LDV T60 VS Great Wall Steed
- Packed with features as standard
- Solid all-rounder
- Too-firm suspension (Pro)
- Resale value
Great Wall Steed
- Low price
- One-tonne payload
- Standard equipment list
- Overall refinement
- Large turning circle
- Steering weight/gearing
A lot is riding on the LDV T60. The dual-cab-only ute range is spearheading a new generation of better-built and better-equipped Chinese utes and (very soon) SUVs, aimed at carving out their own slice of the lucrative Aussie work-and-play market.
It’s the first Chinese commercial vehicle to receive a five-star ANCAP rating, it’s well priced and packed with standard features and safety tech across the range, but realistically is that enough to make it an appealing proposition in the eyes of the ute-buying public? And to overcome the public's wariness about vehicles from the People's Republic? Read on.
|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|
The LDV T60 is a big step in the right direction for Chinese-built utes and should go a long way to convincing Aussie ute buyers that these are finally a worthwhile consideration. Well priced and feature-packed, this dual-cab range exhibits a marked improvement in build quality, fit and finish and all-round drivability. Right now, the Chinese are not major contenders by anyone's estimation but at least they're moving in the right direction.
For our money, and for work-and-play versatility, the Luxe auto is the pick of the bunch; you get all the standard kit with a few nifty add-ons, including on-demand rear diff lock, chrome door handles and door mirrors, sports bar and more.
Would you consider buying a Chinese-built ute? Tell us what you think in the comments below.
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?
From the outside, the LDV T60 is not unpleasant to look at – part-chunky ute, part-SUV styling – but there’s nothing startlingly special about it, either. It has the scalloped sides of an Amarok look-alike, the sporty stretch bonnet of a HiLux wannabe and everything in between.
I like it for its lack of pretension, as if its designers had a beer down the pub, scratched out their ideas on a coaster as a bit of a joke and then they decided they were actually pretty good, so those guidelines have stuck.
The interior is all clean lines and big surfaces, especially the plastic everything in the Pro, which is not a bad thing as this tradie-targetting model has a real everyday working ute feel to it.
The cabin is dominated by the huge expanse of dash-top and the ute’s 10.0-inch touchscreen entertainment unit.
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 cabin is neat and roomy with adequate storage space for driver and front-seat passenger; a lidded centre-console bin, big door pockets, a dash-height cupholder for driver and front passenger (although our supplied water bottles only fit in with a little bit of twisting and forcing) and a knick-knacks tray, replete with two USB ports and a 12V socket.
Those in the rear get 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.
Interior fit and finish is a big improvement on what’s come before in Chinese-built utes and these build-quality positives may go a long way to helping convince Australia’s ute buyers that the LDV T60 is a worthwhile purchase – or at least worth considering.
The 10-inch touchscreen is clear, neat and simple to operate, although prone to glare. I did see one colleague struggling to get his Android OS phone working through his Luxe. (I didn’t even bother trying to hook up my iPhone; I’m a dinosaur like that.)
The LDV T60 is 5365mm long, 2145mm wide, and 1852mm high (Pro) and 1887mm high (Luxe). Kerb weight is 1950kg (Pro manual), 1980kg (Pro auto), 1995kg (Luxe manual) and 2060kg (Luxe auto).
The tray is 1525mm long and 1510mm wide (1131mm between the wheel arches). It has a plastic tub liner and four tie-down points (one in each corner) and two ‘tub rim anchor points’, which seem like a bit of a flimsy afterthought. Loading height (from tray floor to ground) is 819mm.
The TDV T60 has a 3000kg braked tow capacity (750kg unbraked); many rivals hit the 3500kg benchmark. Its payload ranges from 815kg (Luxe auto) to 1025kg (for the Pro manual). Towball download is 300kg.
One final quirk we should mention is that the two Pros we tested had the indentation for a driver-side 'Jesus!' handle, but no actual handle. Strange.
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
In an age where each new vehicle seems to offer a mind-boggling variety of trim and spec levels, the LDV T60 range is a refreshingly small and simple one.
The diesel-only five-seater LDV T60 is available in one body style – dual-cab – and two trim levels: Pro, aimed at tradies, and Luxe, aimed at the dual-purpose or family recreation market. The range is limited to dual-cabs at the moment, but, at the launch LDV Automotive Australia did tease the arrival of single-cab and extra-cab models in 2018.
