LDV T60 VS Great Wall Steed
- Improved suspension
- Packed with features
- Sharp pricing
- Flat seats
- Can be noisy
Great Wall Steed
- Low price
- One-tonne payload
- Standard equipment list
- Overall refinement
- Large turning circle
- Steering weight/gearing
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|
Great Wall Steed
Great Wall has been China’s best-selling ute brand for nearly two decades, so it’s not surprising to see the company spreading its global footprint into Australia’s hotly contested dual-cab 4x4 ute market.
What its diesel-powered Steed may lack in performance and overall refinement compared to mainstream rivals, it balances with a huge saving in purchase price. And therein lies the choice of going Chinese - price vs quality.
|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.
Great Wall Steed6.5/10
On face value the Great Wall Steed 4x4 looks like a bargain, with its eye-poppingly low price, one-tonne payload rating and long list of standard features, particularly when compared to entry-level dual cabs offered by the segment leaders. However, those competitors more than make up for that lack of bling with superior all-round safety, performance, comfort, refinement and resale value. So for buyers more concerned about purchase price and creature comforts than any of its shortcomings – and there are quite a few - the Steed 4x4's value for money equation is about right. In other words, it needs to be this cheap to get buyers in.
Is the Great Wall Steed a bargain or is the low price just what it's really worth?
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.
Great Wall Steed6/10
The Steed is deceptively large. Compared to the Ford Ranger dual cab 4x4, it's 235mm longer, 50mm narrower, 40mm lower and its ladder-frame chassis rides on a 3200mm wheelbase, which is only 20mm shorter. Like the Ranger, it has double-wishbone front suspension and a leaf-spring live rear axle, but runs rear disc brakes where the Ford has drums.
Off-road credentials include 171mm of ground clearance, an approach angle of 25 degrees, departure angle of 21 degrees and ramp-over angle of 18 degrees, all figures which are far from class-leading. Plus there's a large 14.5-metre turning circle (compared to Ranger at 12.7m and Hilux at 11.8m).
It has a relatively slim body profile when viewed from the side, which translates to a relatively short floor-to-roof height, reminiscent of utes past. This means shallower foot wells and higher knee/upper thigh angles that concentrate more weight on the base of the spine, reducing comfort on longer journeys.
The rear outer seating positions are tight, particularly for tall adults, with limited head and leg room. For those sitting in the centre rear position, headroom is even less. And because the front doors are considerably longer than the rears (like the Amarok), the B pillar’s more rearward location impedes the ‘pathway’ to the rear seat, particularly for those with larger shoes.
Overall panel fit is acceptable, but some areas of trim, like the crooked stitched seam across the dash-pad directly in front of the driver, affect perceptions of quality.
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.
Great Wall Steed6/10
The Steed’s 1900kg kerb weight is relatively light for its size and with a 2920kg GVM it’s a genuine ‘one tonner’ with a maximum payload of 1020kg. It’s also rated to tow only 2000kg of braked trailer, but with a GCM of 4920kg it can carry its maximum payload while doing it, which is a practical compromise.
The fully lined cargo bed is 1545mm long, 1460mm wide and 480mm deep. Like most dual-cab utes there’s not enough width between the wheel arches to carry a standard Aussie pallet, but it has four sturdy and well-positioned anchorage points for securing loads.
Cabin-storage options include a bottle holder and upper/lower storage pockets in each front door, a single glovebox, centre console with open storage cubby at the front, two cup holders in the centre and a box with padded lid at the rear that doubles as an armrest. To the right of the driver’s head there’s also a roof-mounted sunglasses holder with a spring-loaded lid, but it’s too shallow to be able to close the lid with a pair of Oakleys inside.
Back-seat passengers get overlooked when it comes to storage, as there are only slim pockets on the rear of each front seat and no bottle holders or storage pockets in the doors. And there’s no fold-down centre armrest either, which would be a useful place to offer at least two cup holders when the rear seat only has two occupants.
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.
Great Wall Steed8/10
Available only as a dual-cab ute with five-speed or six-speed manual transmissions and a choice of petrol 4x2, diesel 4x2 and diesel 4x4 drivetrains. It’s also only available in one well-equipped model grade, so every Steed buyer gets a burger with the lot. Albeit a Chinese burger.
Our test vehicle was the diesel 4x4 six-speed manual, which, at only $30,990, presents a compelling value-for-money comparison for those wanting a brand new ute who don’t have big dollars to spend. For example, the cheapest Ford Ranger dual cab 4x4 is the XL with 2.2 litre diesel and six-speed manual at $45,090, and the cheapest Toyota Hilux equivalent is the hose-me-out Workmate 2.4 diesel with six-speed manual at $43,990.
