LDV T60 VS Ford Ranger
- Improved suspension
- Packed with features
- Sharp pricing
- Flat seats
- Can be noisy
- Great steering
- Nice cabin
- Limited availability
- Soft suspension a bit bouncy with weight
- A bit of turbo lag
The LDV T60 was rather a pleasant surprise at its Australian launch in 2017. It was a Chinese-built dual-cab ute that actually looked pretty good, seemed well-built, drove nicely, was adequately capable off-road and it was sharply priced and well-equipped.
Now, a few years down the track, the big news is that all new LDV T60s on-sale now should come equipped with Australian-tuned suspension, which was only available previously in the limited edition Trailrider version of the LDV T60. Better still, the suspension tune-up was devised by Walkinshaw Automotive Group, the company responsible for long-time HSV production.
Has this change – aimed at improving the ute’s ride and handling and thus bolster its appeal to a ute-loving public – actually been successful?
We drove an LDV T60 Luxe, the top-spec of the two-variant T60 range, to find out.
|Engine Type||2.8L turbo|
The Ford Ranger Wildtrak has been a runaway success for the brand. Plenty of people have bought them, modified them, taken them off-road and put them to task in the PX generation of Ranger.
Now, to see out the 2019 model range, Ford has added a new version above the standard Wildtrak. It’s the Ford Ranger Wildtrak X, and the ‘X’ stands for ‘extra’, because you get a bit more gear for a touch more money.
We’ll get to all the detail soon, and for this test we didn’t head off the beaten track - our aim here was to see how the Wildtrak X copes in daily driving, as well as how it handles hard work.
|Engine Type||2.0L turbo|
For what it is – a Chinese-built ute – the LDV T60 has been a sharply priced, well-equipped and rather decent work-and-play vehicle since its 2017 launch.
Now, a few years later, it’s still quietly impressive and with Walkinshaw-tuned suspension, I’m happy to say, it’s even a little bit better than it was.
It still lags behind the class-leading light commercial utes in some areas, but it's a sign of the times that a Chinese product is so well built and feature-packed. The new suspension has only served to boost the package.
The LDV T60 makes a very strong case as a feature-packed budget buy.
The Ford Ranger Wildtrak X is up to the task when it comes to hard work, but it’s more comfortable showing off at the worksite than actually getting the job done. We all know someone like that.
And that’s no bad thing - if you’re after a competent and impressively specified (if a little expensive) dual-cab ute, you could do a lot worse than the Wildtrak X.
Thanks again to our mates at Crown Forklifts in Sydney for helping out with this load test.
Not really, but not every vehicle has to be a stylistic champion – sometimes it’s nice for a ute just to be a ute with few pretensions.
The T60 manages to strike a reasonable balance between being a bit retro, a little bit stylish and being mostly like a work-truck.
You might be considering the Wildtrak X purely on aesthetic appeal - and that’s understanding. It has a few new design highlights compared with the non-X model, and most of them add function as well.
It scores an array of blacked out components, such as new 18-inch wheels (still wrapped in the same Bridgestone Dueler H/T rubber), wheel-arch flares (allowing for a more aggressive wheel/tyre setup), plus there’s a black nudge bar with LED light bar, and there’s a genuine Ford snorkel, too.
Combined, it makes the Wildtrak X look like a lot of those non-X models you’ve seen, where owners have spent thousands on extras. The rest of the destine is unchanged for the 19.75 model year variant we had, but there are subtle updates coming for the 2020 model range.
The T60, one of the biggest dual-cab utes, is 5365mm long, 2145mm wide and 1887mm high. And it feels roomy inside to match those exterior dimensions. It also feels kind of classy inside, at least it does until you notice expanses of plastic and hard-wearing trim and it all strikes you as a bit cheap-looking.
The interior is all sweeping lines and big surfaces, made for real-world life. And you know what? You get what you paid for and the T60’s price-tag is pretty reasonable, remember?
The massive dash-top and the ute’s 10.0-inch touchscreen entertainment unit dominate the cabin.
The touchscreen is clear and bright but it’s fiddly to operate, proven to glare and the camera views represented on it are often dark and muddy-looking.
The cabin itself is tidy with storage space for driver and front-seat passenger; a flip-top centre-console bin, big door pockets, a dash-height cupholder for driver and front passenger and a bits-and-pieces tray, replete with two USB ports and a 12V socket.
Rear-seat passengers get ISOFIX and top-tether points, door pockets, a centre armrest with two cupholders and a 12V socket.
The front seats are comfortable enough but lack support, especially at the sides; the rear seats are flat and workmanlike. There’s plenty of room though, which is a big plus.
Interior fit and finish is good for the price and these build-quality positives, as before, may build on the ute’s appeal.
