 2.8-litre 110kW/360Nm VM Motori turbo diesel engine and all versions have high and low range (2.48:1) gearing.

There were two trim and equipment versions: Pro for the working ute and Luxe for the dual-purpose or family recreational model.

Luxe came with additional equipment, including leather seats, an Eaton self-locking rear differential and different suspension settings. It had a GVM of 2950kg.

The Pro had firmer rear suspension set-up suitable for loaded work and slightly higher GVM of 3050kg.

All TD60 versions had four-wheel disc brakes and were rated to tow up to three tonnes.

The T60’s load tub was fitted with a plastic liner, with a total of six load tie down points, four at low level and two on the tub rim. The Pro had a multi-bar headboard to protect the rear window and provide support for long loads, while the Luxe had a chromed sport bar.

The T60 LDV came with a five-year/130,000km warranty, with a loan car program and 24/7 roadside assistance. LDV’s confidence in its latest model was also demonstrated by a 10-year body perforation rust warranty.

Pricing was keen: $28,990 drive-away for the LDV T60 Pro manual and, for the LDV T60 Luxe manual, $32,990.



Trailrider limited edition model



In May 2019 LDV launched the Limited Edition T60 Trailrider, with suspension that had been calibrated by the Walkinshaw Automotive Group in Melbourne, the company that does right hand drive conversions for the Ateco Group’s RAM range.

There were only 650 vehicles planned in this specification.

The Trailrider had an additional ‘black’ equipment package, including 12-spoke 19-inch wheels, nudge bar, sports bar, side steps and grille, plus ‘Trailrider’ decals for the sides, rear and bonnet.

Adding security, as well as value, was a lockable Mountain Top roller tonneau for the load tray.

Trailrider manual gearbox models started at a recommended retail price of $38,937 drive-away and the six speed automatic, $41,042 drive-away.


On and off road in the T60


The LDV T60 evaluation vehicles had very good fit and finish, and safety levels have been judged sufficient to score a five-star NCAP rating. These factors should help dispel the poor-quality image of Chinese vehicles.

LDV opted for easy connectivity to android and Apple devices, so there was no navigation system. Owners could use their phone systems that have familiar destinations and also get automatic mapping upgrades. That seems like a sensible idea, provided the mapping stays displayed when the phone loses cell coverage. Owners who have mapping software downloaded to their phones should have no problems.

Unfortunately, the screen was somewhat grainy and the touch screen controls were not intuitive, so this area needed upgrading, we felt.

Getting comfortable in both Pro and Luxe models was easy enough, thanks to adjustable driver’s seats – powered in the case of the Luxe – and tilting steering columns.

Mechanical and road noise levels were commendably low and there were no squeaks or rattles.

The climate-control aircon systems worked well, without excessive fan noise.

All the evaluation vehicles were unladen, but even without loads in their trays, modest engine grunt became immediately apparent.

LDV was using the VM Motor 2.8-litre, variable-geometry
turbocharged, common rail, four-cylinder diesel in the T60, but at a much lower state of tune than the versions in Holden Colorado and Jeep models.

Figures of 110kW and 360Nm may well have been chosen in the interests of long-term durability and that could prove to be a wise decision, or it could be a torque limitation issue with the LDV transmissions.

Stirring those outputs along was a choice of six-speed manual and automatic transmissions. The manual lever position showed LHD priority, being further away from the driver than the auto shifter.

The manual ratios seemed fine, but there was not much torque available under 2000rpm. The much preferred auto box had three operating modes: standard, economy and power, and there was a marked difference in performance between the settings.

In ‘power’ the T60 held on to intermediate gears much longer and performed well during a test day that was more about checking behaviour than seeking the best economy. Despite some ‘press on’ driving by most of the journos the average fuel consumption of the auto models was around 11L/100km, so figures in the 8-9L/100km area should be possible for the lighter-footed.

We drove the Pro and Luxe models on four-lane roads and on lumpy secondary roads and dirt tracks. Obvious was serious under-damping that allowed dangerously wayward suspension action, so after-market shock absorbers are a necessity on these early-production models.

Off-roading was limited to steep, dusty farm tracks that didn’t test wheel travel, low-range gearing and diff-lock operation, but did confirm the value of the standard hill-holder.  Speed-adjustable hill descent control wasn’t very effective at limiting downhill speed.

We did some rock-hopping when we got hold of a Trailrider test machine, with up-market Sachs units replacing the original shock absorbers. We couldn’t recommend anyone’s buying the launch-specification vehicle.


On and off road in the Trailrider limited edition model

We tested manual and automatic transmission versions of this vehicle an  it performed far, far better than the launch vehicles. LDV has fitted performance Sachs shock absorbers to the front and rear suspensions, with amazing results. (Sachs is a European brand that makes shocks for Mercedes-Benz, BMW and other performance vehicles.)

The new dampers transformed the T60 from the worst-handling and steering utes in the market into one of the best. It wasn’t far behind the coil-rear Ford Raptor and Mercedes-Benz X-Class.

This suspension change is now the standard offering on all variants. LDV has a cost advantage over its Japanese-brand competitors, so a little of that spent on top-class suspension was worthwhile, we reckon.

Handling and steering quality allowed us to ‘press on’ a bit and that showed up the engine’s lack of competitive torque; 360Nm was behind the class average around 400Nm and well below the peak offerings above 500Nm.

The first test vehicle was a six-speed manual that had smooth shift quality and just as well, because the stick needed stirring through the twisty bits and on hills. The auto six-speed masked that torque deficit to a large extent.

The Trailrider was firmly damped and moved around somewhat on severe corrugations, but ripple corrugations were handled with ease.

On our rocky trail the stiffer suspension didn’t seem to affect wheel travel and traction control and the self-locking rear diff took over if a wheel began to spin. Hill descent control wasn’t very effective, but the manual transmission model’s low-range gearing controlled descents quite well.

LDV has confirmed that the revised suspension is making its way into all new LDV T60s and that resetting puts the Chinese ute ahead of most of its out-of-the-box ute competitors.

Since we filmed the following video LDV announced its own 2.0-litre D20 diesel engine, in May 2020, with 120kW at 4000rpm and peak torque of 375Nm at 1500-2400rpm.


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