The four options are Pro manual, Pro automatic, Luxe manual and Luxe automatic. All are powered by a 2.8-litre common-rail turbo-diesel engine.
The base-spec T60 Pro, the manual, is $30,516 (drive away); the Pro automatic is $32,621 (drive away), the Luxe manual $34,726 (drive away), and the Luxe automatic $36,831 (drive away). ABN holders will pay $28,990 (for the Pro manual), $30,990 (Pro auto), Luxe manual ($32,990) and Luxe automatic ($34,990).
The ute’s standard features in Pro form include cloth seats, a 10.0-inch colour touchscreen with Android Auto and Apple CarPlay, automatic height adjusting headlights, 4WD with high and low range, 17-inch alloys with a full-sized spare, side steps, and roof rails.
Safety gear includes six airbags, two ISOFIX child-seat restraint attachment points in the rear seat, as well as a raft of passive and active safety tech including ABS, EBA, ESC, reversing camera and rear parking sensors, 'Hill Descent Control', 'Hill Start Assist', and a tyre-pressure monitoring system.
Above and beyond that, the top-spec Luxe gets leather seats and leather-bound steering wheel, electrically six-way adjustable and heated front seats, automatic climate control and a 'Smart Key' system with Start/Stop button, as well as an automatic locking rear differential as standard.
The Pro has a multi-bar headboard to protect the rear window; the Luxe has a polished chrome sport bar. Both models have roof rails as standard.
LDV Automotive has launched a range of accessories including rubber floor mats, polished alloy nudge bars, tow bar, ladder rack, colour-matched canopies, tonneau covers and more. Bullbars for the ute are in the pipeline.
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.
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.
We did more than 200km around Bathurst in some LDV T60s, most of it in a Pro auto, and much of the drive program was on bitumen. A few things became obvious quite early on and, later, a few quirks popped up as well.
The 2.8-litre four-cylinder VM Motori turbo-diesel never seemed to struggle – on the blacktop or in the bush – but it almost felt too relaxed, as it was slow to respond and wind up, especially when pushed on long, steep hills.
However, a bonus of that under-stressed engine is that it is very quiet – we had the radio off and engine-related NVH levels were impressive. There wasn’t even any wind-rush from the big wing mirrors.
The six-speed Aisin auto trans is a smooth unit – no hard-shifting up or down – but there’s no real discernible difference in drivability between modes; Normal or Sport.
Ride and handling are adequate if unspectacular, although it turned in nicely – steering was very precise for something like this – and the ute held stable through long sweeping bends. Our tester was on 245/65 R17 Dunlop Grandtrek AT20s.
While our stiff-set Pro exhibited no arse-end skipping-around straight away, typical of an unladen ute, we did hit a few surprise lumps and bumps early on in the drive-loop and that got the back end jumping about in a brief but brutal manner.
As for the quirks, our overzealous ABS kicked in on several occasions for seemingly innocuous reasons when we tickled the brakes (discs all round) at lower and high speeds on bumpy stuff, which was concerning.
Secondly, a couple of journalists in a Luxe reckoned the blind-spot monitor in their LDV T60 failed to alert them to the presence of a passing vehicle.
While the Pro suspension was too firm (to cope with heavy loads, no doubt), the Luxe’s tended to wallow.
For off-roading enthusiasts, here are the numbers worth noting: ground clearance is 215mm, wading depth is 300mm, and front and rear departure angles are 27 and 24.2 degrees respectively; ramp-over angle is 21.3 degrees.
The launch off-road loops were more scenic than challenging but when we intentionally veered off-course and onto some steep hilly sections, we had the opportunity to check out the LDV T60’s engine braking (okay) and hill descent control (good).
The Pro auto was an easier drive over any off-road bits than the manual Pro was, as the light feel of its clutch and the loose throw of its gear-stick didn’t inspire confidence.
Underbody protection includes a plastic bash-plate at the front.
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 packs a lot of safety gear in for the price. It has a five-star ANCAP rating, six airbags (driver and front passenger, side, full-length curtain) and includes a raft of passive and active safety tech across the range including ABS, EBA, ESC, reversing camera and rear parking sensors, 'Hill Descent Control', 'Hill Start Assist', and a tyre-pressure-monitoring system. It has two ISOFIX points and two top-tether points.
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).