Like every dual-cab Ranger, the Wildtrak X is a good size inside. There’s enough space to fit three adults across the back and therefore five adults in the cabin. No rear air vents, though, which can result in a stuffy back seat on hot days.
You get cup holders up front and in the rear, and bottle holders in all four doors. You can raise the seat base for extra storage space, if there’s not enough room in the tub.
Up front there’s a good amount of space and storage, and the media system is simple to use. And while we haven’t raised this in the past, the number of warning gongs and danger dings might annoy you. Like, I know the door is open, I just opened it. Sheesh!
Now, the tub.
It’s 1549mm long, 1560mm wide and 1139mm between the wheel-arches, which means it’s too narrow for an Aussie pallet to fit (1165mm minimum). The depth of the tub is 511mm, but not in the the Wildtrak models, because the roller cover housing at the far end of the tub just about halves that, eating into usable space.
It’s great that you get the hard top roller cover, and that there’s a tub liner, too: however, the four tie-down hooks in the corners of the tub makes it difficult to strap down a load.
Price and features
The LDV T60 Luxe automatic costs $37,331 (driveaway). Our test vehicle had metallic paint (premium paint an option, $500) and a tow bar/harness kit (list price $769.45 excluding GST, fitting and labour varies per dealer.) The base-spec is the Pro, which also comes in manual or automatic.
All T60s now have the new suspension tune fitted as standard.
The top-spec Luxe gets a whole bunch of stuff for such a sharp price including 10.0-inch colour touchscreen with Android Auto and Apple CarPlay, leather seats and a leather-bound steering wheel, electrically six-way adjustable and heated front seats, automatic climate control, ’Smart Key' system with Start/Stop button, 4WD with high and low range, 17-inch alloys with a full-sized spare, side steps, and roof rails, 360° view camera, adaptive headlights, as well as an automatic locking rear differential as standard.
The Ford Ranger Wildtrak X starts at $65,290 plus on-road costs for the 3.2-litre turbo-diesel five-cylinder model we drove, while the more powerful and more refined 2.0-litre Bi-turbo four-cylinder engine is $1500 more ($66,790).
That makes it a $2000 jump over the standard Wildtrak, but according to Ford, you’re getting $6000 worth of extra value.
The Wildtrak X’s additional styling gear builds upon the already impressive list of included equipment on the regular Wildtrak.
Included on this grade are 18-inch alloy wheels, LED daytime running lights, HID headlights, an LED light bar as well as all the Wildtrak X body additions (see the Design section for more detail), an integrated tow bar and wiring harness, a tub liner, 12-volt outlet in the tub, roller hard top and the model-specific interior with part-leather trim and a dark headlining.
There’s also an 8.0-inch touchscreen media system with sat nav, DAB digital radio, Apple CarPlay and Android Auto, Bluetooth phone and audio streaming and a six-speaker sound system with a CD player. There are two USB ports, a 12-volt charger in the back seat and a 230-volt powerpoint, too.
The front seats are heated and the driver’s seat has electric adjustment, there are digital displays in front of the driver showing navigation and driving data (including a digital speedometer, which many utes still miss out on).
Engine & trans
Under the bonnet of the Wildtrak X we drove is a 3.2-litre five-cylinder turbo-diesel engine producing 147kW of power (at 3000rpm) and 470Nm of torque (from 1750-2000rpm). It has a six-speed automatic transmission in this spec, and there is no manual option for the Wildtrak X. It has selectable four-wheel drive with a low-range transfer case (2H, 4H and 4L gearing), and an electronic locking rear diff.
The other engine option for the Wildtrak X is the 2.0-litre Bi-turbo four-cylinder engine producing 157kW of power (at 3750rpm) and 500Nm of torque (1750-2000rpm). That’s class-leading levels of grunt from a four-cylinder engine. It runs a 10-speed automatic transmission and four-wheel drive.
The Ranger Wildtrak X has a towing capacity of 750kg for an un-braked trailer, and 3500kg for a braked trailer.
The kerb weight of the Ranger Wildtrak X 3.2L is 2287kg. It has a gross vehicle mass (GVM) of 3200kg, and a gross combination mass (GCM) of 6000kg.
LDV T60s have a 75-litre fuel tank. The LDV T60 Luxe auto has a claimed fuel consumption of 9.6L/100km for the auto; an average of 9.5L/100km was registering on the dash display.
We recorded an actual fuel consumption on test of 9.9L/100km after more than 400km of driving and that included about 30km of off-roading, with about 5km of that in low-range.
Fuel consumption for the Ranger Wildtrak X 3.2L model is claimed at 8.9 litres per 100 kilometres, and it has an 80-litre fuel tank capacity. There is no long range fuel tank.
