LDV T60 VS Mahindra Pik-Up
- Improved suspension
- Packed with features
- Sharp pricing
- Flat seats
- Can be noisy
- Attainable entry price
- Looks pretty rugged
- Five-year warranty
- Cheap and cramped in the cabin
- Questionable dynamics all-round
- Cheaper models underdone with safety kit
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|
For years now, our mainstream car companies (think Japanese, Korean, German) have been keeping a close eye on the Chinese manufacturers, convinced - as we all are - that a time is coming when they will be mixing it with the best in the business in terms of build quality, capability and price.
It's yet to set the sales world on fire, sure, but Mahindra reckons this 2018 nip-and-tuck will give its rugged ute its best chance yet of competing with the big boys of the Aussie market.
So, are they right?
|Engine Type||2.2L 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.
Let's be honest, it's not the best in its segment on the road. For mine, the seemingly willfully confusing steering and lack of any real creature comforts or advanced safety tech would rule it out as a daily driver. But the price is mighty tempting, and if I spent more time off-road than on it, a four-wheel drive model would begin to make a lot more sense.
Does a low cost-of-entry get you over the line for a Mahindra PikUp? Tell us what you think in the comments below.
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.
It couldn't be more blocky if it had been constructed using Lego. As a result, it doesn't really matter which body style you opt for, Mahindra's PikUp looks big, tough and ready to get down and dirty.
While plenty of utes are now shooting for a car-like shape, the PikUp definitely aims for more truck-like in its body styling, looking tall and square from just about any angle. Think 70 Series LandCruiser over an SR5 HiLux.
Inside, agricultural is the flavour of the day. Up-front riders sit on seats riveted to exposed metal framework and are faced with a sheer wall of rock-hard plastic, interrupted only by the jumbo-sized air-conditioning controls and - in the S10 models - a touchscreen that looks tiny in the sea of plastic jumbo-ness.
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.
Let's start with the numbers: expect a 2.5-tonne braked towing capacity across the range, and there's around one-tonne of load lugging capacity no matter whether you opt for the cab-chassis or the well-side tub.
Inside, the two front seats sit on exposed metal framework and leave you perched fairly high in the cabin. An armrest on the inside of each seat saves you leaning on the hard plastic of the doors, and a single, squared-off cupholder lives between the front seats.
There's another phone-sized storage cubby in front of the manual gear shift, and there's a single 12-volt power source and a USB connection. There's no room for bottles in the front doors, though there is a narrow glovebox and a sunglasses holder fitted to a roof lined in what looks like 1970s felt.
Weirdly, the central column that divides the front seat is massive and it leaves driver and passenger feeling cramped in the cabin. And the sparse back seat (in dual-cab cars) is home to two ISOFIX attachment points, one in each window position.
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.
Mahindra's PikUp arrives in two trim levels - the cheaper S6, available in two- or four-wheel drive and in cab chassis or 'well-side tub' (or pick-up) body style - and the better-equipped S10, which is exclusively four-wheel drive with the well-side tub body.
Pricing is at the forefront here, with Mahindra well aware it's attempting to lure customers out of far more established brands, so predictably the range starts at a sharp $21,990 for the single-cab S6 cab-chassis in manual.
You can have the same car with four-wheel drive for $26,990, or step up to a dual-cab version for $29,490. Finally, a dual-cab S6 with four-wheel drive and a well-side tub is $29,990.
The better-equipped S10 can be had in one flavour only; a dual-cab with four-wheel drive and a well-side tub for $31,990. All of those are the drive-away prices, too, which makes the PikUp very cheap indeed.
The S6 serves up steel wheels, air-conditioning, an old-school letterbox stereo and fabric seats and projector headlights. The S10 model then builds on that basic spec, with 16-inch alloy wheels, cruise control, navigation, central locking, climate control and rain-sensing wipers.
Engine & trans
Just the one on offer here; a turbocharged 2.2-litre diesel good for 103kW/330Nm. It is paired only with a six-speed manual gearbox that will power the rear wheels, or all four, should you spring for four-wheel drive. If you do, you'll find a manual 4x4 system with low-range and rear diff lock.
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.
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.
And so, after an admittedly short run in the dual-cab PikUp, we found ourselves rather pleasantly surprised in places. The diesel engine feels smoother and less ragged than our previous reviewers have noted, while a ratio change for the manual gearbox has made rowing through the gears a far more intuitive process.
The steering, though, remains utterly confusing. Light enough at turn-in, before all the weight turns up roughly midway though a corner. It's painfully slow, too, with a turning circle that leaves your arms tired and makes even wider roads a three-point job.
Keep it on straight and slow-speed roads, and the PikUp performs just fine, but challenge it with twistier stuff and you'll soon uncover some significant dynamic drawbacks (a steering wheel that tugs at your hands, tyres that squeal with minimal provocation, and vague and confusing steering that makes holding anything resembling a line near impossible).
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.
It's a pretty basic package, I'm afraid. Driver and passenger airbags, ABS brakes and traction control are joined by hill-descent control and, should you spring for the S10, you get a parking camera, too.
Little wonder, then, it was awarded a sub-par three stars (out of five) when ANCAP tested in 2012.