The Steed’s single model specification also includes numerous features and creature comforts you won’t find on rival entry-level utes costing 30 per cent more. There are lots of chrome body highlights, including roof racks, stainless-steel sports bar and door scuff plates, side steps, cargo bed liner, 16-inch alloy wheels with 235/70R16 tyres and a full-size spare, leather-appointed trim including steering wheel and gear-knob, heated front seats with six-way adjustable powered driver’s seat, electric-folding door mirrors with demisters and indicators, tyre-pressure monitoring and six-speaker sound system with touchscreen, steering-wheel controls and multiple connectivity including Bluetooth, to name a few. A tow bar, tonneau cover and sat-nav with reversing camera are optional.
Engine & trans
Great Wall Steed6/10
The GW4D20B is a Euro 5-compliant 2.0-litre turbocharged common-rail four-cylinder diesel that delivers 110kW at 4000rpm and a relatively small 310Nm serving of torque between 1800-2800rpm.
There’s only a six-speed manual available, so an automatic option would broaden the Steed’s showroom appeal enormously. The 4x4 drivetrain uses a Borg Warner part-time dual-range transfer case with electronic dashboard control, and there’s no locking rear differential.
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.
Great Wall Steed8/10
Great Wall claims a combined figure of 9.0L/100km and at the end of our test the instrument read-out was showing 9.5. That was close to our own figures, based on ‘real world’ trip-meter and fuel-bowser readings, which came in at 10.34, or about average for this segment.
Based on those numbers, its 70-litre fuel tank should deliver a driving range of around 680km.
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.
Great Wall Steed6/10
There’s a pleasant whiff of leather when you open the door, but the driving position is compromised by the high floor height and relatively shallow foot-well. For taller drivers this positions the knees close to the steering wheel, even in its highest position, which can hamper turning, and comfort, at times. Ergonomically wonderful it is not.
The left footrest is well positioned but the vertical section of console right next to it has an uncomfortable sharp-radius edge where the upper shin and knee rest against it. And on the right-hand side, the window control panel at the front of the door-pull also has quite a hard edge where the right leg rests against it. Softer, larger radius edges on both sides would greatly increase driver comfort.
The power steering is too lightly weighted and remains vaguely linear in feel regardless of road speed. The gearing is also too low and requires excessive wheel-twirling relative to steering response, which is required often given its large turning circle and the number of multi-point turns needed as a result.
The 2.0-litre turbo-diesel’s lack of low-down torque is really noticeable below 1500rpm, as it falls off a cliff with what feels like zero turbo boost. The gearshift feel is also a bit notchy and the gear-stick itself has an annoying vibration in fifth and sixth gears.
The ride quality when empty is acceptable if a bit harsh in the rear over bumps, which is not uncommon with leaf-spring live rear axles designed to carry more than a tonne. We loaded 830kg into the cargo bed, which, with a 100kg driver equalled a payload of 930kg, or about 90kg short of its 1020kg maximum rating.
The rear springs compressed 51mm and the nose rose 17mm under this load, leaving adequate springing capacity. The ride quality also improved noticeably, with minimal decline in steering control and braking response. By keeping the revs up (and therefore turbo boost) it coped reasonably well with stop-start traffic.
The Steed definitely felt more at home at highway speeds, however. In top gear with the cruise control engaged, it rumbled comfortably within the engine’s peak torque band, showing just 2000rpm at 100km/h and 2100rpm at 110km/h. Engine, wind and tyre noise were unexpectedly low, allowing conversations to take place at normal levels.
The tyre-pressure monitor displayed in the driver’s information scroll works well (mandatory in the USA and EU) and adds considerable peace of mind, but the info menu should also include a digital speed read-out. A permanent display of the cruise control’s speed setting would be handy, too.
Given its small torque figure and the fact it had close to a tonne on its back, the Steed coped pretty well with our set climb (albeit with the right foot flat to the floor) powering up the 13 per cent 2.0-kilometre gradient at 60km/h in third gear at 2400rpm.
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.
Great Wall Steed6/10
There is no ANCAP rating for this Great Wall so far but the 4x2 variant tested in 2016 achieved only two stars out of five, which is terrible. Still, this one is equipped with dual front airbags, front-side and full-length side-curtain airbags, a three-point seatbelt for the centre rear passenger (but no head rest), ISOFIX child seat anchorage points on the two outer rear seating positions and a top tether for the centre seat position.
Active-safety features include Bosch electronic stability control with traction control, brake assist and hill start assist, but no AEB. There are also rear parking sensors, but rear view camera is optional (and should be standard).
Great Wall Steed6/10
Three-year/100,000km warranty and three-year roadside assistance. Service intervals and recommended (not capped price) servicing costs start at six months/5,000km ($395) then 12 months/15,000km ($563), 24 months/30,000km ($731) and 36 months/45,000km ($765).