Our test drive saw a real-world return of 11.1L/100km across a mix of driving including urban, highway and back-road, as well as laden and unladen.
The 2060kg T60 gets around pretty well, though there are a few things you have to get used to. We did more than 400km in it, most of that on bitumen with about 50km of off-roading, and about 10km of that in low-range.
It’s never been the most lively of dual-cab utes to drive and often feels underpowered, but it still ticks along evenly enough, relaxed and under-stressed.
The engine is slow to respond and it can be noisy when pushed particularly hard, but generally the T60 is on the right side of quiet – inside the cabin, anyway.
The six-speed auto is mostly a smooth-working unit and produces no abrupt shifts up or down.
The suspension set-up is still double wishbone at the front and leaf springs at the rear, but Walkinshaw has worked its magic to improve ride and comfort. The Pro suspension was previously very firm (to cope with heavy loads), and the Luxe’s tended to wallow, due to its Comfort setting.
I can’t speak of the Pro’s* changes as a result of the tune because I haven’t been in one yet but the Luxe certainly feels more controlled, more comfortable than it did before, although it still feels like it errs slightly on the firmer side of the suspension equation. Damping control has been tweaked to improve general unladen ride quality – the result is not quite coil-sprung-like but it’s getting close. (Pro variants have heavy-duty rear springs for work duties.)
Steering is generally on-point, although there is pronounced understeer on tighter corners, but otherwise the ute holds well through tight corners and longer, sweeping bends.
The T60’s all-terrain tyres – Dunlop Grandtrek AT20 (245/65R17) – are on the mild side of aggressive and do a solid job.
The T60 has disc brakes all-round, which yielded plenty of bite during our “Watch out for that roo!” emergency-braking tests, one on bitumen, one on dirt.
Nit-picking: it’s annoying to adjust the rear-view mirror, as there’s a ceiling bulge that gets in the way; as mentioned, the parking camera and 360-degree view offer up quite a muddy on-screen view of the world outside; and, most worrying, there was a massive thump in the transmission while I was driving about 30km/h down a slight decline at the time, as if there’d been a violent shift between 2WD and 4WD. That happened on different days on different roads.
We like the Ford Ranger as a daily driver. It’s easy to see why so many people buy Ford Ranger dual-cab four-wheel drives, even if they don’t need the payload, or the towing capacity. It’s the utility that appeals with this utility.
Without weight in the back it rides smoothly enough, and around town you won’t complain about back pain or sore kidneys when you crunch over speed humps. It’s composed and refined, so much so that it’s a better ute to drive without a load than with weight in the back, and there aren’t many that can claim that accolade.
The steering makes it easy to park, and it’s nice to steer in all sorts of situations. If you happen to be on the tools all day, you’ll be happy not to have to wrestle the wheel on your way home.
Acceleration is good, if not blindingly quite, and the transmission does what it should.
The LDV T60 range has a five-star ANCAP rating, as a result of testing in 2017.
As standard, the Luxe has six airbags, two ISOFIX and top-tether points in the back seat, blind-spot monitor, EBA, 360°-view camera, rear parking sensors, hill-hold, a tyre-pressure monitoring system and more.
The Ford Ranger Wildtrak - as with the rest of the Ranger line-up - is in the mix for the best in the business for ute safety specs.
Standard gear on all Ranger models is auto emergency braking (AEB) with pedestrian detection as well as lane keeping assist, driver attention alert, traffic sign recognition and automated high-beam lights. The AEB system works at city and highway speeds, and adaptive cruise control is included, too. There is no blind-spot monitoring or rear cross-traffic alert, however.
The Ranger retains its five-star ANCAP crash test rating from 2015, when the standards were considerably more lax. It does, however, have six airbags (dual front, front side and full-length curtain), a reversing camera, front and rear parking sensors and a semi-autonomous parking system.
It comes with dual ISOFIX child seat anchor points and two top-tether restraints for baby seats.
Ford backs all of its models with a five-year/unlimited kilometre warranty plan, which is on par with the rest of the mainstream ute market but behind the likes of the Triton (promotional seven-year warranty), SsangYong Musso (permanent seven-year/unlimited kilometre warranty), and Isuzu D-Max (six-year/150,000km).
Capped price servicing intervals are set every 12 months/15,000km. The duration of the service plan is for the life of the vehicle, too, which is good for peace of mind if you plan to hang on to your car for a long time.
Ford is currently running a promotion whereby the first four years/60,000km of maintenance is capped at $299 per visit. That’s competitive, but costs rise as you get beyond the promo period.
Concerned about Ford Ranger problems? Check out our Ford Ranger problems page for issues, complaints, recalls or anything else regarding reliability. We had an issue of our own, with the car convinced it was towing a trailer the whole time we had it, which disabled the self-parking system and the rear parking sensors, too.